SEI 570 - MM Rev. 24

SEI - S79
•
______________________________________OG"E~
Alfc'ahEngines
(T7
TURBOS HAFT ENGINE
CT7-2A
CT7-2D/2Dl
CT7-2El
MAINTENANCE MANUAL
FAA APPROVED
THE INFORMTION CONTAINED IN THIS DOCUIIEII'T IS GE PROPRIETARY INFORMTION AND IS
OISCLOSED IN CONFIDENCE. IT IS THE PROPERTY OF GE AND SHALL HOT BE USED,
OISCLOSEO TO OTHERS, OR REPRODUCED WI THOUT THE EKPRESS WRITIEN CONSENT OF GE,
INCU..oING, BUT WITHOUT LUUTATION, IT I S HOT TO BE USED IN THE (REA.nON,
MNUFACTURE, OEVELOPl'lENT, OR DERIVATION Of AHY REPAU.s, ~lFJCAnONS, SPARE
PARTS, OESIGNS, OR CONFIGURATION CHANGES OR TO OBTAIN FAA OR NIY OTHER GOVEIU'l'tENT
011 REGULATORY APPROVAL TO DO SO. IF CONSENT IS GIVEN FOR REPROOUCTION IN WHOLE,
OR IN PART, THIS NOnCE AND THE NOn CE SET FORTH ON eACH PAGE OF THIS DOC~HfT
SHAlt APPEAR IN ANY SUCH REPRODUCTION I N 1III0lE OR IN PART.
Thh hchniul diltil is cons idere<l EAR controlled purs uilnt to IS CFR Pilrt s 118-n4
respectively. Trilnsfer of thi s datil by any _ us to iI Non·US P<!rson, whether iR
the United States or ilbroad, ",ithol/t the pr09t=r U.S. Govemllut iluthorililtion
(e.C., LiceR se, exe-ptioR, NLR , etc.), i s s trictly prohibited.
MAY 31, 1981

REVISION 24 - SEPTEMBER 39, 2914
• Aircraft Engines
CT7-2
MAINTENANCE MANUAL
HISTORY OF RMS IONS
~ ....... - -
cz I'fIOPRIflAlll' "'~0fI""'"","
.......
CT7-2 (SEI570) MAINTENANCE MANUAL Revision No. 24 Dated 09/30/2014
MM- HIGHLIGHTS OF REVISION 24
PAGEBLOCK LOCATION DESCRIPTION OF CHANGE
INTRODUCTION INTRODUCTION Non-Technical Change: Removed duplicate

table numbers.
INTRODUCTION INTRODUCTION Technical Change: Added tool numbers to

the special tools and fixtures table.
INTRODUCTION INTRODUCTION Nontechnical Change: Removed unnecessary

statement in the supplementary
publications section.
INTRODUCTION INTRODUCTION Nontechnical Change: Updated quality

layout of figures throughout the
pageblock.
05-11-00 SERVICE LIFE LIMITS 05-11-00-200-809 Technical Change: Added the data from TR
FOR ENGINE ROTATING PARTS 05-0002 which changes the service life
AND STATIC STRUCTURE PARTS limits for engine rotating parts and
static structure parts.
05-21-00 ENGINE - PIECE- 05-21-00-200-802 Nontechnical Change: SGML/Format

PARTS MANDATORY INSPECTIONS corrections throughout the pageblock.
05-21-00 CT7 TURBOSHAFT 05-21-00-300-803 Technical Change: Added the data from TR
ENGINE MAINTENANCE PROGRAM 05-0001 which changes the visual
inspection of the igniter plug and
igniter lead. Also, changes the interval
to do a visual inspection of the engine
for damage in the engine maintenance
program table.
72-00-00 ENGINE - 72-00-00-870-802 Nontechnical Change: Updated quality

DESCRIPTION AND OPERATION layout of figures throughout the
pageblock.
72-00-00 ENGINE - TEST 72-00-00-760-803 Nontechnical Change: Updated quality

pageblock.
72-00-00 ENGINE - INSPECTION 72-00-00-200-801 Nontechnical Change: Updated quality

pageblock.
72-00-00 ENGINE - 400 HOUR 72-00-00-200-805 Technical Change: Added the data from TR
VISUAL INSPECTION 72-0001 which changes the hours from 200
to 400 in the visual inspection
procedure of the engine.
72-00-00 ENGINE SECTION - 72-00-00-100-803 Nontechnical Change: Updated quality

CLEANING layout of figures throughout the
pageblock.
72-00-00 ENGINE - REPAIR - 72-00-00-300-802 Nontechnical Change: Updated quality

GE PROPRIETARY INFORMATION - Not to be used, disclosed to others or reproduced without
Date Printed: the express written consent of GE. Technical data is considered ITAR and/or EAR Page
Oct 9, 2014 controlled; transfer of this data to a Non-US Person, without USG authorization, is 1 of 6
strictly prohibited.
UNCOUPLING OF ELECTRICAL layout of figures throughout the

CONNECTORS WITH FAILED pageblock.
NONDECOUPLING MECHANISM -
REPAIR
72-30-00 COLD SECTION MODULE 72-30-00-870-801 Nontechnical Change: Updated quality

- DESCRIPTION AND OPERATION layout of figures throughout the
pageblock.
72-30-00 COLD SECTION MODULE 72-30-00-400-801 Technical Change: Removed instructions

- REMOVAL AND INSTALLATION to install and remove the packings of
the swirl frame.
72-30-00 COLD SECTION MODULE 72-30-00-400-801 Nontechnical Change: Updated quality

- REMOVAL AND INSTALLATION layout of figures throughout the
pageblock.
72-31-00 A-SUMP OUTPUT SHAFT 72-31-00-200-801 Nontechnical Change: Updated quality

ASSEMBLY - INSPECTION layout of figures throughout the
pageblock.
72-31-00 A-SUMP OUTPUT SHAFT 72-31-00-100-801 Nontechnical Change: Updated quality

ASSEMBLY - CLEANING layout of figures throughout the
pageblock.
72-34-00 MAIN FRAME, FRONT 72-34-00-200-801 Nontechnical Change: Updated quality

FRAME, AND SCROLL CASE layout of figures throughout the
ASSEMBLY - INSPECTION pageblock.
72-34-00 MAIN FRAME - 72-34-00-300-807 Nontechnical Change: Updated quality

REPLACEMENT OF ALUMINUM layout of figures throughout the
BUSHINGS ON SCROLL CASE - pageblock.
REPAIR
72-35-00 ACTUATING SYSTEM 72-35-00-200-801 Nontechnical Change: Updated quality

LINKAGE ASSEMBLY - layout of figures throughout the
INSPECTION pageblock.
72-35-00 ACTUATING SYSTEM 72-35-00-300-801 Nontechnical Change: Updated quality

LINKAGE ASSEMBLY - layout of figures throughout the
REPLACEMENT OF SPHERICAL pageblock.
BEARINGS AND SWAGING OF
SPHERICAL BEARINGS - REPAIR
72-36-00 COMPRESSOR STATOR 72-36-00-400-801 Nontechnical Change: Updated quality

ASSEMBLY layout of figures throughout the
pageblock.
72-36-00 COMPRESSOR STATOR 72-36-00-300-801 Nontechnical Change: Updated quality

ASSEMBLY - REPLACEMENT OF layout of figures throughout the
BORESCOPE PORT INSERTS ON pageblock.
COMPRESSOR CASE - REPAIR
72-37-00 IGV, STAGE 1, AND 72-30-00-300-803 Nontechnical Change: Updated quality

STAGE 2 ACTUATING RINGS - layout of figures throughout the

REPLACEMENT OF PINS AND pageblock.
WASHERS - REPAIR
72-38-00 COMPRESSOR ROTOR 72-38-00-200-801 Nontechnical Change: Updated quality

ASSEMBLY - INSPECTION layout of figures throughout the
pageblock.
72-38-00 COMPRESSOR ROTOR 72-38-00-300-801 Nontechnical Change: Updated quality

ASSEMBLY - COMPRESSOR ROTOR layout of figures throughout the
BLADES - REPAIR pageblock.
72-39-00 DIFFUSER AND 72-39-00-200-801 Nontechnical Change: Updated quality

MIDFRAME CASING ASSEMBLY - layout of figures throughout the
72-39-00 DIFFUSER AND 72-39-00-100-801 Technical Change: Added NOTE statement

MIDFRAME CASING ASSEMBLY - to the cleaning of fuel injector ports
CLEANING on midframe assembly.

REPLACEMENT OF COUPLING NUTS pageblock.
ON OIL SCAVENGE TUBE, OIL
INLET TUBE, AND OIL DRAIN
TUBE - REPAIR

DIFFUSER MOUNT LUG HOLE - pageblock.
REPAIR
72-40-00 HOT SECTION MODULE 72-40-00-870-801 Nontechnical Change: Updated quality

- DESCRIPTION AND OPERATION layout of figures throughout the
pageblock.
72-40-00 HOT SECTION MODULE 72-40-00-400-801 Nontechnical Change: Added effectivities

- REMOVAL AND INSTALLATION to paragraph general information and
paragraph stages 1 and 2 gas generator
turbine rotor and stator assembly.

- REMOVAL AND INSTALLATION layout of figures throughout the
pageblock.

- INSPECTION layout of figures throughout the
pageblock.
72-41-00 STAGES 1 AND 2 GAS 72-41-00-600 Nontechnical Change: Updated quality

GENERATOR TURBINE ROTOR layout of figures throughout the
ASSEMBLIES - INSPECTION pageblock.
72-50-00 POWER TURBINE 72-50-00-870-801 Nontechnical Change: Updated quality

MODULE - DESCRIPTION AND layout of figures throughout the

OPERATION pageblock.

MODULE - REMOVAL AND layout of figures throughout the
INSTALLATION pageblock.

MODULE - INSPECTION layout of figures throughout the
pageblock.
72-52-00 POWER TURBINE ROTOR 72-52-00-200-801 Nontechnical Change: Updated quality

AND TURBINE CASE ASSEMBLY - layout of figures throughout the
72-60-00 ACCESSORY SECTION 72-60-00-870-801 Added new model CT7-2E1 data as

MODULE - DESCRIPTION AND necessary throughout.
OPERATION
72-60-00 ACCESSORY SECTION 72-60-00-870-801 Nontechnical Change: Updated quality

MODULE - DESCRIPTION AND layout of figures throughout the
OPERATION pageblock.
72-60-00 ACCESSORY SECTION 72-60-00-200-801 Technical Change: Added inspection

MODULE - INSPECTION criteria for corrosion pits in the
particle separator inlet duct inspection
table.
72-60-00 ACCESSORY SECTION 72-60-00-200-801 Nontechnical Change: Updated quality

MODULE - INSPECTION layout of figures throughout the
pageblock.
72-60-00 ACCESSORY SECTION 72-60-00-300-803 Technical Change: Added new procedure to

MODULE - CORROSION ON THE repair corrosion on the IPS duct.
IPS DUCT - REPAIR
72-61-00 ACCESSORY DRIVE 72-61-00-400-801 Added new model CT7-2E1 data as

GEARBOX ASSEMBLY - REMOVAL necessary throughout.
AND INSTALLATION
72-61-00 ACCESSORY DRIVE 72-61-00-400-801 Nontechnical Change: Updated quality

GEARBOX ASSEMBLY - REMOVAL layout of figures throughout the
AND INSTALLATION pageblock.
72-61-00 ACCESSORY DRIVE 72-61-00-100-801 Technical Change: Added axis-BB carbon

GEARBOX ASSEMBLY - CLEANING seal and the referenced procedure for
the cleaning of the accessory drive
gearbox assembly and its related
components.
72-61-00 ACCESSORY DRIVE 72-61-00-800-001 Nontechnical Change: Updated quality

GEARBOX ASSEMBLY - LAPPING layout of figures throughout the
SEAL MATING RINGS - REPAIR pageblock.

73-00-00 FUEL SYSTEM - 73-00-00-870-801 Nontechnical Change: Updated quality

pageblock.

REMOVAL AND INSTALLATION layout of figures throughout the
pageblock.
73-00-00 FUEL SYSTEM - TEST 73-00-00-700-801 Nontechnical Change: Updated quality

pageblock.

INSPECTION layout of figures throughout the
pageblock.

pageblock.

REPLACEMENT OF SEQUENCE layout of figures throughout the
VALVE MANIFOLD OR OVERSPEED pageblock.
AND DRAIN VALVE (ODV)
MANIFOLD ADAPTER GASKET -
REPAIR

REPLACEMENT OF TUBE REDUCER layout of figures throughout the
AND UNION - REPAIR pageblock.
74-00-00 ELECTRICAL SYSTEM - 74-00-00-400-801 Nontechnical Change: Updated quality

pageblock.

pageblock.

REPLACEMENT OF CLAMPS ON layout of figures throughout the
THERMOCOUPLE ASSEMBLY - pageblock.
REPAIR
75-00-00 AIR SYSTEM - 75-00-00-400-801 Nontechnical Change: Updated quality

pageblock.
79-00-00 OIL SYSTEM - 79-00-00-870-802 Nontechnical Change: Updated quality

pageblock.
79-00-00 OIL SYSTEM - 79-00-00-400-801 Technical Change: Added cold oil relief
REMOVAL AND INSTALLATION valve to the major line replaceable unit
list.

pageblock.

pageblock.

pageblock.

REPLACEMENT OF ADAPTER layout of figures throughout the
GASKET ON OIL MANIFOLD pageblock.
ASSEMBLY - REPAIR

MMTEMPORARY REVISION LIST
TR NUMBER TR STATUS TR LOCATION

05-0001 24 05-21-00
05-0002 24 05-11-00
05-0004 21 05-11-04
05-0005 21 05-11-04
05-0006 21 05-11-04
05-0007 21 05-11-03
05-0008 21 05-11-03
05-0009 21 05-11-03
05-0010 21 05-11-03
05-0011 21 05-11-00
05-0012 21 05-11-00
05-0013 21 05-11-00
72-0001 24 72-00-00

MMSERVICE BULLETIN LIST
SERVICE BULLETIN NUMBER INCORPORATED IN REVISION

72-0000 NO EFFECT
72-0000 R1 NO EFFECT
72-0001 NOT ISSUED
72-0001 R1 NOT ISSUED
72-0001 R4 NOT ISSUED
72-0001 R8 11
72-0002 NO EFFECT
72-0003 NO EFFECT
72-0004 NO EFFECT
72-0005 NO EFFECT
72-0006 NO EFFECT
72-0007 NO EFFECT
72-0008 NOT APPLICABLE
72-0009 R1 NOT APPLICABLE
72-0010 CANCELLED
72-0010 R1 CANCELLED
72-0011 NO EFFECT
72-0012 NO EFFECT
72-0013 NO EFFECT
72-0014 NO EFFECT
72-0015 NO EFFECT
72-0016 NO EFFECT
72-A0017 NOT APPLICABLE
72-A0018 NO EFFECT
72-0019 NO EFFECT
72-0021 NO EFFECT
72-0022 NO EFFECT
72-0023 10
72-0024 11
72-0025 NO EFFECT
72-0026 NO EFFECT
72-0027 NO EFFECT
72-0028 13
72-0030 15
72-0031 NO EFFECT
72-A0032 18
72-A0033 18
72-A0033 R1 NO EFFECT
72-A0034 R1 NOT APPLICABLE
72-0036 NO EFFECT
72-0037 NO EFFECT
72-0039 NO EFFECT
72-0041 NO EFFECT
72-0043 NO EFFECT
72-0045 NO EFFECT
72-0047 NO EFFECT
72-0049 NO EFFECT

72-0052 NO EFFECT
72-0053 NO EFFECT
72-0055 NO EFFECT
72-0056 NO EFFECT
73-0001 NO EFFECT
73-0002 NO EFFECT
73-0003 NO EFFECT
73-0005 NO EFFECT
73-0007 NO EFFECT
74-0001 NO EFFECT
74-0002 NO EFFECT
75-0001 NO EFFECT
75-0002 NO EFFECT
75-A0004 NO EFFECT
79-0001 NO EFFECT
79-0002 NO EFFECT
79-0003 NO EFFECT

MMINTRODUCTION
* * * FOR ALL
1. General Information.
A. Disclosure Notice.
The following disclosure notice is to inform you of your obligations as a
recipient of technical information under U.S. export laws.
THE INFORMATION CONTAINED IN THIS DOCUMENT IS GE PROPRIETARY INFORMATION AND
IS DISCLOSED IN CONFIDENCE. IT IS THE PROPERTY OF GE AND SHALL NOT BE USED,
DISCLOSED TO OTHERS OR REPRODUCED WITHOUT THE EXPRESS WRITTEN CONSENT OF GE,
INCLUDING, BUT WITHOUT LIMITATION, IT IS NOT TO BE USED IN THE CREATION,
MANUFACTURE, DEVELOPMENT, OR DERIVATION OF ANY REPAIRS, MODIFICATIONS, SPARE
PARTS, DESIGNS, OR CONFIGURATION CHANGES OR TO OBTAIN FAA OR ANY OTHER
GOVERNMENT OR REGULATORY APPROVAL TO DO SO. IF CONSENT IS GIVEN FOR
REPRODUCTION IN WHOLE OR IN PART, THIS NOTICE AND THE NOTICE SET FORTH ON EACH
PAGE OF THIS DOCUMENT SHALL APPEAR IN ANY SUCH REPRODUCTION IN WHOLE OR IN
PART. THE INFORMATION CONTAINED IN THIS DOCUMENT MAY ALSO BE CONTROLLED BY
U.S. EXPORT LAWS. UNAUTHORIZED EXPORT OR RE-EXPORT IS PROHIBITED.
CAUTION: ALL TECHNICAL DOCUMENTATION AND INFORMATION CONTAINED HEREIN, WITH RESPECT
TO ASSEMBLY AND DISASSEMBLY, CLEANING, INSPECTION METHODS AND LIMITS,
REPAIR METHODS AND LIMITS, OPERATIONAL LIMITS, LIFE LIMITS AND THE LIKE,
HAVE BEEN DEVELOPED AND APPROVED FOR USE WITH ENGINES AND PARTS THAT HAVE
BEEN MANUFACTURED AND/OR APPROVED BY GE AND THAT HAVE BEEN MAINTAINED IN
ACCORDANCE WITH GE TECHNICAL DOCUMENTATION AND RECOMMENDATIONS. GE HAS NO
CONTRACTUAL OR LEGAL OBLIGATION FOR, NOR KNOWLEDGE OF, NON-GE-APPROVED
PARTS AND REPAIRS. ACCORDINGLY, THIS DOCUMENT IS NOT INTENDED TO APPLY TO
NON-GE-APPROVED PARTS AND REPAIRS.
B. Contents.
This manual provides field maintenance instructions, written in general
accordance with Air Transportation Association Specification 100 (Revision 20)
for the turboshaft engine models CT7-2A/-2D/-2D1/-2E1, designed and
manufactured by GE Aircraft Engines, Lynn, MA 01910.
The purpose and intent of this Maintenance Manual is to provide instructions
necessary to restore the CT7-2A/-2D/-2D1/-2E1 turboshaft engine to a
serviceable condition.
The engine must be inspected regularly. The inspection requirements and limits
in this manual are for engines operated in specified limits. Inspections are
also included for engines operated at more than the specified limits, for
example, overspeed or overtemperature. There are also special inspections
necessary for engines that were in abnormal conditions. Examples include:
aircraft accidents, incidents specified by the official definition (ICAO Annex
13), hanger or ramp fire, or an accident when the engine was sent, handled, or
stored. Each incident is different and no one procedure can include every
abnormal condition. Contact GE Aircraft Engines for special inspection
requirements before you repair an engine that was in abnormal conditions.
Additionally, certain General Electric Company parts are life-limited low
cycle fatigue (LCF) parts based on the specific application which the part is
intended. Different life limits have been established for identical General
Electric Company LCF parts for different applications (for example, military
verses commercial usage). Accordingly, the following precautions and
guidelines must be observed:
MMINTRODUCTION
• Used LCF parts must not be reused unless the history of that part is known
and both its prior application and proposed application are covered in
Chapter 5, SERVICE LIFE LIMITS. The Service Life Limits sections contain
information for determining the residual cycle life.
• If the history of the used LCF part is unknown, the part must not be reused.
• If the history of the used LCF part is known but either the prior application
or proposed application is not covered in Chapter 5, SERVICE LIFE LIMITS, GE
Aircraft Engines Product Support Engineering must be consulted prior to its
reuse.
Precautions must be taken to prevent all unwanted objects or materials from
going into the engine or controls and accessories. If at any time, you think
unwanted objects or materials have gone into the engine or controls and
accessories, the maintenance procedure must stop until the unwanted objects or
materials are located and removed. Before you assemble or install engine
parts, make sure that the part is fully cleaned to prevent unwanted objects or
materials from going into the engine or controls and accessories. Suitable
plugs, caps, and other coverings must be used to protect all openings from
unwanted objects or materials.
The instructions in this Maintenance Manual are not intended to cover all
details or variations in equipment, nor do they provide for every possible
situation related to installation, operation, or maintenance. Before doing any
engine maintenance, be sure to refer to the latest procedures contained in
this manual.
If further information is desired or if particular problems arise which are
not covered sufficiently in this manual, write to the following:
Manager, CT7 Turboshaft Product Support Engineering GE Aircraft Engines 1000
Western Avenue Mail Zone 24029 Lynn, Massachusetts 01910 USA
C. Effectivity of Data (Engine Model).
(1) Unless otherwise specified, data contained in this manual applies to all
engine models.
(2) Data which does not apply to all engine models is defined by a model
statement appearing in the text and in the figure. For example:
* * * FOR CT7-2A
(3) The specific engine model statement remains in effect until the appearance
of another engine model statement. For example:
* * * FOR ALL
(4) When separate figures are required to depict engine model differences, the
figure title will also depict the specific engine model.
(5) If 50% or more of a topic/page block is affected, the topic/page block is
divided and presented as stand alone procedures and is applicable to a
specific engine model. This is accomplished by adding a numerical suffix to
the affected topic and an effectivity block at the bottom of each page
within the topic/page block. The effectivity block includes the engine
family models, as applicable (Figure 1).

MMINTRODUCTION
* * * FOR ALL
Figure 1
2. Organization of Manual.
A. Numbering System.
The 3-element numbering system used in this Maintenance Manual is a means to
divide material into Chapter, Section, and Subject. For example, the number
72-42-00 represents Chapter 72, Section 42, and Subject 00 (which is general
information, limits, and procedures, covering Section 42).
(1) The format of the manual is based on Air Transportation Association
Specification 100, which permits the continuity of the Chapter numbers to
be broken, as shown in the list in step (2).
(2) The chapters used in this manual are as follows:
Chapter Chapter
Number Designation
72 Engine
73 Fuel System
74 Electric
System
75 Air System
79 Oil System
(3) The sections used within the above chapter designation are identified as
follows:
Chapter Section Section Designation
Number
72 -00 Engine General
-30 Cold Section Module

MMINTRODUCTION
-31 A-Sump Output Shaft Assembly

-32 Power Takeoff Drive Assembly
-33 Particle Separator Front Frame
-34 Particle Separator Main Frame
-35 Actuating Linkage Assembly
-36 Compressor Stator Assembly
-37 IGV, Stages 1 and 2 Actuating Rings
-38 Compressor Rotor Assembly
-39 Diffuser and Midframe Casing
-40 Hot Section Module
-41 Gas Generator Turbine Rotor
-42 Gas Generator Stator
-50 Power Turbine Module
-51 Exhaust Frame and C-Sump Housing
-52 Power Turbine Rotor and Turbine Case Assembly
-60 Accessory Section Module
-61 Accessory Drive Gearbox Assembly
73 -00 Fuel System
74 -00 Electrical System
75 -00 Air System
79 -00 Oil System
B. Page Numbers.
Page number blocks are used to separate subjects into topics. Topics and their
respective page number blocks are listed as follows:
Topic Page Number
Blocks:
DESCRIPTION AND pages 1 through
OPERATION 99
FAULT ISOLATION pages 101
through 199
SPECIAL pages 201
PROCEDURES through 299
SERVICING pages 301
through 399
REMOVAL AND pages 401
INSTALLATION or through 499
DISASSEMBLY AND
ASSEMBLY
TEST pages 501

MMINTRODUCTION
through 599
INSPECTION pages 601
through 699
CLEANING pages 701
through 799
REPAIR pages 801
through 899
C. Figure Numbers.
Illustrations are numbered consecutively within each topic. Figure numbers
within a topic have the same blocks of numbers as the page numbers.
Examples: DESCRIPTION Figures 1 through 99
AND
OPERATION
INSPECTION Figures 601 through 699
D. Chapter Coverage.
(1) Complete coverage for maintenance of a particular part is included under
each subject heading or is referenced in all chapters except Section 72-00-
00, engine general. This section does not cover any part, only processes
and procedures.
(2) When a process or procedure is used many times and it is a standard GE
Aircraft Engines process or procedure, it is included in Section 72-00-00,
SPECIAL PROCEDURES, or a reference to Standard Practices Manual GEK 9250 is
given.
E. Organization of Inspection Data.
(1) Inspection data for individual parts consist of procedures, listed in
tables, and related illustration of the parts.
(2) Inspection information is arranged in four tabular columns, explained
below:
(a) Inspect - Each part listed in this column must be inspected for
specific defects. For example, if wear is listed, the applicable limits
refers only to wear. Other defects, even though related to wear
(galling, pickup, fretting, etc.), are separately listed. Unless
otherwise indicated, inspect defects visually.
(b) Usable Limits - This is the limit allowed for the specific defect being
inspected without having to take corrective action. If this limit is
exceeded and the defect cannot be corrected, replace the part.
(c) Max Repairable Limit - That limit (always greater than the usable
limit) which is allowable if the defect is to be repaired according to
the instructions in Corrective Action column.
(d) Corrective Action - Action to be taken if the maximum repairable limits
are exceeded. If the part is to be repaired, the applicable repair
procedure will be referenced by its repair number. (Refer to example
1.)
EXAMPLE 1

MMINTRODUCTION
(2) Cracked, None Any number. Restore

broken, allowed. tabs
or (REPAIR
missing 002).
tabs
(3).
B. Self-locking
nuts (2)
for:
(1) Damaged Not Not Replace
threads. allowed. repairable. nut
(REPAIR
003).
F. Organization of Repair Procedures.
(1) Repair procedures are separated into packages identified by the unique
repair number. (Refer to example 2.)
EXAMPLE
2
72-37-00 72-37- 72-37-00
REPAIR 00 REPAIR 003
001 REPAIR Page 801
Page 801 002 Jun 30/93
Jun Page
30/93 801
Jun
30/93
(2) The individual repair package has a general information paragraph and a
procedure paragraph.
3. Supplementary Publications.
A. Operating Instructions (SEI-569 for CT7-2A/-2D/-2D1) (GEK 112766 for CT7-2E1).
(1) This publication contains engine limits and operating instructions for the
CT7-2A/-2D/-2D1/-2E1 turboshaft engines. These limits and instructions
pertain to ground and flight conditions and to certain abnormal and
emergency conditions.
(2) A description of engine components and engine systems is included to enable
the operator to have a basic understanding of engine operations.
B. Illustrated Parts Catalog (SEI-571 for CT7-2A) (SEI-690 for CT7-2D/-2D1) (GEK
115715 for CT7-2E1).
(1) The Illustrated Parts Catalog lists, describes, and illustrates assemblies,
subassemblies, and detailed parts of the engine. It is intended only for
requisitioning, issuing, and identifying parts and for illustrating
relationships for disassembly, where applicable. It is not to be used as
the authority for procedures of assembly or disassembly.
(2) The catalog is also a historical record of parts used, superseded, and/or
discontinued.
C. Standard Practices Manual (GEK 9250).
MMINTRODUCTION
This manual contains essential information for performing standard maintenance

and overhaul of engine. Procedures included in this manual must be used only
when specifically directed by the maintenance manual.
D. Shop Manual (SEI-572).
The Shop Manual provides instructions necessary to restore the engine, or the
basic components, to a serviceable condition at an approved overhaul facility.
4. Definitions.
A. WARNINGS, CAUTIONS, and NOTES will be found throughout the manual in various
procedures. It is important that the significance of each is thoroughly
understood by personnel using the manual. Their definitions are:
WARNING: • INDICATES A PROCEDURE OR PRACTICE WHICH COULD RESULT IN PERSONAL
INJURY OR LOSS OF LIFE IF NOT CORRECTLY FOLLOWED.
• WARNINGS FOR HAZARDOUS SUBSTANCES HAVE BEEN DEVELOPED FROM DATED
MANUFACTURER'S MANUAL SAFETY DATA SHEETS (MSDS), WHEN AVAILABLE.
EACH WARNING IS VALID AS OF ITS SPECIFIC PREPARATION DATE. TO ENSURE
COMPLIANCE WITH CURRENT PRECAUTIONARY INFORMATION, ALWAYS READ AND
FOLLOW THE HAZARDOUS MATERIALS LABELS POSTED ON THE CONTAINER FOR
THE SPECIFIC SUBSTANCE AND THE MSDS SUPPLIED BY THE MANUFACTURER.
Military and federal specifications numbers are included in some warning
headings as shown in the examples below:
WARNING: TRICHLOROTRIFLUOROETHANE WARNING: ACETONE O-A-51
MIL-C-81302
These numbers identify that these substances were manufactured to conform to
established specifications.
CAUTION: INDICATES A PROCEDURE OR PRACTICE WHICH COULD RESULT IN DAMAGE OR
DESTRUCTION OF EQUIPMENT IF NOT STRICTLY OBSERVED.
NOTE: Highlights an essential procedure or condition to assure correct maintenance.
B. Change Symbols.
The change symbols used in this manual are as follows:
(1) A change-bar in the margin of a page denotes significant (technical)
changed data.
(2) A change-bar in the margin of a page opposite the date denotes a
nontechnical change.
(3) A pointing hand on an illustration denotes a significant (technical)
change.
4.A. Warning for Hazardous Substances.
A. Warnings for hazardous substances have been developed from dated
manufacturer's Material Safety Data Sheets (MSDS), when available. Each
Warning is valid as of its specific preparation date. To insure compliance
with current precautionary information:
• Read and follow specific instructions in MSDS for types of personal
protective equipment (safety glasses, gloves, apron, etc.), for use of
ventilators or respirators, for types of fire extinguishers, and for treating
medical emergencies.
MMINTRODUCTION
• Read and follow the hazardous materials label posted on the container for the
specific substance and the MSDS supplied by the manufacturer.
• Follow established shop practices and procedures when using, handling, and
storing hazardous materials.
• Dispose of hazardous materials by complying with existing federal, state, or
local regulations.
B. The following warning is for asbestos parts and must be strictly complied
with. (Refer to the applicable Illustrated Parts Catalog SEI-571 (CT7-2A) or
SEI-690 (CT7-2D/-2D1) or GEK 115715 (CT7-2E1) for parts that contain
asbestos.)
WARNING: ASBESTOS
THIS ENGINE MAY CONTAIN SMALL AMOUNTS OF ASBESTOS. WHEN WORKING WITH THIS
ENGINE, THE FOLLOWING PRECAUTIONS MUST BE RIGIDLY ADHERED TO:
• BEFORE ANY MAINTENANCE ACTIVITIES ARE UNDERTAKEN, REVIEW THE ILLUSTRATED PARTS
BREAKDOWN/CATALOG INDEX TO DETERMINE IF THE HARDWARE TO BE WORKED ON OR USED
CONTAINS ASBESTOS.
• WHENEVER MECHANICAL REMOVAL OF MATERIAL, SUCH AS MACHINING, GRINDING, BUFFING,
DRILLING, SANDING OR ANY TYPE OF MATERIAL BUILD-UP ON PARTS THAT CONTAIN
ASBESTOS IS NECESSARY, APPROPRIATE PERSONAL PROTECTIVE EQUIPMENT MUST BE WORN,
AND NATIONAL ENVIRONMENTAL CONTROLS REQUIRED FOR THE HANDLING OF ASBESTOS-
CONTAINING MATERIAL MUST BE COMPLIED WITH.
• BEFORE HANDLING, REPLACING, OR DISPOSING OF ASBESTOS-CONTAINING HARDWARE,
APPROPRIATE PERSONAL PROTECTIVE EQUIPMENT AND NATIONAL ENVIRONMENTAL CONTROLS
MUST BE STRICTLY ADHERED TO FOR HANDLING ASBESTOS-CONTAINING HARDWARE.
5. Engine Directional References.
Directional references (Figure 2) apply to the engine in a horizontal position,
viewed from the rear, with the accessories section located on top. When components
or struts are numbered in a circumferential direction, the No. 1 position is at 12
o'clock, or immediately clockwise from 12 o'clock. Remaining positions increase
numerically in a clockwise direction.

MMINTRODUCTION
* * * FOR ALL
Figure 2 Engine Directional References

6. Special Tools and Fixtures.
The special tools and fixtures recommended by GE Aircraft Engines are listed in
Table 1. Equivalent tools and fixtures may be used.
TABLE 1. SPECIAL TOOLS AND FIXTURES
Nomenclature Tool Number Chapter/Section
Adapter, 2C90050G02 --
Hoist-Engine
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Container, 2C90066G01 72-00-00
Lightweight
Shipping and
Storage

MMINTRODUCTION
Sling, Lifting 2C90081G02 or 72-00-00

21C7081G02*
* * * FOR ALL
Switch Box, 2C90085G01 or 72-00-00
ECU Circuit 21C7085G01*
Continuity
Cover, 2C90088P01 or 72-00-00
Multiple 21C7088P01*
Purpose
Guide, No. 1 2C90109G01 or 72-30-00
Carbon Seal 21C7109G02*
Assembly
Bar, Dummy 2C90112G01 or 72-30-00 72-36-00
Stator 21C7112G01*
Fixture, 2C90117G01 or 72-40-00
Runout-GG 21C7117G01
Stator
Borescope Kit 2C90190P01 or 72-00-00
2C90626P01*
2C90627P01*
21C7417P01*
21C7744P03*
Axis-G Carbon 2C90239G01 or 72-61-00
Seal Puller 21C7239G01*
Container, 2C90376G01/G02 72-00-00
Reusable Metal
Shipping and
Storage
Bar, Gas 2C90399G01 or 72-40-00 74-00-00
Generator 21C7399G01*
Rotor
Antirotation
Fixture, 2C90413G01 72-40-00
Runout, Gas
Generator
Stator
(alternate to
2C90117G01)
Puller, Outer 2C90528G01 72-30-00
Balance Piston
Seal
Fixture, 2C90671G01 72-41-00
Assembly-
Blades &
Dampeners, GGR
Fixture, 2C90765G01 or 74-00-00
MMINTRODUCTION
Igniter 21C7765G01*
Removal
* * * FOR CT7-2E1
Stand, 2C90859G01 72-00-00
Maintenance,
Horizontal-
Engine
* * * FOR ALL
Adapter, 21C7082G02 72-00-00 72-36-00
Transportation
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Stand, 21C7220G01 72-00-00
Horizontal (alternate to
Maintenance GETD 2725)
* * * FOR CT7-2E1
Dispenser, 21C7298G03* 72-00-00
Water Wash
Case, Shipping 21C7302P01 72-00-00
& Storage,
Reusable
Multi-Purpose
Case, Shipping 21C7304P01 72-00-00
& Storage
Reusable-HMU &
Blower
* * * FOR ALL
Unit, Oil Sump 21C7385G01 72-00-00
Scavenge
* * * FOR CT7-2E1
Set, 21C7445G01 72-00-00
Preservation,
Engine
* * * FOR ALL
Dresser, Set 21C7478G01 72-38-00
Puller, Seal 21C7702G01 72-61-00
Mating Ring
Fixture, Fuel 21C7748G01 72-39-00 73-00-00
Injector Boss
Lapping
Puller, Main 21C7814G01 79-00-00
Frame Transfer
Sleeve

MMINTRODUCTION
Puller, Seal- 21C7872G01 --

Mating Ring
Optical Flat D1914 72-61-00
(Quartz, 2.0
inches
diameter and
1/2 inch
thick) (Edmund
Scientific Co.
101 E.
Gloucester
Pike
Barrington, NJ
08007 USA)
Light Source D71,780 72-61-00
(Green
Monochromatic
Lamp, 4-watts,
3-1/2 x 5
inches)
(Edmund
Scientific Co.
101 E.
Gloucester
Pike
Barrington, NJ
08007 USA)
Stand, GETD 2725 72-00-00
Horizontal (alternate to
Maintenance 21C7220G01)
(GEES, Inc. -
Strother
Strother Field
Arkansas City,
KS 67005 USA)
Surface Finish Model No. 72-31-00
Comparison 8555T12
Standard
(MacMaster-
Carr Company
P.O. Box 4355
Chicago, IL
60680 USA)
Borescope Kit XLG0420AT7 or --
XLG0420BT7*
Container, 421E001 --
Lightweight
Shipping and
Storage

MMINTRODUCTION
Gage, Force -- 75-00-00

(Fish Scale)
Riveter, 9397A21 75-00-00
Pneumatic
(Squeeze
Action Type)
(McMaster-Carr
600 County
Line Road
Elmhurst, IL
60126 USA)
*Equivalent
tools
CAUTION: DO NOT ALTER SURFACES THAT MATE WITH ENGINE HARDWARE; OTHERWISE, ENGINE
HARDWARE COULD BE DAMAGED.
7. Fabricated Tools and Equipment.
Table 2 lists Locally Manufactured Tools (LMT) required to repair engine parts.
Use the following information as a guide for the manufacture of these tools:
• Rabbet plates and holding fixtures may be made thicker or extended in size to fit
user's machine tools or practices.
• Tools may be altered by drilling additional holes (tapped or otherwise) to
facilitate mounting onto user's machine tools.
• Unless otherwise specified, any carbon steel, aluminum or copper alloy may be
used for tool fabrication. Any 300 series stainless steel tubing may be used.
TABLE 2. FABRICATED TOOLS AND EQUIPMENT
Materials
Required and
Fabrication
Nomenclature Tool Number Instructions Chapter/ Section
Puller, Axis-G LMT 747 Figure 3 72-61-00
Seal Mating
Ring
Guide Assy, LMT 748 Figure 4 72-61-00
Axis-G Seal
Mating Ring
Gage, Igniter LMT 765 Figure 5 72-40-00 72-43-00
Boss Weld
Length
Sprayer, Hot LMT 777 Figure 6 72-00-00
Section Module
Wrench, LMT 800 Figure 7 73-00-00
Antirotation
Tool, Front LMT 806 Figure 8 72-35-00
Shaft Support
Spherical
Bearing Swage

MMINTRODUCTION
Tool, Rear LMT 807 Figure 9 72-35-00

Shaft Support
Spherical
Bearing Swage
Tool, LMT 808 Figure 10 72-35-00
Crankshaft
Spherical
Bearing Swage
Plate, Oil LMT 823 Figure 11 79-00-00
Cooler Adapter
Wrench, Fuel LMT 826 Figure 12 73-00-00
Hose Assembly
Antitorquing
Clamp, Spring LMT 830 Figure 13 74-00-00
Compression
Allied Signal LMT 841 Figure 14 75-00-00
(Garrett)
Valve Sizing
Tool
Kit, HMU P3 LMT 884 Figure 15 72-00-00
Check
Fixture, Three LMT 893 Figure 16 72-39-00
O'clock Lug
Drill
Fixture, Six LMT 894 Figure 17 72-39-00
O'clock Lug
Drill
Fixture, Nine LMT 895 Figure 18 72-39-00
O'clock Lug
Drill
Pusher, LMT 896 Figure 19 72-39-00
Bushing
Adapter, Fuel LMT 912 Figure 20 73-00-00
Injector Tip
Shroud Air

MMINTRODUCTION
* * * FOR ALL
Figure 3 Axis-G Seal Mating Ring Puller - LMT 747

MMINTRODUCTION
* * * FOR ALL
Figure 4 Axis-G Seal Mating Ring Guide Assembly - LMT 748

MMINTRODUCTION
* * * FOR ALL
Figure 5 Igniter Boss Weld Length Gage - LMT 765

MMINTRODUCTION
* * * FOR ALL
Figure 6 Hot Section Module Sprayer - LMT 777

MMINTRODUCTION
* * * FOR ALL
Figure 7 Antirotation Wrench - LMT 800

MMINTRODUCTION
* * * FOR ALL
Figure 8 Front Shaft Support Spherical Bearing Swage Tool - LMT 806

MMINTRODUCTION
* * * FOR ALL
Figure 9 Rear Shaft Support Spherical Bearing Swage Tool - LMT 807

MMINTRODUCTION
* * * FOR ALL
Figure 10 Crankshaft Spherical Bearing Swage Tool - LMT 808

MMINTRODUCTION
* * * FOR ALL
Figure 11 Oil Cooler Adapter Plate - LMT 823

MMINTRODUCTION
* * * FOR ALL
Figure 12 Fuel Hose Assembly Antitorquing Wrench - LMT 826

MMINTRODUCTION
* * * FOR ALL
Figure 13 Spring Compression Clamp - LMT 830

MMINTRODUCTION
* * * FOR ALL
Figure 14 Allied Signal (Garrett) Valve Sizing Tool - LMT 841

MMINTRODUCTION
* * * FOR ALL
Figure 15 HMU/FMU P3 Check Kit - LMT 884

MMINTRODUCTION
* * * FOR ALL
Figure 16 Three O'clock Lug Drill Fixture - LMT 893

MMINTRODUCTION
* * * FOR ALL
Figure 17 Six O'clock Lug Drill Fixture - LMT 894

MMINTRODUCTION
* * * FOR ALL
Figure 18 Nine O'clock Lug Drill Fixture - LMT 895

MMINTRODUCTION
* * * FOR ALL
Figure 19 Bushing Pusher - LMT 896

MMINTRODUCTION
* * * FOR ALL
Figure 20 Fuel Injector Tip Shroud Air Adapter - LMT 912

8. Consumables List.
A. General Information.
GE Aircraft Engines realizes that the listed consumables may not be available
worldwide by their brand name. Therefore, equivalent consumables may be used.
If questions arise as to the suitability of a substitute, please contact the
nearest GE Aircraft Engines representative or a factory service engineer.
B. Go to Table 3.
TABLE 3. CONSUMABLES LIST
Item Manufacturer Chapter/Section

MMINTRODUCTION
Acetone (O-A-51) Local Purchase 72-30-00 72-31-00 72-34-00 72-35-00 72-36-

00 72-40-00 72-61-00
Adhesive, Epoxy EA Dexter Corp. 72-34-00
901NA/B-1 (Parts A and Adhesive and
B) Coating Systems
2850 Willow Pass
Road P.O. Box
312 Pittsburg,
CA 94565 USA
Adhesive, Epoxy EA 9394 Dexter Corp. 72-34-00
and Catalyst EA 9394/C2 Adhesive and
Coating Systems
2850 Willow Pass
Road P.O. Box
312 Pittsburg,
CA 94565 USA
Alcohol, Isopropyl (TT- Local Purchase 72-00-00 72-30-00 72-34-00 72-36-00 72-39-
I-735) 00 73-00-00 74-00-00 75-00-00 79-00-00
Alcohol, Isobutyl (TT-I- Local Purchase 72-00-00
730)
Alodine No. 1200S (MIL- Henkel Surface 72-34-00 72-61-00 79-00-00
C-81706) Technologies
32102 Stephenson
Hwy. Madison
Heights, MI
48071 USA
Bag, Plastic (PPP-B-26) Local Purchase 72-00-00
(12 in. x 12 in.)
Beeswax, Synthetic Schenk Trebel 72-36-00 72-40-00 72-42-00
(Boflex 8980.00) Corp. 535 Acorn
St. Deer Park,
NY 11729 USA
Blast Cleaning Media, Maxi-Blast, Inc. 72-36-00
Plastic (MB-2) 630 E. Bronson
Street South
Bend, IN 46618
USA
Brush, Nylon Local Purchase 72-50-00
Brush, Soft-Bristle Local Purchase 72-00-00 72-34-00 72-40-00 72-61-00 73-00-
(Toothbrush) 00
Brush, Wire (Stainless Local Purchase 72-40-00
Steel)
Caps, Protective: CD-3, Protective 72-00-00 72-40-00 72-60-00 73-00-00 74-00-
CD-4, CD-6, CD-7, CD-8, Closure Co. 2150 00 75-00-00 79-00-00
EC-8, EC-10, EC-12, EC- Elmwood Ave.
14, EC-16, WW-2, WW-2X Buffalo, NY

MMINTRODUCTION
14207 USA
Cee Bee No. J88 McGean-Rohco, 72-42-00
Inc. Cee Bee
Division 2910
Harvard Ave.
Cleveland, OH
44105 USA
Cellophane (L-C-110) Local Purchase 72-34-00
Chalk Local Purchase 72-34-00
Cleaner, B&B: B&B Tritech, 72-00-00 72-36-00 72-38-00 72-50-00
B&B TC-100 (Pre-mixed) Inc. P.O. Box
or B&B 3100 (Full 660-776 Miami,
Strength) FL 33266-0776
USA
Plants:
875 West 20th
Street Hialeah,
FL 33010
101 East
Baseline Road
Mesa, AZ 85234
6500 Watson
Street Union
City, GA 30291
164 Berkeley
Road Mt. Royal,
NJ 08061
Cleaner, Gas Path Chemetall 72-00-00
(Ardrox 6367) Oakite /
Division of
Chemetall GmbH
Cleaner, Electro Holt Lloyd Corp. 74-00-00
Contact, LPS 4647 Hugh Howell
Rd. Tucker, GA
30084 USA
Cleaner, Oakite Oakite Products 72-31-00
Inc. 50 Valley
Road Berkeley
Heights, NJ
07922 USA
Cleaner, Rivenaes R-MC STS West 18502 72-00-00
Laurel Park Road
Compton, CA
90220 USA
or
STS Southeast
507 Industrial
Way Boynton
Beach, FL 33426
MMINTRODUCTION
USA
or
STS Middle
Atlantic 155
South Limerick
Road Limerick,
PA 19468 USA
or
Ivar Rivenaes
A/S
Damsgardsveien
35 500 Bergen
Norway
Cleaner, Speedball Power The Butcher 72-36-00 72-38-00
Company 67
Forest Street
Marlborough, MA
01752-3013 USA
Cleaner, ZOK 27 Airworthy Ltd. 72-00-00 72-36-00 72-38-00
Wedglen
Industrial
Estate Midhurst,
West Sussex GU29
9RE England
Cloth, Abrasive (220 or Local Purchase 72-38-00 72-50-00
finer grit)
Cloth, Abrasive (Medium Local Purchase 72-34-00 72-36-00
Grit)
Cloth, Crocus (500-600 Local Purchase 75-00-00
grade)
Cloth, Fiberglass (Style Local Purchase 72-34-00
181)
Cloth, Scrim (EP15-0073 Putman Mills 72-30-00
x 46 yards x 400 yards) Corp. 1370
Broadway New
York, NY 10018-
7302 USA
Compound, Alkaline Elf Atochem 72-30-00 72-31-00 72-42-00
Descaling (Turco 4338 or Turco Products
4338C) 2375 State Road
Cornell Heights,
PA 19020 USA
Compound, Antiseize 616 A.W. Chesterton 72-50-00
High Temperature Moly Co. Middlesex
Lubricant Spray Industrial Park
Route 93
Stoneham, MA
02180 USA

MMINTRODUCTION
Compound, Antiseize Bray Oil Co. 72-00-00 72-36-00 72-40-00 72-42-00 73-00-
(Braycote 655) Inc. 2698 White 00 74-00-00
Rd. Irvine, CA
82714 USA
Compound, Antiseize Graphite 73-00-00
(Graphite Grease GP460) Products Corp.
(GE Spec A50TF201) P.O. Box 207
Brookfield, OH
44403 USA
Compound, Corrosion Local Purchase 72-00-00
Preventative (MIL-C-
16173 Grade III)
Compound, Corrosion Elf Atochem 72-40-00
Removing Type I (MIL-C- Turco Products
14460) 2375 State Road
Cornwell
Heights, PA
19020 USA
Compound, Corrosion Elf Atochem 72-42-00 72-50-00
Removing (Turco 4181) Turco Products
2375 State Road
Cornwell
Heights, PA
19020 USA
Compound, Corrosion Elf Atochem 72-31-00 72-42-00
Removing (Turco 4338 or Turco Products
4338C) 2375 State Road
Cornwell
Heights, PA
19020 USA
Compound, Corrosion Local Purchase 72-42-00
Removing and Metal
Conditioning (MIL-C-
10578)
Compound, Lapping Clover Mfg. Co. 72-39-00 73-00-00
•Grade A Fine, 280 137 Woodward
Grit •Grade B Medium, Avenue Norwalk,
240 Grit •Grade C Medium CT 06856 USA
Fine, 220 Grit
Dessicant, Activated Local Purchase 72-00-00
(MIL-D-3464)
Dishwashing Liquid Local Purchase 72-00-00
Enamel, BAQUICK, Satin Strathmore 74-00-00
Black X-7199GB Products, Inc.
1970 W. Fayette
St. P.O. Box 151
Syracuse, NY
13201 USA
MMINTRODUCTION
Epoxy, Eccobond No. 286 Emerson & 72-34-00

Cumings 869
Washington St.
Canton, MA 02021
USA
or
R. McKeown 111
Chambers Brook
Road Branchburg,
NJ 08876 USA
Epoxy, Hysol EA-934NA Dexter Hysol 72-00-00
Part A and EA-934NA Part Aerospace Inc.
B Dexter Corp.
2850 Willow Pass
Road P.O. Box
312 Bay Point,
CA 94565 USA
Face Shield or Goggles Local Purchase 72-00-00
File, Rotary, Carbide, Local Purchase 72-40-00
Small
Fluid, No. 1 Ultrachem Ultrachem Inc. 72-30-00 72-50-00 72-60-00
Assembly (RT 403C) 900 Centerpoint
Blvd. New
Castle, DE 19720
USA
Fluid, Calibrating (MIL- Local Purchase 73-00-00 75-00-00 79-00-00
C-7024, Type II)
Foil, Aluminum Local Purchase 74-00-00
Foil, Nichrome or Local Purchase 74-00-00
Stainless Steel
Fuel Turbine Jet A (ASTM Local Purchase 72-00-00 73-00-00
D1655) Jet A-1 (ASTM
D1655) Jet B (ASTM
D1655) JP-5 (MIL-T-5624)
RT (Gost 10227-86) TS-1
(Gost 10227-86)
Gloves, Cotton Local Purchase 72-61-00
Gloves, Leather Palm Local Purchase 72-50-00 72-52-00
(Welder's Type with
Gauntlet)
Gloves, Rubber or Local Purchase 72-31-00 72-50-00 72-51-00
Polyethylene
Gloves, Thermally McJunkin Corp. 72-30-00 72-31-00 72-34-00 72-50-00 73-00-
Insulated 5325S11 835 Hillcrest 00
Dr. P.O. Box 513
Charlestown, WV
25322 USA

MMINTRODUCTION
Grease (GE Versilube GE Silicone 72-34-00 75-00-00

Plus SE-147) Products Div.
260 Hudson River
Rd. Waterford,
NY 12188-1910
USA
Grease, Cosmolube 615, Houghton 73-00-00
MIL-G-4343J (Alternate International
to Molykote 55M) Iron Run
Industrial Park
6681 Snowdrift
Rd. Fogelsville,
PA 18051 USA
Grease, Molykote 55M Dow Corning 73-00-00
Corp. 45
Commerce Drive
Trumbull, CT
06601 USA
Grit, Aluminum Oxide Norton Co. 1 New 72-34-00
(100-250 mesh grit) Bond Street
Worcester, MA
01606 USA
Hysol 9396 (Epoxy Dexter Corp. 72-34-00
Adhesive) Adhesive and
Coating Systems
2850 Willow Pass
Rd. P.O. Box 312
Bay Point, CA
94565 USA
Ice, Dry (BB-C-104) Local Purchase 72-34-00 72-40-00 72-50-00 73-00-00
Ink, Stencil (TT-I-559) Local Purchase 72-00-00
Ink, White Indelible Local Purchase 72-36-00 72-42-00 72-43-00
Leak-Tec No. 277 American Gas and 72-34-00
Chemical Co.
ltd. 220 Pegasus
Ave. Northvale,
NJ 07631 USA
Liquid Nitrogen (LN2) Local Purchase 72-00-00
Loctite, RC620 Loctite 72-39-00
Corporation 705
North Mountain
Road Newington,
CT 06111 USA
Lubricant, High A.W. Chesterton 75-00-00
Temperature Moly, Company
Chesterton N.R. 616 Middlesex
Industrial Park

MMINTRODUCTION
Route 93
Stoneham, MA
02180 USA
Lubricant, Mo-Lith No. 2 Fiske Bros. 73-00-00
Refining Co. 129
Lockwood St.
Newark, NJ 07105
USA
or
Commerce
Overseas Corp.
200 Clearbrook
Road Elmsford,
NY 10523 USA
or
L.L. Limited 15
Russell Garden
Mews, London UK
Mandrel, Cratex (Cat. Cratex 72-30-00
No. 1 or No. 4) Manufacturing
Co. 518 Stone
Rd. Benicia, CA
94510 USA
or
Interstate Tool
Co. 96 Hicks Ave
Medford, MA
02155 USA
Marker, Dykem Blue (DX- ITW-Dykem Co. 72-30-00 72-40-00 72-42-00 75-00-00
10) 3624 W. Lake
Ave. Glenview,
IL 60025 USA
Marker, Felt Tip Local Purchase 72-34-00
Marker, Tube Type (GG-M- Local Purchase 72-34-00
00114)
Material, Dry Cushioning Local Purchase 72-00-00
(PPP-C-1120)
Material, Waterproof/ Local Purchase 72-00-00 72-50-00 72-60-00 75-00-00 79-00-
Vaporproof, Barrier 00
(MIL-B-131)
Methanol (O-M-232) Local Purchase 72-00-00 72-34-00 74-00-00
Methyl Ethyl Ketone (TT- Local Purchase 72-34-00
M-261)
Micro Abrasive, Film- 3M Corporation 72-61-00
Backed Industrial
•9 x 11 inches, 30- Abrasives Div.
micron, Imperial 85 Welles Ave.
Microfinishing Film Newton, MA 02159
MMINTRODUCTION
Aluminum Oxide with USA

0.003 inch thick or
backing •9 x 11 inches, Todd Associates
9-micron, Imperial 250 North Street
Microfinishing Film Danvers, MA
Aluminum Oxide with 01923 USA
0.003 inch thick or
backing •9 x 11 inches, Abbott-Treat
9-micron, Imperial P.O. Box 289 20
Lapping Film Aluminum Winter Street
Oxide with 0.003 inch Lawrence, MA
thick backing 01840 USA
Microballoons, Phenolic Shell Chemical 72-34-00
Type BJO-0930 (5-125 Co. P.O. Box
micron diameter) 2463 Houston, TX
77001 USA
or
Allied Resin
Corp. E.
Weymouth
Industry Park E.
Weymouth, MA
02189 USA
Oil, Lubricating, Type I Refer to Table All
(MIL-L-7808) 5.
Oil, Lubricating, Type Refer to Table All
II (MIL-L-23699) 5.
Oil, Lubricating (Marvel Marvel Oil Co., 73-00-00
Mystery) Inc. Port
Chester, NY
10573 USA
Oil, Penetrating (VV-P- Local Purchase 72-30-00 72-36-00 72-39-00 72-40-00 72-42-
216) 00 73-00-00
Oil, Preservation (Grade Royal 72-00-00
1010) Lubricating Co.
P.O. Box 518
River Road East
Hanover, NJ
07936 USA
Pads, Scouring (Scotch Local Purchase 72-00-00
Brite or equivalent)
Pails, 5 gal. capacity Local Purchase 72-00-00
Paint, Sermetel No. 196 Teleflex Inc. 72-30-00
Aerospace Div.
Church Road P.O.
Box 218 North
Wales, PA 19454
USA

MMINTRODUCTION
Penetrant, Fluorescent Magnaflux Corp. 72-40-00 73-00-00

Dye 7300 W. Lawrence
Ave. Chicago, IL
60656 USA
Penetrant, Fluorescent Magnaflux Corp. 72-30-00 72-40-00 72-50-00 72-62-00 73-00-
ZL 22 7300 W. Lawrence 00 74-00-00
Ave. Chicago, IL
60656 USA
Petrolatum Local Purchase 73-00-00
Plug (MS9404-03) Local Purchase 73-00-00
Paint, Cratex (Cat. No. Cratex 72-30-00
8 for 10F) Manufacturing
Co., Inc. 518
Stone Road
Benicia, CA
94510 USA
or
Interstate Tool
Co. 96 Hicks Ave
Medford, MA
02155 USA
Primer, Metal X2676 Strathmore 74-00-00
Products, Inc.
Syracuse, NY USA
Resin 828, Epon Shell Chemical 72-34-00
Co. P.O. Box
2463 Houston, TX
77001 USA
or
Shell Chimique
Co. 27 Rue de
Berri 75380
Paris Cedex 08
France
Ribbon Nichrome Grade Harrison Alloys 74-00-00
HAI-NI-80 or 80/20 0.005 Inc. 308
x 0.500 inch Middlesex Street
Harrison, NJ
07029 USA
Sealant, End Dip Aeroquip Corp. 73-00-00
(AE13702-003/CD-1) 300 South East
Ave. Jackson, MI
49203-1972 USA
or
Custom Coated
Components, Inc.
2322 Air Park
Road N.
Charleston, SC
MMINTRODUCTION
29406 USA
Sealant, RTV 106, RTV GE Silicone 72-00-00 72-30-00 72-34-00 72-36-00 73-00-
108, RTV-162 Products Div. 00 74-00-00
260 Hudson River
Road Waterford,
NY 12188 USA
or
GE Silicones 5
Mail Joliot
Curie 95 Saint-
Ouen L'Aumone
95004 Cergy
France
Sealant, RTV-3145 Dow Corning 72-36-00
Corp. 2200 W.
Salzburg Rd.
P.O. Box 997
Midland MI
48686-0997 USA
Primer, Silicone (GE- GE Silicone 74-00-00
SS4004) Products Div.
260 Hudson River
Road Waterford,
NY 12188 USA
or
GE Silicones 5
Mail Joliot
Curie 95 Saint-
Ouen L'Aumone
95004 Cergy
France
Sleeve, Fire (Aeroquip Aeroquip Corp. 73-00-00
AE 102-7) 300 South East
Ave. Jackson, MI
49203-1972 USA
Sleeve, Teflon Chafing Co-operative 74-00-00
Black 50761-0 Blue Industries, Inc.
50761-6 Green 50671-5 100 Oakdale Road
Yellow 50671-4 Chester, NJ
07930 USA
Soap, Liquid Detergent Local Purchase 72-00-00
(Dishwashing Liquid)
Solution, Leak Test, Local Purchase 72-00-00
Oxygen System MIL-L-
25567
Solvent, Dry Cleaning Local Purchase 72-00-00 72-30-00 72-34-00 72-39-00 72-40-
(Stoddard Solvent) (P-D- 00 72-50-00 72-60-00 73-00-00 74-00-00 75-
680) 00-00 79-00-00

MMINTRODUCTION
Solvent, Trichloroethane Local Purchase 72-30-00 72-31-00 72-34-00 72-39-00 72-60-

(O-T-620) 00 72-61-00 73-00-00 74-00-00 75-00-00 79-
00-00
Solvent, Local Purchase 72-00-00 72-31-00 73-00-00 74-00-00 75-00-
Trichlorotrifluoroethane 00 79-00-00
(MIL-C-81302)
Solvent, Miller- Miller-Stevenson 72-00-00 73-00-00 74-00-00 75-00-00 79-00-
Stevenson (MS-160) Chemical Co., 00
Inc. George
Washington Hwy.
P.O. Box 950
Danbury, CT
06810 USA
Tape, Waterproof Local Purchase 72-00-00 72-50-00 72-60-00 75-00-00
Packaging
Tape, Adhesive (PPP-T- Local Purchase 72-00-00 72-60-00 75-00-00
60)
Tape, Masking Local Purchase 72-00-00 72-34-00 72-38-00 72-60-00 74-00-
00
Tape, Silicone (PN Arlon Co. 74-00-00
LW401) (1 in. x 36 ft) Silicone
Technology Div.
1100 Governor
Lea Road Bear,
DE 19701 USA
Towels, Paper Type 900S Kimberly-Clark 72-30-00 72-31-00 72-36-00
Kimwipes Corp. 4 Lake St.
Neenah, WI 54956
USA
Towels, Lint-Free Local Purchase 72-00-00 72-31-00 72-35-00 72-39-00 72-40-
00 72-50-00 72-60-00 72-61-00 73-00-00 75-
00-00 79-00-00
Wire, Safety Local Purchase 73-00-00
Wrap, Teflon Spiral Titeflex, Inc. 72-00-00
(Chafe Guard GE PN 170 Tapley St.
3003M28P02/P05, Hose Springfield, MA
size -8/-10) 01104-2893 USA
Xylene Local Purchase 74-00-00
9. Standard Practices and Procedures.
A. Preliminary Instructions.
(1) The removal/disassembly, cleaning, inspection, repair, and
assembly/installation practices described in this paragraph must be
followed when you do maintenance.
(2) Although this paragraph will cover only the most important practices, the
Standard Practices Manual (GEK 9250) provides more detailed information
when specifically referenced by this Maintenance Manual.
MMINTRODUCTION
(3) Observe standard shop practices, safety procedures, warnings and cautions
at all times to avoid personal injury and/or damage to equipment.
Precautions must be taken to prevent all unwanted objects or materials from
going into the engine or controls and accessories. If at any time, you
think unwanted objects or materials have gone into the engine or controls
and accessories, the maintenance procedure must stop until the unwanted
objects or materials are located and removed. Before you assemble or
install engine parts, make sure that the part is fully cleaned to prevent
unwanted objects or materials from going into the engine or controls and
accessories. Suitable plugs, caps, and other coverings must be used to
protect all openings from unwanted objects or materials.
(4) Before you position the engine in a vertical position, do the following
before you do any maintenance and before engine shipment:
(a) Drain the oil tank (72-00-00, SERVICING).
(b) Drain the A-, B-, and C-sumps (72-00-00, SERVICING). This will prevent
oil from contaminating the compressor rotor.
B. Removal and Disassembly Practices.
(1) Use the special tools and fixtures, or equivalent, specified in this manual
to remove and disassemble the engine. Careless handling or improper use of
tools or procedures can cause damage to engine parts, resulting in
rejection of costly parts at inspection or serious engine malfunctions.
(2) Avoid the use of makeshift tools. Special tools are identified by name and
part number when they are required.
(3) Keep dirt and other foreign material out of the engine. To avoid
contamination of oil, fuel, and air system, wipe outer surfaces and
surrounding areas with a clean rag. Use recommended covers to seal opening
whenever disassembling the engine or engine components. Cover components
and engines not being worked on, and cap exposed open ports, fittings, and
other openings that could become contaminated. Use only approved oil-,
fuel-, and moisture-resistant caps and plugs to cover openings and
fittings. Caps and plugs can be purchased from:
Protective Closures Co., Inc. 2166 Elmwood Avenue Buffalo, NY 14207 USA
Telephone No. (716) 876-9855
CAUTION: • NEVER MARK ENGINE PARTS WITH A LEAD PENCIL. SUCH DEPOSITS CAN CAUSE
CORROSION AND BURN-OUT OF PARTS.
• DO NOT USE THE ELECTROCHEMICAL ETCH, OR THE ELECTROLYTIC-ETCH, OR THE
ELECTRIC-ARC SCRIBE METHODS TO MARK ENGINE PARTS.
(4) During removal and disassembly, mark or tag parts and assemblies to
identify their position. Although many engine components are
interchangeable, it is good maintenance practice to return parts to their
original position of assembly.
WARNING: LUBRICATING OIL
• IF OIL IS DECOMPOSED BY HEAT, TOXIC GASES ARE RELEASED.
• PROLONGED CONTACT WITH LIQUID OR MIST MAY CAUSE DERMATITIS AND
IRRITATION.
• IF THERE IS ANY PROLONGED CONTACT WITH SKIN, WASH AREA WITH SOAP AND
WATER. IF SOLUTION CONTACTS EYES, FLUSH EYES WITH WATER IMMEDIATELY.

MMINTRODUCTION
REMOVE SATURATED CLOTHING.

• IF OIL IS SWALLOWED, DO NOT TRY TO VOMIT. GET IMMEDIATE MEDICAL
ATTENTION.
• WHEN HANDLING LIQUID, WEAR RUBBER GLOVES. IF PROLONGED CONTACT WITH MIST
IS LIKELY, WEAR APPROVED RESPIRATOR.
(5) To prevent damage to threads of nuts, locknuts, and self-locking nuts,
lubricate ends of bolts or studs, where they protrude through nut, with
lubricating oil before removing nuts. Where possible hold bolt rigid and
remove nut from bolt.
(6) Before disconnecting tubes and hoses, remove locknuts and bolts from
cushioned clamps. This prevents damage to fittings. If same tubes or hoses
are going to be reinstalled, reassembly will be easier if clamps are not
removed from tubes and hoses. Remove locknut and bolt that secure clamp,
and free the clamp. Reinstall bolt and locknut loosely in clamp.
(7) When disconnecting tubes and hoses, use caution to prevent damage and
twisting action. Always use two wrenches on fittings. As tubes and hoses
are disconnected, cap or cover openings to prevent entrance of foreign
material.
CAUTION: • NEVER ALLOW FUEL OR OIL TO CONTACT ELECTRICAL CONNECTORS.
• ONLY SOFT-JAW PLIERS ARE PERMITTED TO TIGHTEN OR LOOSEN CONNECTORS. DO
NOT USE HARD-JAW PLIERS TO TIGHTEN OR LOOSEN CONNECTORS OR DAMAGE TO THE
CONNECTORS WILL OCCUR.
• USE ONLY SPECIFIED SOLVENT TO CLEAN CONNECTORS. OTHER SOLVENTS MIGHT
DAMAGE CONNECTORS.
• NEVER COVER ELECTRICAL CONNECTORS WITH PLASTIC BAGS.
(8) Use extreme care when disconnecting electrical connectors. Cap all ends to
prevent entrance of dirt, oil, and moisture. Use only recommended
protective caps. Refer to 72-00-00, REPAIR 001, for disconnecting
electrical connectors with failed nondecoupling mechanism.
(9) Remove packings by hand when possible, if packings are difficult to remove
by hand, do the following:
CAUTION: TOOLS CAN DAMAGE PACKING GROOVES, CAUSING FUEL OR OIL LEAKS.
(a) Push a scriber into packing. Do not touch packing groove with scriber.
(b) Lift packing out of groove.
(c) Discard packing.
(10) Unless otherwise specified, keywashers are not reusable. Once used, they
must be replaced by new keywashers in all applications.
C. Cleaning Practices.
NOTE: Cleaning of engine parts is necessary to permit adequate detailed
inspection and subsequent repair of material defects. The cleaner the
parts, the more reliable will be the inspection.
(1) Cap all openings and tube ends before and after cleaning a part to prevent
contaminants from entering internal passages and voids.
(2) Unless otherwise specified, use only lint-free gloves and wipers when
handling parts.

MMINTRODUCTION
(3) Cleaning methods that utilize acid and alkaline solutions must not be used
where the possibility of entrapment exists so that the acid and alkaline
solution might not be completely removed by subsequent neutralizing/rinsing
process. The use of ultrasonic cleaning and rinsing methods will greatly
enhance the speed and effectiveness of cleaning many difficult parts and
removing any possibility of entrapment of acid and alkaline solution.
(4) The cleaning of parts leaves them susceptible to corrosion. After cleaning,
parts must be protected during the inspection, repair, and assembly
process.
D. Inspection Practices.
NOTE: • Inspection requirements and limits for assembled engines, cold section
modules, hot section modules, power turbine modules, AGBs, and mating
parts, that have not been disassembled are contained in chapter 72-00-00.
• Inspection requirements and limits for cold section modules, hot section
modules, power turbine modules, AGBs, and mating parts, that have been
disassembled are contained in chapters 72-30-00 through 79-00-00.
(1) The kind of inspection to be made on a part will be indicated in the
detailed inspection procedures outlined in this manual. Parts must be
cleaned before inspection so that dirt, oil, grease, etc., will not hide
defects. After cleaning, parts must be given a visual inspection, followed
by a more detailed inspection as the need indicates. Time should not be
spent on detailed inspection procedures if the visual inspection indicates
that the part is damaged or worn beyond usable limits and needs to be
repaired or scrapped.
(2) Tag each part to indicate name and part number, condition, and the repair
or replacement disposition. Describe type of repair necessary to return
part to a serviceable condition.
(3) Be sure to identify a replacement part by the number of the specific engine
on which it will be used and the location of the part it will replace.
(4) Unless otherwise specified, all inspection in the detailed inspection
procedures, including inspecting for cracks, are visual inspection.
(5) Inspect parts under adequate light; only thorough inspection can properly
evaluate damage. Numerous parts can be visually examined for external
defects but others require the use of micrometers, measuring instruments,
or gages. More than one method of inspection may be needed to determine the
extent of damage.
(6) Defect limits are given as depth and length dimensions because these are
the dimensions that affect strength. However, accurate measurement requires
special equipment not normally available. Comparing the depth or length of
a defect with a piece of shim stock (Figure 21) is a reasonably accurate
measurement. An alternate method of comparison can be made using various
sizes of wire.

MMINTRODUCTION
* * * FOR ALL
Figure 21 Measurement of Defects

E. Repair Practices.
(1) Minor repairs and minor alterations are those which have no appreciable
effect on weight, balance, structural strength, reliability, operational
characteristics, or other characteristics affecting the airworthiness of
the engines or related product. These minor changes must be considered the
same as minor changes in Type Design as defined in FAR 21.95 (refer to GE
Aircraft Engines Operating Procedure 949.21 for definitions).
CAUTION: • REPAIRS CAN ALTER CRITICAL DIMENSIONS, DISTURB AIRFLOW, CREATE STRESS
RISERS, DEGRADE MATERIAL STRENGTH, AND, IN MANY OTHER MORE SUBTLE WAYS,
DESTROY THE PROPER FUNCTIONING OF A PART.
• RESTORATION USING ALTERNATE METHODS; OR THE REPAIR OF CONDITION NOT
DESCRIBED IN THIS MANUAL, MUST BE UNDERTAKEN WITH CAREFUL REGARD TO THE
POSSIBILITY OF DOING UNINTENDED AND NON-APPARENT DAMAGE.
• USE OF AN INDEPENDENT (NON-GE AIRCRAFT ENGINES) OR USER-DEVELOPED REPAIR
PROCEDURE, PARTICULARLY IN AREAS OF HIGH STRESS OR TEMPERATURE, IN OTHER
AREAS INDICATED AS BEING CRITICAL, AND IN AREAS OF TIGHTLY CONTROLLED
FITS OR CLEARANCES, MAY RESULT IN REDUCED USEFUL LIFE OR IN PREMATURE
FAILURE FOR WHICH GE AIRCRAFT ENGINES WILL ASSUME NO RESPONSIBILITY.
• IF ANY DOUBT EXISTS ABOUT THE POTENTIAL RISK OF AN INDEPENDENT OR USER-
DEVELOPED REPAIR, A REPRESENTATIVE OF GE AIRCRAFT ENGINES MUST BE
CONTACTED FOR A RECOMMENDED COURSE OF ACTION.
(2) Repair procedures in this manual have been developed, tested, and approved
for the repair of specific known conditions. Repairs developed without the
approval of GE Aircraft Engines are not authorized.
(3) If any doubt exists about the potential risk of an independent or user-
developed repair, contact:
Manager, CT7 Turboshaft Product Support Engineering GE Aircraft Engines
1000 Western Avenue Mail Zone 24029 Lynn, Massachusetts 01910 USA
MMINTRODUCTION
F. Installation and Assembly Practices.

NOTE: • Lubricants are applied to ease the assembly of tight-fitting parts and to
prevent damage to parts during assembly and torquing operations.
• Antiseize compounds are applied to ease the disassembly of certain hot
section threaded fittings.
(1) Apply lubricants as follows:
CAUTION: • MOLYKOTE, GRAPHITE-TYPE COMPOUNDS, SILICONE BASE COMPOUNDS, OR ANY
OTHER ANTISEIZE COMPOUND MUST NOT BE USED TO LUBRICATE A SURFACE
THAT WILL COME IN CONTACT WITH ENGINE OIL. ANY DEVIATION FROM
LUBRICATION PROCEDURES COULD RESULT IN CONTAMINATION OF THE OIL
SYSTEM.
• DO NOT LUBRICATE PACKINGS USED ON ELECTRICAL CONNECTORS.
• DO NOT USE OR ALLOW A LUBRICANT TO COME IN CONTACT WITH THE SEALING
SURFACES OF CARBON SEALS OR THEIR MATING RINGS.
(a) Be sure all surfaces requiring lubrication are clean and free of
moisture, solvents, and other contaminants before applying lubricant.
(b) If parts must be heated, apply lubricant to the part before placing
part in oven.
(c) Never apply a lubricant over a corroded surface. During handling, do
not contaminate highly finished surfaces with body moisture or other
agents before lubricating. Such contamination could cause corrosion
after lubricant is applied.
(d) Type I or Type II oils are the types of oil meant wherever the term
"light coat of oil" or the word "oil" is used in assembly procedures.
(e) Unless otherwise noted, lubricate threads of bolts, screws, studs,
coupling nuts, and fasteners used in the assembly of cold section parts
with a light coat of lubricating oil.
(f) Lubricate hot section hardware (screws, bolts, studs) with antiseize
thread compound Braycote 655 or equivalent. Failure to do this may
cause bolts to be improperly torqued or cause shank nuts to become
loosened during assembly and may cause bolt seizure and/or failure
during removal.
(g) Lubricate ends of studs or bolts which protrude through locknuts to
prevent damage to threads when locknuts are being removed.
(h) Lubricate seating surfaces of all parts which are press-fitted with a
light coat of lubricating oil before parts are pressed together.
(2) Apply antiseize compounds as follows:
(a) Clean all surfaces requiring application of compound.
(b) Apply antiseize compound to threads in thin, even coat.
(c) Wipe excess compound from parts to prevent compound from contaminating
parts, passages or surfaces where compound could cause malfunctioning
or even failure of an engine.
WARNING: NO. 1 ULTRACHEM
ASSEMBLY FLUID
• CONTACT WITH EYES/FACE/SKIN MAY CAUSE IRRITATION OR BURNING.

MMINTRODUCTION
• PERSONAL PROTECTIVE EQUIPMENT REQUIRED WHEN HANDLING OR USING THIS

MATERIAL.
• MAY LEAD TO ALLERGIC SENSITIVITY IN SOME INDIVIDUALS.
(3) Apply a light coat of lubricating oil (Ultrachem No. 1 assembly fluid may
be used as an alternate for lubricating oil) to packings. Before installing
packings and parts containing packings, lubricate all grooves, lead-in
chamfers, bores, and surfaces with lubricating oil. Wipe off excess oil
before assembling parts. Do not reuse packings that were removed during
disassembly; use new packings at final assembly.
(4) Tighten jacking screws, attaching screws, nuts, and bolts in small
increments on opposite planes. Do not tighten to final torque at the first
increment.
(5) Before connecting tubes and/or hoses, remove caps and protective covers. Be
sure that no foreign material is in tubes, hoses, and components. Support
fittings and/or components with a wrench when torquing coupling nuts, to
prevent twisting, distortion, and breakage.
(6) When installing tubes and hoses, secure connections fingertight on both
ends before torquing coupling nuts. Be sure that elbows and fittings are
aligned before torquing part. Route tubes and hoses according to original
installation; do not change position of any supporting clamps or
attachments.
(7) When assembling bearings, be sure that the inner and outer races have the
same serial numbers. Install bearing with serial numbers facing the same
direction.
(8) Before opening protective plastic bags containing bearings, check the
serial number on each bearing part. Use protective hand cream or wear
rubber or polyethylene gloves when handling bearings or carbon seals.
(9) Flange bolts and other horizontally installed bolts (with nuts) are
installed with boltheads forward, unless otherwise specified. All flange
holes are counted clockwise, aft looking forward, starting at 12 o'clock
position. Be sure to use correct bolt and nut assembly. Bolts, when
properly installed are torqued, must protrude one to three threads beyond
nut. Use care when installing bolts to shank-type locknuts. Align bolts and
engage first few threads manually to avoid cross-threading locknut. Always
torque nuts onto body-bound bolts.
(10) All used locknuts must be tried for self-locking capabilities before being
reused. Manually thread used locknut onto bolt or stud until it stops
turning. Replace locknut if bolt or stud threads to past end of locknut.
(11) In many cases, run-on torques are given for screws and nuts. When doing
these steps, note the run-on torque and be sure that it meets the minimum
value. If it does not meet minimum value, replace screw or nut.
(12) During assembly, be careful not to drop nuts, washers, or other objects
into subassemblies or assemblies. If an object is dropped, do not proceed
further until it is removed.
(13) Inspect all blind holes for foreign matter before installing studs, bolts,
fittings, and similar parts. Do not pinch, squeeze, or otherwise deform
any self-locking nut to try to make it fit tighter.
(14) Be sure that clearance measurements taken during assembly are as accurate
MMINTRODUCTION
as possible; otherwise, damage to engine or unacceptable performance will

result.
(15) Use proper measuring tools and procedures when taking measurements. Be
sure that measuring tools are properly calibrated and that calculations
are thoroughly checked to be sure that clearances are within limits.
G. Tightening Methods and Definition of Cross-Torque.
(1) Torque is expressed in pound-inches (lb in.) or pound-feet (lb ft). The
specified torque (twisting force) is applied to obtain maximum security of
the part within material tensile limits or thread shear limits.
(2) Tighten fasteners (bolts, locknuts, self-locking nuts, etc.) to a specified
torque value as follows:
(a) Tighten at an even, increasing rate until desired torque is obtained.
If a gasket or other similar material is between the bolt or nut and
the engine part, be sure to hold torque at desired value until material
is seated.
(b) When torquing a series of bolts or nuts, be sure to alternate the
tightening sequence (cross-torquing) to prevent bolts or nuts from
shearing or snapping due to force concentrations.
(c) Cross-torque bolts as follows:
NOTE: This procedure applies to engine parts which are bolted in a way
similar to the circumferential flanges (for example, the exhaust
frame centerbody).
1 Torque two bolts (each mounting flange) 180° apart (Figure 22).

MMINTRODUCTION
* * * FOR ALL
Figure 22 Typical Sequence for Cross-Torquing Bolts or Locknuts

2 Torque two bolts (each mounting flange) 90° from the first bolts
that were torqued in step 1.
3 Using sequence in steps 1 and 2, torque remaining bolts on mounting
flange.
(3) Torquing a fastener to the final torque value during the first tightening
can cause distortion or overstressing of parts and is not recommended.
Seating and torquing must be done by tightening bolts or nuts gradually and
alternately until parts are firmly seated. Final torquing is then done by
loosening each bolt or nut separately and applying desired torque. Do not
exceed maximum torque values given in this Maintenance Manual.

MMINTRODUCTION
CAUTION: • DO NOT TORQUE LOCKNUTS OR RETAINING BOLTS USED WITH CHILLED OR HEATED
ENGINE PARTS UNTIL PART RETURNS TO ROOM TEMPERATURE.
• IF THE PART HAS BEEN HEATED, FASTENER MAY LOOSEN AS PART COOLS; IF THE
PART HAS BEEN CHILLED, FASTENER MAY BE OVER-STRESSED AS PART EXPANDS.
(4) When applying torque to a series of bolts or nuts, torque bolts or nuts to
a value equal to the middle of the torque tolerance (if torque tolerance is
45-55 lb in.; then torque to 50 lb in.). If some bolts or nuts are torqued
to the minimum value and others to the maximum value, then the force is
concentrated on the tighter bolts and is not evenly distributed. Unequal
distribution of force could cause bolt failure.
(5) The torque wrenches listed in Table 4 are recommended for use within the
indicated ranges. Larger wrenches have a wider tolerance, and their use can
result in serious inaccuracies.
TABLE 4. TORQUE WRENCHES
Torque Torque
Wrench Size Limits Tolerance (±)
30 lb in. 0-25 lb in. 1 lb in.
150 lb in. 25-140 lb 5 lb in.
in.
600 lb in. 140-550 lb 20 lb in.
in.
150 lb ft 30-140 lb 5 lb ft
ft
250 lb ft 140-240 lb 10 lb ft
ft
1000 lb ft 240-1000 lb 20 lb ft
ft
10. List of Approved Oils.
NOTE: Type I and Type II oils conform to GE Aircraft Engines specification D50TF1.
It is recommended that engines be serviced only with the approved Type II oils
(Table 5). Type II oils can withstand higher operating temperatures than Type I
oils and have improved anti-coking characteristics.
Type II oils have a higher viscosity than Type I oils; therefore, slightly higher
oil pressures will result under similar speed-and-oil temperature conditions.
Experience indicates this to be 5-10 psi. The minimum oil temperature for starting
with Type II oils is -40°F (-40°C). The minimum oil temperature for starting with
Type I oils is -65°F (-54°C).
The mixing of brand name, as well as the mixing of Type I and Type II oils is
authorized. However, the starting characteristics with mixed oils at low
temperatures of -40°F (-40°C) or lower may not be acceptable. It is recommended
that operators maintain the use of only one type of oil when possible.
TABLE 5. APPROVED OILS (Conforming to GE Specification D50TF1)
Type Brand Name Oil Company
* * * FOR CT7-2A, CT7-2D, CT7-2D1

MMINTRODUCTION
I BP Turbo Air BP (Linden, NJ USA)

Oil 2389
* * * FOR
ALL
Castrol 325 Castrol, Ltd.

Exxon Turbo Exxon Co., USA
Oil 2389
Exxon Turbo Exxon International, Co.
Oil 2389
II Aero-Shell Shell Oil Company

Turbine Oil
500
Aero-Shell Shell Oil Company
Turbine Oil
555
* * * FOR CT7-2A, CT7-2D, CT7-2D1
BP Turbo Air BP (Linden, NJ USA)

Oil 2380
* * * FOR
ALL
Castrol 205 Castrol, Ltd.

Castrol Castrol, Ltd.
5000
Exxon Turbo Exxon Co., USA
Oil 2380
Exxon Turbo Exxon International Co.
Oil 2380
Mobil Jet Mobil Oil Co.
II
Stauffer Stauffer Chemical Co.
Jet II
Royco Shell International Co.
Turbine
Oil-500
Royco Shell International Co.
Turbine
Oil-555

MMINTRODUCTION
* * * FOR CT7-2E1
Military Oils
NORMAL USE - NO
RESTRICTIONS:
MIL-L-7808
MIL-L-23699
NATO OIL 0-
148
NATO OIL 0-
150
NATO OIL 0-
156
NATO OIL 0-
160
RESTRICTED USE OILS -
NATO OILS:
NATO OIL 0-
149
NATO OIL 0-
159
RESTRICTED USE OIL - 4
HOURS RESTRICTED USE:
NOTE: The engine can operate with the restricted oils for a period of 4 hours after
which the lubrication system shall be drained and refilled with normal oil.
NATO OIL 0-
135
NOTE: With up to 3 quarts out of total, the engine can operate satisfactorily for a
period of 25 hours with oil 0-135. If oil tank is completely filled with 0-135
oil, the engine can be operated for up to 4 hours. Following operation with 0-
135 oil, the tank shall be drained, flushed, and refilled with normal use oil.
CAUTION: • FUEL FOR SERVICING ENGINES MUST BE HANDLED WITH GOOD HOUSEKEEPING PRACTICES.
FUEL SHOULD BE PASSED THROUGH A FILTER/SEPARATOR AND COALESCER WHEN DELIVERED
TO AIRCRAFT FUEL TANKS.
• DO NOT USE JET A, JET A-1, JP-5, JP-8, RT, OR TS-1 FUEL WHEN OPERATING ENGINE
AT FUEL INLET TEMPERATURES BELOW -40°F (-40°C)/12 CENTISTOKES.
11. List of Approved Fuels.
Go to Table 6.
NOTE: • No adjusting, draining, or flushing of the fuel system is required when changing
from one fuel to another.
• When operating in cold weather or when cold weather is expected, fuel icing
protection must be provided. Anti-icing additive conforming to MIL-I-27686 or to

MMINTRODUCTION
Phillips PFA-55-MB may be added at concentrations up to a maximum of 0.15% by

volume. Anti-icing additive may be pre-mixed with equal volume of Toluene (Fed
Spec TT-T-548, ASTM D 841-50) and this solution may be added at concentrations up
to a maximum of 0.30% by volume.
TABLE 6. APPROVED FUELS (Conforming to GE Specifications D50TF2)
Type Specification
Jet A (ASTM D1655)
JET A-1 (ASTM D1655)
JET B (ASTM D1655)
JP-4 (NATO (MIL-T-5624)
F-40)
JP-5 (NATO (MIL-T-5624)
F-44)
JP-8 (MIL-T-83133)
JP8 (NATO (MIL-DLJ-83133)

F-34)
* * * FOR
ALL
RT (Gost 10227-86)
TS-1 (Gost 10227-86)
12. Fuel Lubricity Additives.
NOTE: Refer to GE Specification D50TF2 for information relating to the maximum
concentration values authorized when mixing additives and to the Aircraft
Manufacturer for the approval for use in respective aircraft.
Go to Table 7 for fuel lubricity additives.
TABLE 7. FUEL LUBRICITY ADDITIVES
Fuel must have an acceptable lubricity quality. This may be tested at a laboratory
capable of performing a Ball on Cylinder scar test in accordance with the Metric
Aerospace Recommended Practice MAP 1794, or equivalent.
Scar Length Lubricity Quality
0 - 0.42 mm Acceptable
0.43 - 0.48 Marginal
mm
0.49 and UP Poor/Low Lubricity
mm
For fuel supplies which do not provide fuel with an acceptable lubricity quality,
the following corrosion inhibitors/lubricity additives are recommended:
CAUTION: EXTENSIVE ENGINE OPERATION ON LOW LUBRICITY FUEL CAN RESULT IN ACCELERATED

MMINTRODUCTION
HMU FUEL PUMP WEAR.
NOTE: If evidence of HMU fuel pump wear exists, a change in fuel or adding a fuel
lubricity additive is recommended.
Additive Maximum Concentration
APOLLO PRI- 8 LBS/1000 BBL FUEL
19
DUPONT DCI- 8 LBS/1000 BBL FUEL
4A
DUPONT DCI- 8 LBS/1000 BBL FUEL
6A
HITEC E-515 16 LBS/1000 BBL FUEL
HITEC E-580 8 LBS/1000 BBL FUEL
NALCO 5402 8 LBS/1000 BBL FUEL
TOLAD 245 12 LBS/1000 BBL FUEL
NOTE: • 1 BBL = 42 U.S. Gallons (159 Liters)

• 8 LBS = 1 U.S. Gallon (3.8 Liters)
• Concentration must not exceed 23.97 grams per cubic meter. An additive (anti-
oxidant) must be added to fuel containing more than 60% hydrogen treated
compounds. Such fuels must be treated immediately after blending with not less
than 17.12 grams per cubic meter of fuel.
13. Metric Conversion Tables.

A. Refer to Table 8 for conversion factors customarily used in engine repair and
maintenance shops. The conversion factors are sufficiently accurate for use in
all processes described in this publication.
NOTE: When using small multiples, rounding up or rounding down to the first or
second decimal place is usually sufficient.
TABLE 8. CONVERSION FACTORS
Common
Measure Equivalent
LENGTH
1 inch (in.) 25.4 millimeters (mm)
1 foot (ft) 0.3048 M or 30.48006 cm
1 yard (yd) 0.9144 Meters (M)
1 Meter (M) 39.37 inches (1.0936 yards)
1 centimeter 0.3937 inch
(cm)
1 millimeter 0.03937 inch

MMINTRODUCTION
(mm)
AREA
1 square inch 645.162 square millimeters (mm²)
(in.²) (6.4516 square centimeter (cm²))
1 square foot 0.0929 square Meter (M²)
(ft²)
1 square 1.196 square yards (yd²)
Meter (M²)
1 square 0.1550 square inch
centimeter
(cm²)
FLOW
1 cubic 0.0283168 cubic meter/hour (M³/hr)
foot/hour
(cfh)
VOLUME
1 cubic inch 16.387 cubic centimeters (cc)
(in.³)
1 cubic foot 0.028 cubic Meter (M³)(28.316 liters)
(ft³)
1 cubic 0.061 cubic inch
centimeter
(cc)
1 cubic Meter 35.314 cubic feet (1.308 cu yd)
(M³)
1 fluid ounce 29.57 cubic centimeters (cc)
(fl oz)
1 quart (qt) 0.946 liter (946.333 cc)
1 gallon 3.785 liters
(gal)
1 liter (l) 1.0567 quarts (0.001 cubic Meter)
(0.264 gallon)
WEIGHT
1 ounce (oz) 28.35 grams (g)
1 pound (lb) 0.4536 kilogram (kg) (453.5924 grams)
1 gram (g) 0.035 ounce
1 kilogram 2.2046 pounds
(kg)
PRESSURE
1 70.307 grams/cm² (0.068 atmosphere)
pound/square
inch (psi)

MMINTRODUCTION
1 6.894757 Kilopascal (kPa)

pound/square
inch (psi)
1 gram/cm² 0.0142 pound/square inch (psi)
1 atmosphere 14.7 pounds/square inch (psi)
(1033.2 grams/cm²)
CONCENTRATION
1 ounce 7.5 grams/liter
(avoirdupois)
per gallon
1 fluid 7.8 cc/liter
ounce/gallon
1 0.1198 kg/l, or gram/cc (119.8 grams/liter)
pound/gallon
TORQUE
1 pound-inch 0.1129848 Newton meter (N•m)
(lb in.)
1 pound-foot 1.355818 Newton meter (N•m)
(lb ft)
TEMPERATURE
°Fahrenheit 1.8°C + 32
(°F)
°Celsius (°F - 32)/1.8
(centigrade)
(°C)
°Kelvin (°K) °C + 273.18 (centigrade absolute)
°Rankine (°R) °F + 459.688 (Fahrenheit absolute)
DISTANCE
1 mile (U.S. 1.609 kilometers (km)
statute)
1 mile 1.853 kilometers
(nautical)
1 kilometer 0.621 mile (U.S. statute)
(km)
METRIC
RELATIONSHIPS
1 micron (u) 0.000001 Meter (0.001 millimeter)
1 millimeter 0.001 Meter
(mm)
1 centimeter 0.01 Meter
(cm)
1 decimeter 0.1 Meter

MMINTRODUCTION
(dm)
1 Meter
(Metric
standard of
Length)
1 dikameter 10 Meters
(dkm)
1 hectometer 100 Meters
(hm)
1 kilometer 1000 Meters
(km)
1 Liter 0.001 cubic meter
1 gram weight of 0.001 Liter of water
B. Refer to Figure 23 for converting inch-fraction values to inch-decimal values
and then to millimeters.

MMINTRODUCTION
* * * FOR ALL
Figure 23 Conversion from Inches to Millimeters

C. Refer to Figure 24 for converting °F temperatures to °C temperatures, and for
converting °C temperatures to °F temperatures.

MMINTRODUCTION
* * * FOR ALL
Figure 24 (Sheet 1) Conversion of °F or °C Temperatures

MMINTRODUCTION
* * * FOR ALL
Figure 24 (Sheet 2) Conversion of °F or °C Temperatures

14. Nomenclature Cross-Reference and List of Abbreviations.
the following listings include the Nomenclature Cross-Reference List and the
List of Abbreviations used in this manual.
NOTE: Except for the Accessory Gearbox, Compressor Section, Combustion Section, and
Power Turbine, the part names listed in the official nomenclature column are
taken from engineering drawings. Part names listed in the Illustrated Parts
Catalog, are also taken from engineering drawings. Since nomenclature from
engineering drawings is at times misunderstood and inconsistent with
commercial terminology, the common names for parts are used throughout this

MMINTRODUCTION
manual.
B. Nomenclature Cross-Reference List.
Common Name Official Nomenclature
Accessory Accessory gearbox
section
module
AGB-from-FMU Gearbox-from-Fuel Metering Unit hose assembly
hose assembly
AGB-to-FMU Gearbox-to-Fuel Metering Unit hose assembly
hose assembly
AGB-to-HMU Gearbox-to-fuel control hose assembly
hose assembly
Bypass valve Relief valve assembly
assembly
Carbon seal Axis-B encased flanged seal
Carbon seal Axis-E encased flanged seal
Carbon seal Axis-G encased plain seal
Cold section Compressor section
module
Fuel filter Differential pressure indicator
impending
bypass
indicator
assembly
Hot section Combustion section
module
Low fuel Fuel pressure switch
pressure
switch
Low oil Low oil indicator sensor
pressure
switch
Np sensor Power turbine speed and torque sensor assembly (Np sensor)
Oil chip Electrical chip detector
detector
Oil cooler Lube oil cooler
Oil cooler Lube oil cooler seal
seal
Oil drain Machine thread plug
plug
Oil filter Lube filter
Oil filter Lube filter bowl

MMINTRODUCTION
bowl
Oil filter Filter element
element
Oil filter Differential pressure indicator assembly
impending
bypass
Oil level Fluid level indicator
indicator
Oil manifold Lube manifold assembly
assembly
Oil manifold Lube manifold
Oil and Lube and scavenge pump
scavenge pump
Packing Preformed packing
Power turbine Power turbine
module
Radial drive Axis-A cover assembly
shaft cover
Radial drive Axis-A boot
shaft cover
boot
Seal mating Axis-B seal mating ring
ring
Seal mating Axis-E seal mating ring
ring
Seal mating Axis-G seal mating ring
ring
Stage 1 Stage 1 front cooling plate
forward
cooling plate
Stage 1 Stage 1 turbine shroud segments
turbine
shroud
sectors
Stop/Idle/Fly Stop/Idle/Flight switch
switch
Torque and Power turbine speed and torque sensor assembly (torque and
overspeed overspeed sensor or Np/Q sensor)
sensor
C. List of Abbreviations.
ac -alternating current
AEBG -Aircraft Engine Business Group
AGB -accessory gearbox
MMINTRODUCTION
amp -ampere
AMS -Aerospace Material Specification
ASF -amperes per square feet
ASTME -American Society for Testing and Materials Engineering
°C -Celcius
cc -cubic centimeters
CCW -counterclockwise
cfh -cubic feet per hour
cfm -cubic feet per minute
CONN PT -connecting point
CW -clockwise
dc -direct current
DIA -diameter
ECU -electrical control unit
EDM -electrical discharge machining
EECU -electronic engine control unit
EFH -Engine Flight Hours
EROM -electronic runout machine
°F -Fahrenheit
FAT -free air temperature
Fed Spec -Federal Specifications
F/I -flight idle
FMU -fuel metering unit
FOD -foreign object damage
fpm -feet per minute
fwd -forward
GE -General Electric
GG -gas generator
G/I -ground idle
gpm -gallons per minute
Hga -mercury absolute
HMU -hydromechanical control unit
Hp -horse power
Hr/Min -hours and minutes
Hz -Hertz
ID -inside diameter

MMINTRODUCTION
IGV -inlet guide vane

in./sec -inches per second
ITT -inter-turbine temperature
lb/hr -pounds per hour
lb/min -pounds per minute
LCF -low cycle fatigue
LDS -load demand spindle
LRU -line replaceable unit
LVDT -linear voltage differential transformer
MAX -maximum
MGT -measured gas temperature
MIN -minimum
Ng -gas generator turbine rotor speed
Np -power turbine rotor speed
Np/Q -power turbine speed/torque
NR -helicopter rotor speed
OAT -outside air temperature
OBP -outer balance piston
OD -outside diameter
ODV -overspeed and drain valve
OEI -one engine inoperative
P0 -ambient air pressure
P3 -compressor discharge air pressure
PAS -power available spindle
pH -used when expressing acidity and alkalinity
PMA -permanent magnetic alternator
PN -part number
POT -potentiometer
PPG -poly pattern generator
ppm -parts per million
PS1 -inlet air static pressure
PS3 -static pressure at compressor discharge
PS9 -engine exhaust static pressure
psi -pounds per square inch
psia -pounds per square inch absolute
psig -pounds per square inch gage

MMINTRODUCTION
PT -power turbine
PTO -power takeoff
PT1 -inlet air total pressure
rpm -revolutions per minute
SCFM -standard cubic feet per minute
SEI -small engine instruction
SFC -specific fuel consumption
SHP -shaft horsepower
Sq -square
Tach -tachometer
TGT -turbine gas temperature
T3 -compressor discharge temperature
T4.5H -gas temperature measured by T4.5 harness or ITT harness
T4.5H -measured gas temperature at which the engine is rated
Rated
T4.5HK -T4.5 corrected for humidity
TIR -total indicator reading
To -engine inlet temperature in test cell
Vac -alternating-current volts
Vdc -direct-current volts
VG -variable geometry

MMINCORPORATED INCREMENTAL CHANGE LIST
1. Incorporated Incremental Change List

ATA Number Pageblock Issue Date
72-00-00-1300 ENGINE - TEST 12/02/2013
72-30-00-400 COLD SECTION MODULE 11/26/2013
‐ REMOVAL AND
INSTALLATION
72-39-00-700 DIFFUSER AND 02/24/2014
MIDFRAME CASING
ASSEMBLY - CLEANING
72-40-00-400 HOT SECTION MODULE - 02/24/2014
REMOVAL AND
INSTALLATION
72-60-00-600 ACCESSORY SECTION 01/10/2014
MODULE ‐ INSPECTION
72-60-00-800-002 ACCESSORY SECTION 01/10/2014
MODULE - CORROSION
ON THE IPS DUCT -
REPAIR
72-61-00-600 ACCESSORY DRIVE 11/26/2013
GEARBOX ASSEMBLY ‐
CLEANING
73-00-00-700 FUEL SYSTEM ‐ 11/22/2013
CLEANING
79-00-00-400 OIL SYSTEM ‐ 01/07/2014
REMOVAL AND
INSTALLATION

DISCLAIMER
The following List of Documents is effective as of the date shown in the header
information at the top of the list. Note, that for Manuals that may have Incremental
Changes (ICs) or Temporary Revisions (TRs), that this list does not contain any ICs or
TRs. Only the documents as they appear in this particular Manual are listed.
ATA NUMBER TITLE REVISION DATE

05-00-00-0 MM05-00-00 AIRWORTHINESS LIMITATIONS 07/15/2013
05-11-00-000-2A-001 MM05-11-00 SERVICE LIFE LIMITS FOR ENGINE 07/15/2013
ROTATING PARTS
05-11-00-000-2D-002 MM05-11-00 SERVICE LIFE LIMITS FOR ENGINE 07/15/2013
ROTATING PARTS
05-11-00-000-2D1-003 MM05-11-00 SERVICE LIFE LIMITS FOR ENGINE 07/15/2013
ROTATING PARTS
05-11-00-000-2E1-004 MM05-11-00 SERVICE LIFE LIMITS FOR ENGINE 09/30/2014
ROTATING PARTS AND STATIC STRUCTURE PARTS
05-11-02-000-2A-001 MM05-11-02 COMPRESSOR ROTOR PARTS - 07/15/2013
SERVICE LIFE LIMITS
05-11-02-000-2D-002 MM05-11-02 COMPRESSOR ROTOR PARTS - 07/15/2013
SERVICE LIFE LIMITS
05-11-02-000-2D1-003 MM05-11-02 COMPRESSOR ROTOR PARTS - 07/15/2013
SERVICE LIFE LIMITS
05-11-02-000-2E1-004 MM05-11-02 COMPRESSOR ROTOR PARTS - 07/15/2013
SERVICE LIFE LIMITS
05-11-03-000-2A-001 MM05-11-03 GAS GENERATOR TURBINE ROTOR 07/15/2013
PARTS - SERVICE LIFE LIMITS
05-11-03-000-2D-002 MM05-11-03 GAS GENERATOR TURBINE ROTOR 07/15/2013
05-11-03-000-2D1-003 MM05-11-03 GAS GENERATOR TURBINE ROTOR 07/15/2013
05-11-03-000-2E1-004 MM05-11-03 GAS GENERATOR TURBINE ROTOR 07/15/2013
05-11-04-000-2A-001 MM05-11-04 POWER TURBINE ROTOR AND POWER 06/15/2013
TURBINE DRIVE SHAFT PARTS - SERVICE LIFE
LIMITS
05-11-04-000-2D-002 MM05-11-04 POWER TURBINE ROTOR AND POWER 07/15/2013
LIMITS
05-11-04-000-2D1-003 MM05-11-04 POWER TURBINE ROTOR AND POWER 07/15/2013
LIMITS
05-11-04-000-2E1-004 MM05-11-04 POWER TURBINE ROTOR PARTS - 07/15/2013
SERVICE LIFE LIMITS
05-11-05-000-2A-001 MM05-11-05 PARTICLE SEPARATOR BLOWER 11/30/2010
05-11-05-000-2D-002 MM05-11-05 PARTICLE SEPARATOR BLOWER 07/15/2013

05-11-05-000-2D1-003 MM05-11-05 PARTICLE SEPARATOR BLOWER 07/15/2013
05-11-05-000-2E1-004 MM05-11-05 PARTICLE SEPARATOR BLOWER 07/15/2013
05-11-06-000-2E1-001 MM05-11-06 STATIC STRUCTURES - SERVICE 07/15/2013
LIFE LIMITS
05-15-00-0 MM05-15-00 ENGINE - PIECE-PARTS MANDATORY 06/15/2013
INSPECTIONS
05-21-00-600-2E1-002 MM05-21-00 ENGINE - PIECE-PARTS MANDATORY 09/30/2014
INSPECTIONS
05-21-00-600-2A2D2D1-001 MM05-21-00 CT7 TURBOSHAFT ENGINE 10/15/2013
MAINTENANCE PROGRAM
05-21-00-800-2E1-002 MM05-21-00 CT7 TURBOSHAFT ENGINE 09/30/2014
MAINTENANCE PROGRAM
72-00-00-000 MM72-00-00 ENGINE - DESCRIPTION AND 09/30/2014
OPERATION
72-00-00-100-2A2D2D1-000 MM72-00-00 ENGINE - FAULT ISOLATION 07/15/2013
72-00-00-100-2E1-000 MM72-00-00 ENGINE - FAULT ISOLATION 06/15/2013
72-00-00-100-2E1-001 MM72-00-00 FADEC FAULT ISOLATION -CT7-2E1 10/15/2013
72-00-00-100-2E1-002 MM72-00-00 NON-FADEC FAULT ISOLATION - 10/15/2013
CT7-2E1
72-00-00-200 MM72-00-00 ENGINE - SPECIAL PROCEDURES 10/15/2013
72-00-00-300 MM72-00-00 ENGINE - SERVICING 06/15/2013
72-00-00-300-001 MM72-00-00 INSTALLING THE ENGINE INTO THE 06/15/2013
HORIZONTAL MAINTENANCE STAND 2C90859G01
72-00-00-300-002 MM72-00-00 LINE REPLACEABLE UNIT -LRU 06/15/2013
PRESERVATION, PACKAGING, SHIPMENT AND
STORAGE
72-00-00-300-003 MM72-00-00 PRESERVATION OF THE ENGINE TO 06/15/2013
BE INACTIVE FOR 45 TO 180 DAYS
72-00-00-300-004 MM72-00-00 REMOVAL OF THE ENGINE FROM THE 06/15/2013
HORIZONTAL MAINTENANCE STAND 2C90859G01
72-00-00-300-005 MM72-00-00 INSTALLATION OF THE ENGINE 06/15/2013
INTO ENGINE SHIPPING AND STORAGE
CONTAINER 421E001
72-00-00-500 MM72-00-00 ENGINE - TEST 09/30/2014
72-00-00-600 MM72-00-00 ENGINE - INSPECTION 09/30/2014
72-00-00-600-2E1-001 MM72-00-00 ENGINE - 400 HOUR VISUAL 09/30/2014
INSPECTION
72-00-00-700-2A2D2D1-000 MM72-00-00 ENGINE SECTION - CLEANING 09/30/2014
72-00-00-700-2E1-000 MM72-00-00 ENGINE SECTION - CLEANING 000 06/15/2013

72-00-00-700-009 MM72-00-00 ENGINE SECTION - CLEANING 009 06/15/2013
72-00-00-800-001 MM72-00-00 ENGINE - REPAIR - UNCOUPLING 09/30/2014
OF ELECTRICAL CONNECTORS WITH FAILED
NONDECOUPLING MECHANISM - REPAIR
72-30-00-000 MM72-30-00 COLD SECTION MODULE - 09/30/2014
DESCRIPTION AND OPERATION
72-30-00-400 MM72-30-00 COLD SECTION MODULE - REMOVAL 09/30/2014
AND INSTALLATION
72-30-00-600 MM72-30-00 COLD SECTION MODULE - 07/15/2013
INSPECTION
72-30-00-700 MM72-30-00 COLD SECTION MODULE - CLEANING 11/30/2010
72-30-00-800-001 MM72-30-00 COLD SECTION MODULE - SWIRL 11/30/2010
FRAME COATED AREAS - REPAIR
72-31-00-600 MM72-31-00 A-SUMP OUTPUT SHAFT ASSEMBLY - 09/30/2014
INSPECTION
72-31-00-700 MM72-31-00 A-SUMP OUTPUT SHAFT ASSEMBLY - 09/30/2014
CLEANING
72-32-00-600 MM72-32-00 POWER TAKEOFF DRIVE ASSEMBLY - 07/15/2013
INSPECTION
72-33-00-600 MM72-33-00 FRONT FRAME - INSPECTION 11/30/2010
72-34-00-400 MM72-34-00 MAIN FRAME, FRONT FRAME, AND 11/30/2010
SCROLL CASE - REMOVAL AND INSTALLATION
72-34-00-600 MM72-34-00 MAIN FRAME, FRONT FRAME, AND 09/30/2014
SCROLL CASE ASSEMBLY - INSPECTION
72-34-00-800-001 MM72-34-00 MAIN FRAME - NAMEPLATE HOLES - 09/30/2014
REPAIR
72-34-00-800-002 MM72-34-00 MAIN FRAME - DELAMINATIONS AND 11/30/2010
CRACKS IN SCROLL CASE - REPAIR
72-34-00-800-003 MM72-34-00 MAIN FRAME - NICKS AND 11/30/2010
SCRATCHES ON SCROLL CASE - REPAIR
72-34-00-800-004 MM72-34-00 MAIN FRAME - REPLACEMENT OF 11/30/2010
STUDS ON SCROLL CASE - REPAIR
LOOSE OR MISSING RIVETS ON SCROLL CASE -
REPAIR
72-34-00-800-006 MM72-34-00 MAIN FRAME - REBONDING OR 11/30/2010
REPLACEMENT OF BRACKETS ON SCROLL CASE -
REPAIR
ALUMINUM BUSHINGS ON SCROLL CASE - REPAIR
72-34-00-800-008 MM72-34-00 MAIN FRAME - REBONDING OF 11/30/2010
LOOSE T2 SENSOR HOLSTER - REPAIR
72-35-00-401 MM72-35-00 ACTUATING SYSTEM LINKAGE 11/30/2010
ASSEMBLY
72-35-00-600 MM72-35-00 ACTUATING SYSTEM LINKAGE 09/30/2014
ASSEMBLY - INSPECTION
72-35-00-800-001 MM72-35-00 ACTUATING SYSTEM LINKAGE 09/30/2014
ASSEMBLY - REPLACEMENT OF SPHERICAL
BEARINGS AND SWAGING OF SPHERICAL
BEARINGS - REPAIR
72-36-00-401 MM72-36-00 COMPRESSOR STATOR ASSEMBLY 09/30/2014
72-36-00-600 MM72-36-00 COMPRESSOR STATOR ASSEMBLY - 07/15/2013
INSPECTION
72-36-00-700 MM72-36-00 COMPRESSOR STATOR ASSEMBLY - 11/30/2010
CLEANING
72-36-00-800-001 MM72-36-00 COMPRESSOR STATOR ASSEMBLY - 09/30/2014
REPLACEMENT OF BORESCOPE PORT INSERTS ON
COMPRESSOR CASE - REPAIR
72-36-00-800-002 MM72-36-00 COMPRESSOR STATOR ASSEMBLY - 11/30/2010
REPAIR - BROKEN BOLTS ON MAIN FRAME
FLANGE AND ON DIFFUSER CASE FLANGE -
REPAIR
72-37-00-600 MM72-37-00 IGV, STAGE 1 AND STAGE 2 07/15/2013
ACTUATING RINGS - INSPECTION
72-37-00-800-002 MM72-37-00 IGV, STAGE 1, AND STAGE 2 11/30/2010
ACTUATING RINGS - REPLACEMENT OF THRUST
BEARINGS - REPAIR
72-37-00-800-003 MM72-37-00 IGV, STAGE 1, AND STAGE 2 09/30/2014
ACTUATING RINGS - REPLACEMENT OF PINS AND
WASHERS - REPAIR
72-38-00-600 MM72-38-00 COMPRESSOR ROTOR ASSEMBLY - 09/30/2014
INSPECTION
72-38-00-700 MM72-38-00 COMPRESSOR ROTOR ASSEMBLY - 11/30/2010
CLEANING
72-38-00-800-001 MM72-38-00 COMPRESSOR ROTOR ASSEMBLY - 09/30/2014
COMPRESSOR ROTOR BLADES - REPAIR
72-39-00-600 MM72-39-00 DIFFUSER AND MIDFRAME CASING 09/30/2014
72-39-00-700 MM72-39-00 DIFFUSER AND MIDFRAME CASING 09/30/2014
ASSEMBLY - CLEANING
72-39-00-800-001 MM72-39-00 DIFFUSER AND MIDFRAME CASING 09/30/2014
ASSEMBLY - REPLACEMENT OF COUPLING NUTS
ON OIL SCAVENGE TUBE, OIL INLET TUBE, AND
OIL DRAIN TUBE - REPAIR

72-39-00-800-002 MM72-39-00 DIFFUSER AND MIDFRAME CASING 09/30/2014
ASSEMBLY - DIFFUSER MOUNT LUG HOLE -
REPAIR
72-40-00-000 MM72-40-00 HOT SECTION MODULE - 09/30/2014
72-40-00-400 MM72-40-00 HOT SECTION MODULE - REMOVAL 09/30/2014
AND INSTALLATION
72-40-00-600 MM72-40-00 HOT SECTION MODULE - 09/30/2014
INSPECTION
72-40-00-700 MM72-40-00 HOT SECTION MODULE - CLEANING 11/30/2010
72-40-00-800-001 MM72-40-00 HOT SECTION MODULE - IGNITER 11/30/2010
BOSS ON COMBUSTION LINER - REPAIR
72-40-00-800-002 MM72-40-00 HOT SECTION MODULE - BOLTS 11/30/2010
AND/OR CLINCH NUTS ON B-SUMP HOUSING -
REPAIR
72-41-00-401 MM72-41-00 REPLACEMENT OF STAGE 1 AND 2 06/15/2013
TURBINE BLADE DAMPERS - DISASSEMBLY AND
ASSEMBLY
72-41-00-600 MM72-41-00 STAGES 1 AND 2 GAS GENERATOR 09/30/2014
TURBINE ROTOR ASSEMBLIES - INSPECTION
72-41-00-600-001 MM72-41-00 STAGES 1 AND 2 GAS GENERATOR 06/15/2013
TURBINE ROTOR ASSEMBLIES - INSPECTION
72-41-00-700 MM72-41-00 STAGES 1 AND 2 GAS GENERATOR 11/30/2010
TURBINE ROTOR ASSEMBLIES - CLEANING
72-42-00-401 MM72-42-00 GAS GENERATOR STATOR ASSEMBLY 11/30/2010
- DISASSEMBLY AND ASSEMBLY
- INSPECTION
- CLEANING
72-50-00-000 MM72-50-00 POWER TURBINE MODULE - 09/30/2014
72-50-00-400 MM72-50-00 POWER TURBINE MODULE - REMOVAL 09/30/2014
AND INSTALLATION
72-50-00-600 MM72-50-00 POWER TURBINE MODULE - 09/30/2014
INSPECTION
72-50-00-700 MM72-50-00 POWER TURBINE SECTION - 06/15/2013
CLEANING
72-51-00-600 MM72-51-00 EXHAUST FRAME - INSPECTION 10/15/2013
72-51-00-700 MM72-51-00 EXHAUST FRAME - CLEANING 11/30/2010
72-51-00-800-001 MM72-51-00 EXHAUST FRAME - BROKEN LOCKED- 11/30/2010
IN STUD FOR ATTACHING TAILPIPE - REPAIR
72-52-00-600 MM72-52-00 POWER TURBINE ROTOR AND 09/30/2014
TURBINE CASE ASSEMBLY - INSPECTION
72-60-00-000 MM72-60-00 ACCESSORY SECTION MODULE - 09/30/2014

REMOVAL AND INSTALLATION
CLEANING
INSPECTION
72-60-00-800-001 MM72-60-00 ACCESSORY SECTION MODULE - 07/15/2013
PARTICLE SEPARATOR INLET DUCT PIN -
REPAIR
72-60-00-800-002 MM72-60-00 ACCESSORY SECTION MODULE - 09/30/2014
CORROSION ON THE IPS DUCT - REPAIR
72-61-00-400 MM72-61-00 ACCESSORY DRIVE GEARBOX 09/30/2014
ASSEMBLY - REMOVAL AND INSTALLATION
ASSEMBLY - CLEANING
72-61-00-800-001 MM72-61-00 ACCESSORY DRIVE GEARBOX 09/30/2014
ASSEMBLY - LAPPING SEAL MATING RINGS -
REPAIR
72-61-00-800-002 MM72-61-00 ACCESSORY DRIVE GEARBOX 07/15/2013
ASSEMBLY - REPLACEMENT OF COMPONENTS OF
AXIS-E CARBON SEAL - REPAIR
73-00-00-000 MM73-00-00 FUEL SYSTEM - DESCRIPTION AND 09/30/2014
OPERATION
73-00-00-400 MM73-00-00 FUEL SYSTEM - REMOVAL AND 09/30/2014
INSTALLATION
73-00-00-500 MM73-00-00 FUEL SYSTEM - TEST 09/30/2014
73-00-00-600 MM73-00-00 FUEL SYSTEM - INSPECTION 09/30/2014
73-00-00-700 MM73-00-00 FUEL SYSTEM - CLEANING 09/30/2014
73-00-00-800-001 MM73-00-00 FUEL SYSTEM - REPLACEMENT OF 11/30/2010
FUEL HOSE FIRE SLEEVE - REPAIR
CAPTIVE BOLTS - REPAIR
SEQUENCE VALVE MANIFOLD OR OVERSPEED AND
DRAIN VALVE -ODV MANIFOLD ADAPTER GASKET
- REPAIR
TUBE REDUCER AND UNION - REPAIR
73-00-00-800-005 MM73-00-00 FUEL SYSTEM - LUBRICATION OF 11/30/2010
HYDROMECHANICAL CONTROL UNIT -HMU
SPINDLES TO RELIEVE BINDING - REPAIR

74-00-00-000 MM74-00-00 ELECTRICAL SYSTEM - 06/15/2013

74-00-00-400 MM74-00-00 ELECTRICAL SYSTEM - REMOVAL 09/30/2014
AND INSTALLATION
74-00-00-500 MM74-00-00 ELECTRICAL SYSTEM - TEST 11/30/2010
74-00-00-600 MM74-00-00 ELECTRICAL SYSTEM - INSPECTION 09/30/2014
74-00-00-700 MM74-00-00 ELECTRICAL SYSTEM - CLEANING 11/30/2010
74-00-00-800-001 MM74-00-00 ELECTRICAL SYSTEM - 11/30/2010
REPLACEMENT OF CAPTIVE BOLTS - REPAIR
74-00-00-800-002 MM74-00-00 ELECTRICAL SYSTEM - ELECTRICAL 11/30/2010
CONTROL UNIT INSULATION BLANKET - REPAIR
REPLACEMENT OF ISOLATORS ON IGNITION
EXCITER AND HISTORY RECORDER - REPAIR
REPLACEMENT OF GROUNDING STRAP ON
IGNITION EXCITER AND HISTORY RECORDER -
REPAIR
74-00-00-800-005 MM74-00-00 ELECTRICAL SYSTEM - PAINTING 11/30/2010
OF IGNITION EXCITER - REPAIR
REPLACEMENT OF TEFLON CHAFING SLEEVE ON
ELECTRICAL CABLES - REPAIR
REPLACEMENT OF GREEN ELECTRICAL CABLE E-3
CONNECTOR BRACKET - REPAIR
REPLACEMENT OF CLAMPS ON THERMOCOUPLE
ASSEMBLY - REPAIR
REPLACEMENT OF SPRING RETAINER LOCK,
SPRING RETAINER, HELICAL SENSOR SPRING,
AND COVER FROM TORQUE AND OVERSPEED
SENSOR AND NP SENSOR - REPAIR
REPLACEMENT OF ELECTRICAL CABLE CLIP -
REPAIR
REPLACEMENT OF SELF-LOCKING NUT - REPAIR
75-00-00-000 MM75-00-00 AIR SYSTEM - DESCRIPTION AND 06/15/2013
OPERATION
75-00-00-400 MM75-00-00 AIR SYSTEM - REMOVAL AND 09/30/2014
INSTALLATION
75-00-00-500 MM75-00-00 AIR SYSTEM - TEST 10/15/2013
75-00-00-600 MM75-00-00 AIR SYSTEM - INSPECTION 07/15/2013
75-00-00-700 MM75-00-00 AIR SYSTEM - CLEANING 11/30/2010
75-00-00-800-001 MM75-00-00 AIR SYSTEM - INSPECTION, 11/30/2010

CLEANING, AND LUBRICATION OF PISTON BORES
IN ANTI-ICING BLEED AND START VALVE -
REPAIR
75-00-00-800-002 MM75-00-00 AIR SYSTEM - REPLACEMENT OF 06/15/2013
CAPTIVE BOLT - REPAIR
ANTI-ICING SEAL HOUSING, PRIMARY COUPLING
HOUSING, AND SEAL RETAINER SEALS - REPAIR
SENSING TUBE CLIP - REPAIR
ANCHOR NUTS FROM ANTI-ICING VALVE AFT
BRACKET - REPAIR
79-00-00-000 MM79-00-00 OIL SYSTEM - DESCRIPTION AND 09/30/2014
OPERATION
79-00-00-400 MM79-00-00 OIL SYSTEM - REMOVAL AND 09/30/2014
INSTALLATION
79-00-00-500 MM79-00-00 OIL SYSTEM - TEST 07/15/2013
79-00-00-600 MM79-00-00 OIL SYSTEM - INSPECTION 09/30/2014
79-00-00-700 MM79-00-00 OIL SYSTEM - CLEANING 09/30/2014
79-00-00-800-001 MM79-00-00 OIL SYSTEM - REPLACEMENT OF 07/15/2013
CAPTIVE BOLT - REPAIR
ADAPTER GASKET ON OIL MANIFOLD ASSEMBLY -
REPAIR
OIL LEVEL INDICATOR COMPONENTS - REPAIR

MM05-00-00
AIRWORTHINESS LIMITATIONS
* * * FOR ALL
TASK 05-00-00-880-801
A. The Airworthiness Limitations section is FAA approved and specifies
maintenance required under paragraphs 43.16 and 91.403 of the Federal Aviation
Regulations unless an alternative program has been FAA approved.
B. For maintenance practices applicable to Airworthiness Limitations of Engine
Rotating Parts and certain Static Structures, see the following:
(1) For CT7-2A engines, refer to 05-11-00, SERVICE LIFE LIMITS 001.
(2) For CT7-2D engines, refer to 05-11-00, SERVICE LIFE LIMITS 002.
(3) For CT7-2D1 engines, refer to 05-11-00, SERVICE LIFE LIMITS 003.
(4) For CT7-2E1 engines, refer to 05-11-00, SERVICE LIFE LIMITS 004.
C. For maintenance practices applicable to Airworthiness Limitations, see the
following:
(1) For CT7-2A, CT7-2D, and CT7-2D1 engines, refer to 05-21-00, CT7 TURBOSHAFT
ENGINE MAINTENANCE PROGRAM 001 and Service Bulletin 72-0001 (Latest
Revision), ENGINE - Recommended Maximum Time Between Inspection and
Maintenance.
(2) For CT7-2E1 engines, refer to 05-21-00, CT7 TURBOSHAFT ENGINE MAINTENANCE
PROGRAM 002.
2. Inspection Intervals.
Refer to 72-00-00, INSPECTION for ON-CONDITION MAINTENANCE.

MM05-11-00, SERVICE LIFE LIMITS 001, CONFIG 2A
SERVICE LIFE LIMITS FOR ENGINE ROTATING PARTS
* * * FOR CT7-2A
TASK 05-11-00-200-806
A. The FAA has approved service life limit cycles for engine rotating parts
installed in CT7-2A GE Aircraft Engines.
B. This section identifies rotating engine parts that are life-limited,
establishes cycle life limits for those parts, and provides sample calculation
procedures for determining cycle counts.
CAUTION: CERTAIN GENERAL ELECTRIC PARTS ARE LIFE-LIMITED LOW CYCLE FATIGUE (LCF)
PARTS BASED ON THE SPECIFIC APPLICATION WHICH THE PART IS INTENDED.
DIFFERENT LIFE LIMITS HAVE BEEN ESTABLISHED FOR IDENTICAL GENERAL ELECTRIC
LCF PARTS FOR DIFFERENT APPLICATIONS (FOR EXAMPLE, MILITARY VERSUS
COMMERCIAL USAGE). ACCORDINGLY, THE FOLLOWING PRECAUTIONS AND GUIDELINES
MUST BE OBSERVED:
• USED LCF PARTS MUST NOT BE REUSED UNLESS THE HISTORY OF THAT PART IS KNOWN
AND BOTH ITS PRIOR APPLICATION AND PROPOSED APPLICATION ARE COVERED IN THIS
CHAPTER. THIS CHAPTER CONTAINS INFORMATION FOR DETERMINING THE RESIDUAL
CYCLE LIFE.
• IF THE HISTORY OF THE USED LCF PART IS UNKNOWN, THE PART MUST NOT BE
REUSED.
• IF THE HISTORY OF THE USED LCF PART IS KNOWN BUT EITHER THE PRIOR
APPLICATION OR PROPOSED APPLICATION IS NOT COVERED IN THIS CHAPTER, GENERAL
ELECTRIC AIRCRAFT ENGINES (GEAE) PRODUCT SUPPORT ENGINEERING MUST BE
CONSULTED PRIOR TO ITS REUSE.
• FAA CERTIFIED ENGINES IN MILITARY SERVICE MAY NOT HAVE BEEN OPERATED OR
MAINTAINED IN ACCORDANCE WITH THE TYPE DESIGN CERTIFICATION BASIS AND IN
GENERAL IN ACCORDANCE WITH FEDERAL AVIATION REGULATIONS (TITLE 14 CFR ET
SEQ.). THEREFORE, CT7 ENGINES OR PARTS IN MILITARY SERVICE MAY NOT BE USED
THEREAFTER IN COMMERCIAL SERVICE WITHOUT PRIOR APPROVAL, UNLESS THE ENGINES
OR PARTS WERE OPERATED AND MAINTAINED IN ACCORDANCE WITH TITLE 14 CFR ET
SEQ. CONTACT FAA TO FACILITATE THAT APPROVAL.
C. This section defines a start event, a full cycle event, a partial cycle and a
dry cycle event for the purpose of establishing life limits for rotating
parts. This definition does not cover RHL (repetitive heavy lift) operations.
D. Cycles are to be calculated in accordance with paragraph 2. Cycles accumulated
will be compared to the life limits. No part will be allowed to remain in
service beyond its life limit.
E. Life-limited parts must be removed from service no later than the cycle limits
for each part as established in this section.
F. Material to replace life-limited parts may be obtained from GE Aircraft
Engines or from any authorized CT7 engine overhaul facility. Purchase orders
to the factory should be sent to:
GE Aircraft Engines 1000 Western Avenue Lynn, Massachusetts 01910 USA
Attn: T700/CT7 Spare Parts Sales Manager Mail Zone 24020
NOTICE
APPROVAL OF VENDOR REWORK SOURCES FOR LIFE-LIMITED PARTS
The establishment by the General Electric Company of life limits for reworked CT7
turboshaft engine parts is based, among other things, on the assumption that the
rework is accomplished strictly in accordance with the General Electric rework
procedures by qualified rework sources. This fact, together with the need to
maintain a high degree of engine reliability, makes it necessary that the rework
source capability be confirmed by General Electric. Rework source approval may be
obtained by submitting the rework source along with the following documentation to
the General Electric Company:
• Confirmation that all operations will be performed in the exact manner and
sequence as specified in this Chapter.
• Confirmation of accuracy of equipment to be used in the rework.
• Confirmation of quality control procedures to be used.
• Detailed operation sheets for process control.
• Sample reworked part for General Electric inspection and testing.
Any capability confirmation received from the General Electric Company does not
relieve the rework source in any way from complete responsibility for the rework
accomplished. Rework tooling, processes, and sources contained in this Chapter
have been approved by the General Electric Company. Any changes thereto must be
requested and approved in writing before reworked parts may be installed in CT7
turboshaft engines.
Correspondence should be directed to:
General Electric Company 1000 Western Ave Lynn, Massachusetts 01910 USA
Attn: Manager, Repair Engineering Mail Zone 32SG1
2. Definitions.
A. A start event is defined as an engine-operating sequence involving an engine
start, acceleration to idle speed, and an acceleration of the power turbine to
at least 80% Np.
B. A full cycle event is defined as an engine-operating sequence involving engine
start, acceleration to a gas generator speed (Ng) of at least 93%, and
shutdown. See Figure 1.
C. A partial cycle event is defined as an engine-operating sequence involving a
power level transient from above 93% gas generator speed (Ng) to a power level
less than 85% gas generator speed (Ng), and a return to a power level above
93% gas generator speed. See Figure 2.
D. A dry cycle event is defined as an engine-operating sequence involving engine
start, acceleration to gas generator speed (Ng) to a maximum of 89%, and
shutdown.
E. The cycle life is calculated by adding all start events, full cycle events,
partial cycles and dry cycle events as follows:
(1) Cycles Since New = Full Cycle Events + K1 (Start Events - Full Cycle Events
- Dry Cycle Events) + K2 (Partial Cycles) + K3 (Dry Cycle Events).
(2) K1, K2, and K3 are weighting factors which express the cycle severity
experienced during start events, partial cycle transient operation and dry
cycle events.
(3) Example of cycle life calculations are given in paragraph 5 of this
section.

* * * FOR CT7-2A
Figure 1 One Full Cycle (History Recorder Will Increase One LCF1 Count
and One LCF2 Count)

* * * FOR CT7-2A
Figure 2 One Full Cycle With Two Partial Cycles (History Recorder Will
Increase One LCF1 Count and Three LCF2 Counts)
3. Affected Parts.
A. Refer to the following Chapter/Section for engine parts that are Life-Limited:
• Compressor rotor parts (5-11-02)
• Gas generator turbine rotor parts (5-11-03)
• Power turbine rotor and power turbine drive shaft parts (5-11-04)
• Particle separator blower parts (5-11-05)
B. The cycle life limits with start event, partial cycle, and dry cycle event
multiplying factors (K factors) for each part are provided by part number in
Chapter/Section 5-11-02, 5-11-03, 5-11-04, and 5-11-05.
4. Recording Cycles.
CAUTION: NO PART WILL BE ALLOWED TO REMAIN IN SERVICE BEYOND THE ESTABLISHED CYCLE
LIFE LIMITS.
A. The operator is responsible for maintaining an accurate record of full and
partial cycles, start events, and dry cycle events experienced during
operation and for monitoring part status to ensure that none of the listed
parts exceed the established cycle life limits.
B. The engine is provided with a history recorder (see Sections 72-00-00 and 74-
00-00 for description) which displays counts on LCF1 and LCF2 indicators.
C. LCF1 counts can be used to determine full cycle events. LCF2 counts in excess
of LCF1 counts can be used to determine partial cycles. However, the operator
must include additional counts determined manually for any period that the
history recorder is inoperative.
D. Start events must be counted manually or by optional method below, and will
never be less than LCF1 counts.
(1) Optional Method. Start events may be estimated using a ratio factor applied
to the LCF1 counts. Statistical studies of a large fleet have shown greater

accuracy when start events were determined by multiplying the LCF1 counts
by an appropriate ratio factor than when determined from actual manual
counts.
(2) This ratio factor can be established by each operator based upon sample
data and periods representative of all missions and OAT conditions, for
which accurate manual counts are obtained and compared to the LCF1 counts
(full cycles) accumulated.
Example: If a ratio of 1.25 is established as appropriate by an operator,
then start events = 1.25 X LCF1 or 125 start events would be estimated for
every 100 LCF1 counts.
(3) Operators should contact the following address for instructions and
assistance in establishing this ratio factor:
GE Aircraft Engines 1000 Western Avenue Lynn, MA 01910 USA
Attention: Manager, CT7 Turboshaft Customer Support Mail Zone: 240B7
Telephone: (781) 594-7666 Rapifax: (781) 594-1514
E. The operator is responsible for maintaining an accurate record of cumulative
counts for each rotating part in order to monitor part status.
F. The engine logbook provides forms for recording engine cycle history.
G. The operator is responsible for appropriate engine logbook entries being made
to reflect changes in parts.
5. Sample Calculations.
A. Chapter/Section 5-11-02, 5-11-03, 5-11-04, and 5-11-05 provide cycle limits
and cycle multipliers (K factors) which must be used to establish the
continued serviceability of parts. Refer to the following examples:
B. Examples:
Example 1
OBJECTIVE: To determine remaining cycles on the gas generator stage 1 turbine
disk PN 6064T06P01.
Start Events = 2,021
Full Cycle Events = 1,555
Partial Cycles = 3,158
Dry Cycles = 186
K1 from 5-11-03, para 3 = 0.8
K2 from 5-11-03, para 3 = 0.2
K3 from 5-11-03, para 3 = 0.5
Cycle Since New = Full Cycle Events + K1 (Start Events - Full Cycle Events -
Dry Cycle Events) + K2 (Partial Cycles) + K3 (Dry Cycle Events)
Cycles Since New = 1,555 + 0.8 (2,021 - 1,555-186) + 0.2 (3,158) + 0.5 (186)
Cycles = 1,555 + 224.0 + 631.6 + 93
Cycles = 2,503.6

Cycle life limits from 5-11-03, para 3 = 6,100 cycles. Remaining stage 1
turbine disk life = 6,100 - 2,503.6 = 3,596.4 cycles. Approximately 41% of the
disk's life has been used.
Example 2
OBJECTIVE: To determine remaining cycles on the compressor rotor stage 1 blade
disk PN 6032T26G08.

Dry Cycles = 332
K1 from 5-11-02, para 2 = 0.3
K2 from 5-11-02, para 2 = 0.0
K3 from 5-11-02, para 2 = 0.3
Cycles Since New = Full Cycle Events + K1 (Start Events - Full Cycle Events -
Dry Cycle Events) + K2 (Partial Cycles) + K3 (Dry Cycle Events)
Cycles Since New = 2,555 + 0.3 (3,194 - 2,555 - 332) + 0.0 (7,158) + 0.3 (332)
Cycles = 2,555 + 92.1 + 0 + 99.6
Cycles = 2,746.7
blade disk life = 15,000 - 2,746.7 = 12,253.3 cycles. Approximately 18% of the
blade disk's life has been used.
6. Material Requirements.
If there are no serviceable spare parts (that is, parts having remaining service
life in replacement), the operator may purchase new parts from GE Aircraft Engines
or any authorized CT7 overhaul facility. Part numbers and names are as shown in

MM05-11-00, SERVICE LIFE LIMITS 002, CONFIG 2D
* * * FOR CT7-2D
TASK 05-11-00-200-807
installed in CT7-2D GE Aircraft Engines.
MUST BE OBSERVED:
CYCLE LIFE.
REUSED.
C. This section defines a start event, a full cycle event and a partial cycle for
the purpose of establishing life limits for rotating parts. This definition
does not cover RHL (repetitive heavy lift) operations.
NOTICE
turboshaft engines.
2. Definitions.
at least 80% Np.
D. The cycle life is calculated by adding all start events, full cycle events and
partial cycles as follows:
(1) Cycles Since New = Full Cycle Events + K1 (Start Events - Full Cycle
Events) + K2 (Partial Cycles).
(2) K1 and K2 are weighting factors which express the cycle severity
experienced during start events and partial cycle transient operation.
section.

* * * FOR CT7-2D
and One LCF2 Count)

* * * FOR CT7-2D
3. Affected Parts.
B. The cycle life limits with start event and partial cycle multiplying factors
(K factors) for each part are provided by part number in Chapter/Section 5-11-
02, 5-11-03, 5-11-04, and 5-11-05.
LIFE LIMITS.
partial cycles and start events experienced during operation and for
monitoring part status to ensure that none of the listed parts exceed the
established cycle life limits.

counts.
B. Examples:
Example 1
disk PN 6053T18P03.
Start Events = 189
Full Cycle Events = 145
Partial Cycles = 479
K1 from 5-11-03, para 2 = 0.8
K2 from 5-11-03, para 2 = 0.2
Cycle Since New = Full Cycle Events + K1 (Start Events - Full Cycle Events) +
K2 (Partial Cycles)
Cycles Since New = 145 + 0.8 (189 - 145) + 0.2 (479)
Cycles = 145 + 35.2 + 95.8
Cycles = 276
turbine disk life = 1,800 - 276 = 1,524 cycles. Approximately 15% of the

Example 2
disk, PN 6043T56G01.

K1 from 5-11-02, para 2 = 0.3
K2 from 5-11-02, para 2 = 0.0
Cycles Since New = Full Cycle Events + K1 (Start Events - Full Cycle Events) +
K2 (Partial Cycles)
Cycles Since New = 2,555 + 0.3 (3,322 - 2,555) + 0.0 (6,578)
Cycles = 2,555 + 230 + 0
Cycles = 2,785
blade disk life = 10,000 - 2,785 = 7,215 cycles. Approximately 28% of the
blade disk's life has been used.

MM05-11-00, SERVICE LIFE LIMITS 003, CONFIG 2D1
* * * FOR CT7-2D1
TASK 05-11-00-200-808
installed in CT7-2D1 GE Aircraft Engines.
MUST BE OBSERVED:
CYCLE LIFE.
REUSED.
C. This section defines a start event, a full cycle event and a partial cycle for
the purpose of establishing life limits for rotating parts. This definition
does not cover RHL (repetitive heavy lift) operations.
NOTICE
turboshaft engines.
2. Definitions.
at least 80% Np.
D. The cycle life is calculated by adding all start events, full cycle events and
partial cycles as follows:
(1) Cycles Since New = Full Cycle Events + K1 (Start Events - Full Cycle
Events) + K2 (Partial Cycles).
(2) K1 and K2 are weighting factors which express the cycle severity
experienced during start events and partial cycle transient operation.
section.

* * * FOR CT7-2D1
and One LCF2 Count)

* * * FOR CT7-2D1
3. Affected Parts.
B. The cycle life limits with start event and partial cycle multiplying factors
(K factors) for each part are provided by part number in Chapter/Section 5-11-
02, 5-11-03, 5-11-04, and 5-11-05.
LIFE LIMITS.
partial cycles and start events experienced during operation and for
monitoring part status to ensure that none of the listed parts exceed the
established cycle life limits.

counts.
B. Examples:
Example 1
disk PN 6064T06P01.
Start Events = 189
Full Cycle Events = 145
Partial Cycles = 479
K1 from 5-11-03, para 2 = 1.0
K2 from 5-11-03, para 2 = 0.01
K2 (Partial Cycles)
Cycles Since New = 145 + 1.0 (189 - 145) + 0.01 (479)
Cycles = 145 + 44 + 4.8
Cycles = 193.8
turbine disk life = 10,000 - 193.8 = 9,806.2 cycles. Approximately 1.9% of the

Example 2
disk, PN 6043T56G02.
K1 from 5-11-02, para 2 = 0.4
K2 from 5-11-02, para 2 = 0.0
K2 (Partial Cycles)
Cycles Since New = 2,555 + 0.4 (3,322 - 2,555) + 0.0 (6,578)
Cycles = 2,555 + 306.8 + 0
Cycles = 2,861.8
blade disk life = 10,000 - 2,861.8 = 7,138.2 cycles. Approximately 28.6% of
the blade disk's life has been used.

MM05-11-00, SERVICE LIFE LIMITS 004, CONFIG 2E1
SERVICE LIFE LIMITS FOR ENGINE ROTATING PARTS AND STATIC STRUCTURE PARTS
* * * FOR CT7-2E1
TASK 05-11-00-200-809
A. The FAA has approved service life limit cycles for engine rotating parts and
certain static structure parts installed in CT7-2E1 GE Aircraft Engines.
B. This section identifies rotating engine parts and certain static structure
parts that are life-limited, establishes cycle life limits for those parts,
and provides sample calculation procedures for determining cycle counts.
PARTS BASED ON THE SPECIFIC APPLICATION THAT THE PART IS INTENDED.
MUST BE OBSERVED:
CYCLE LIFE.
REUSED.
C. This section defines cycle event for the purpose of establishing life limits
for rotating parts and static structure parts.
NOTICE

turboshaft engines.
2. Definitions.
A. A flight cycle event is defined as an engine-operating sequence involving
engine start, at least one flight, and shutdown.
Examples:
(1) An aircraft starts its engines, takes off, lands, and shuts off both
engines. Both engines have accumulated one (1) cycle.
(2) An aircraft starts its engines, takes off, lands, and shuts off engine No.
1 and leaves engine No. 2 running. It starts engine No. 1 again, takes off,
lands, and shuts down both engines.
• Two cycles have accumulated on engine No. 1.
• One cycle has accumulated on engine No. 2.
The engines have not accumulated a cycle when an aircraft starts its
engines and taxis to a maintenance area.
B. OEI (One Engine Inoperative) Event.
An OEI event could occur if one engine experiences a malfunction. The EECU
will let the second engine, or third if applicable, exceed its normal
operating limits when in an OEI situation. This logic includes detection of an
engine failure or low power condition and the activation of one of three
elevated limiters, based on pilot input and engine operating conditions.
Although additional power is available, it could not be used by the pilot. A
review of HUMS data and the TGT overtemperature chart is necessary to
determine if it was not used.
C. In addition to the flight cycle count as specified in paragraph 2.A., an OEI
event will add four additional full cycle counts to the compressor rotor, gas
generator turbine rotor, and power turbine rotor parts. An OEI event (addition
of four cycle counts) will be counted if the engine uses the 30 second OEI
operating range during a flight.
Examples:
(1) The engine control detects a need for the OEI schedule and makes the
additional power available. Review of HUMS data shows that the additional
power was used (there were temperature excursions into the 30 seconds OEI
range). This will be counted as four additional cycles.
(2) The engine control detects a need for the OEI schedule and makes the
additional power available. Review of HUMS data shows that the additional
power was not used (no excursions into the 30 seconds OEI range). There
will be no additional cycles counted.
CAUTION: IT IS NOT PERMITTED THAT A PART REMAINS IN SERVICE BEYOND THE ESTABLISHED
CYCLE LIFE LIMITS.
A. The operator is responsible for maintaining an accurate record of events
experienced during operation and for monitoring part status to make sure that
none of the listed parts exceed the established cycle life limits.
B. The engine logbook gives forms for recording engine cycle history.
C. The operator is responsible for maintaining an accurate record of cumulative
D. The engine logbook gives forms for recording engine cycle history.
E. The operator is responsible for appropriate engine logbook entries being made

COMPRESSOR ROTOR PARTS - SERVICE LIFE LIMITS
* * * FOR CT7-2A
TASK 05-11-02-200-804
This section contains the FAA approved service life limits for the compressor
rotor parts. The service life limit is determined by the total number of flight
cycles. Refer to 5-11-00, SERVICE LIFE LIMITS 001, paragraph 2, for the definition
and calculation of cycle count. The operator is responsible to make sure that the
cycle-limited parts are not used beyond their cycle limit.
2. Service Life Limits for Compressor Rotor Parts.
Refer to Figure 1.
Figure *Weighting
Item Factors Life Limits (Cycles
Number Nomenclature Part Number K1 K2 K3 Since New)
1 Stage 1 Blade 6032T26G08 0.3 0.0 0.3 15,000
Disk 6032T26G09 0.3 0.0 0.3 15,000
4923T37G22 0.3 0.0 0.3 15,000
4923T37G23 0.3 0.0 0.3 15,000
2 Spacer Ring 4045T08P01 0.3 0.0 0.3 15,000
5066T79P01 0.3 0.0 0.3 15,000
3 Stage 2 Blade 6032T27P07 0.3 0.0 0.3 15,000
Disk 6032T27P08 0.3 0.0 0.3 15,000
4923T38P12 0.3 0.0 0.3 15,000
4923T38P13 0.3 0.0 0.3 15,000
4 Stages 3 and 4 6038T08P03 0.3 0.0 0.3 15,000
Blades Disk 6038T08P04 0.3 0.0 0.3 15,000
4923T39P14 0.3 0.0 0.3 15,000
4923T39P15 0.3 0.0 0.3 15,000
5 Stage 5 Blade 6038T09P03 0.3 0.0 0.3 15,000
Disk 6038T09P04 0.3 0.0 0.3 15,000
4923T40P10 0.3 0.0 0.3 15,000
4923T40P11 0.3 0.0 0.3 15,000
6 Centrifugal 6038T74P01 0.95 0.05 0.95 7,960
Impeller 6055T59P01 0.75 0.25 0.75 5,000
4923T41P02 0.95 0.05 0.95 7,960
4923T41P03 0.75 0.25 0.75 5,000
7 Tie Rod 5043T04P02 0.3 0.0 0.3 15,000
8 Rear Shaft 6035T83P01 0.3 0.0 0.3 15,000
9 Turbine Shaft 6035T88P03 0.3 0.0 0.3 15,000
6035T88P04 0.3 0.0 0.3 15,000
6035T88P07 0.3 0.0 0.3 15,000
*K1 = Weighting Factor for Start Events minus Full Cycle and Dry Cycle Events
*K2 = Weighting Factor for Partial Cycles
*K3 = Weighting Factor for Dry Cycle Events

* * * FOR CT7-2A
Figure 1 Compressor Rotor Parts - Service Life Limits

* * * FOR CT7-2D
TASK 05-11-02-200-805
Refer to Figure 1.
Figure *Weighting
Number Nomenclature Part Number K1 K2 Since New)
1 Stage 1 Blade Disk 6043T56G01 0.3 0.0 10,000
6043T56G02 0.3 0.0 10,000
4923T37G24 0.3 0.0 10,000
4923T37G25 0.3 0.0 10,000
2 Spacer Ring 4045T08P01 0.3 0.0 10,000
5066T79P01 0.3 0.0 10,000
3 Stage 2 Blade Disk 6032T27P07 0.3 0.0 10,000
6032T27P08 0.3 0.0 10,000
4923T38P12 0.3 0.0 10,000
4923T38P13 0.3 0.0 10,000
4 Stages 3 and 4 6038T08P03 0.3 0.0 10,000
Blade Disk 6038T08P04 0.3 0.0 10,000
4923T39P14 0.3 0.0 10,000
4923T39P15 0.3 0.0 10,000
6038T09P04 0.3 0.0 10,000
4923T40P10 0.3 0.0 10,000
4923T40P11 0.3 0.0 10,000
6 Centrifugal 6038T74P01 0.95 0.05 5,000
Impeller 6055T59P01 0.75 0.25 5,000
6055T59P03 0.75 0.25 5,000
4923T41P02 0.95 0.05 5,000
4923T41P03 0.75 0.25 5,000
4923T41P09 0.75 0.25 5,000
7 Tie Rod 5043T04P02 0.3 0.0 10,000
8 Rear Shaft 6035T83P01 0.3 0.0 10,000
6080T48P01 0.3 0.0 10,000
9 Turbine Shaft 6035T88P04 0.3 0.0 10,000
6035T88P07 0.3 0.0 10,000
6068T44P01 0.3 0.0 10,000
6068T44P02 0.3 0.0 10,000
*K1 = Weighting Factor for Start Events minus Full Cycle Events


* * * FOR CT7-2D
Figure 1 Compressor Rotor Parts (Typical) - Service Life Limits

* * * FOR CT7-2D1
TASK 05-11-02-200-806
Refer to Figure 1.
Figure *Weighting
Number Nomenclature Part Number K1 K2 Since New)
1 Stage 1 Blade Disk 6043T56G02 0.4 0.0 10,000
4923T37G25 0.4 0.0 10,000
2 Spacer Ring 4045T08P01 0.4 0.0 10,000
5066T79P01 0.4 0.0 10,000
4923T38P13 0.4 0.0 10,000
4 Stages 3 and 4 6038T08P04 0.4 0.0 10,000
Blade Disk 4923T39P15 0.4 0.0 10,000
4923T40P11 0.4 0.0 10,000
6 Centrifugal 6055T59P03 0.9 0.2 5,000
Impeller 4923T41P09 0.9 0.2 5,000
7 Tie Rod 5043T04P02 1.0 0.0 10,000
8 Rear Shaft 6035T83P03 1.0 0.0 10,000
6080T48P01 1.0 0.0 10,000
9 Turbine Shaft 6035T88P05 1.0 0.0 10,000
6035T88P07 1.0 0.0 10,000
6068T44P01 1.0 0.0 10,000
6068T44P02 1.0 0.0 10,000

* * * FOR CT7-2D1

* * * FOR CT7-2E1
TASK 05-11-02-200-807
rotor parts. The remaining service life (in cycles) is to be determined by
subtracting the total accumulated flight cycles from the life cycles stated for
each part listed in paragraph 2. Refer to 05-11-00, SERVICE LIFE LIMITS 004 for
the definition and calculation of cycle count. The operator is responsible to be
sure that the cycle limited parts are not used beyond their cycle limit.
Refer to Figure 1.
These life limits have been established assuming CT7-2E1 mission profiles
representative of an AW189 Helicopter Application and an aircraft transmission
limit of 355.5 lb-ft for All Engine Operation.
Figure
Item Life Limits (Cycles Since
Number Nomenclature Part Number New)
1 Stage 1 Blade Disk 6043T56G02 15,000
2 Ring, Spacer 5066T79P01 15,000
3 Stage 2 Blade Disk 6032T27P08 7,500
4 Stages 3 and 4 Blade Disk 6038T08P04 15,000
5 Stage 5 Blade Disk 6038T09P04 7,500
6 Centrifugal Impeller 6055T59P03 3,000
7 Tie Rod 5043T04P02 15,000
8 Rear Shaft 6080T48P01 15,000
9 Turbine Shaft 6068T44P02 15,000
6068T44P04 15,000

* * * FOR CT7-2E1

GAS GENERATOR TURBINE ROTOR PARTS - SERVICE LIFE LIMITS
* * * FOR CT7-2A
TASK 05-11-03-200-804
This section contains the FAA approved service life limits for the gas generator
turbine rotor parts. The service life limit is determined by the total number of
flight cycles. Refer to 5-11-00, SERVICE LIFE LIMITS 001, paragraph 2, for the
definition and calculation of cycle count. The operator is responsible to make
sure that the cycle-limited parts are not used beyond their cycle limit.
2. Service Life Limits for Wide Bore Gas Generator Turbine Rotor Parts.
Refer to Figure 1.
Figure *Weighting
1 Stage 1 Turbine 6039T53P04 0.8 0.02 0.5 12,300
Forward Cooling 6039T53P06 0.8 0.02 0.5 12,300
Plate 6039T53P07 0.8 0.02 0.5 12,300
6064T81P01 0.8 0.02 0.5 12,300
2 Stage 1 Turbine 6039T50P04 0.8 0.02 0.5 15,000
Rear Cooling 6039T50P06 0.8 0.02 0.5 15,000
Plate 6039T50P07 0.8 0.02 0.5 15,000
6064T82P01 0.8 0.02 0.5 15,000
3 Stage 2 Turbine 6039T52P03 0.8 0.02 0.5 15,000
Plate 6039T52P06 0.8 0.02 0.5 15,000
6064T83P01 0.8 0.02 0.5 15,000
4 Stage 2 Turbine 6039T51P03 0.8 0.02 0.5 6,200
Rear Cooling 6064T84P01 0.8 0.02 0.5 6,200
Plate
5 Stage 1 Turbine 6043T62P02 0.8 0.02 0.5 2,000
Disk 6064T85P01 0.8 0.02 0.5 2,000
6064T85P02 0.8 0.02 0.5 2,000
6 Stage 2 Turbine 6043T63P01 0.8 0.02 0.5 2,000
Disk 6064T86P01 0.8 0.02 0.5 2,000
6064T86P02 0.8 0.02 0.5 2,000
3. Service Life Limits for Low-Stress Gas Generator Turbine Rotor Parts.
Refer to Figure 1.
Figure *Weighting
1 Stage 1 Turbine 6044T88P02 0.8 0.2 0.5 2,000
Plate 5056T79P05 0.8 0.2 0.5 6,100

6064T08P01 0.8 0.2 0.5 6,100
6064T08P04 0.8 0.2 0.5 6,100
2 Stage 1 Turbine 6044T92P03 0.8 0.2 0.5 2,000
Rear Cooling 5056T80P01 0.8 0.2 0.5 6,100
Plate 5056T80P02 0.8 0.2 0.5 6,100
6064T09P01 0.8 0.2 0.5 6,100
3 Stage 2 Turbine 6055T25P01 0.8 0.2 0.5 2,000
Plate 5056T81P03 0.8 0.2 0.5 6,100
6064T10P01 0.8 0.2 0.5 6,100
4 Stage 2 Turbine 6055T24P01 0.8 0.2 0.5 2,000
Rear Cooling 5056T82P02 0.8 0.2 0.5 6,100
Plate 5056T82P03 0.8 0.2 0.5 6,100
6064T07P01 0.8 0.2 0.5 6,100
6064T07P02 0.8 0.2 0.5 6,100
6064T07P05 0.8 0.2 0.5 6,100
6064T07P07 0.8 0.2 0.5 4,300
5 Stage 1 Turbine 6053T18P03 0.8 0.2 0.5 2,000
Disk 5056T77P01 0.8 0.2 0.5 6,100
5056T77P02 0.8 0.2 0.5 6,100
6064T06P01 0.8 0.2 0.5 6,100
6064T06P03 0.8 0.2 0.5 6,100
6 Stage 2 Turbine 6053T19P04 0.8 0.2 0.5 2,000
Disk 5056T78P01 0.8 0.2 0.5 6,100
5056T78P02 0.8 0.2 0.5 6,100
6064T12P01 0.8 0.2 0.5 6,100
6064T12P03 0.8 0.2 0.5 6,100

* * * FOR CT7-2A
Figure 1 Gas Generator Turbine Rotor Parts (Typical) - Service Life

Limits

* * * FOR CT7-2D
TASK 05-11-03-200-805
2. Service Life Limits for Gas Generator Turbine Rotor Parts.
Refer to Figure 1.
Life
Limits
Figure *Weighting (Cycles
Item Factors Since
Number Nomenclature Part Number K1 K2 New)
1 Stage 1 Turbine Forward 6044T88P03 0.8 0.2 1,800
Cooling Plate 5056T79P02 0.8 0.2 6,100
5056T79P05 0.8 0.2 6,100
6064T08P01 0.8 0.2 6,100
6064T08P04 0.8 0.2 5,500
2 Stage 1 Turbine Rear 6044T92P03 0.8 0.2 1,800
Cooling Plate 5056T80P01 0.8 0.2 6,100
Deleted -- -- --
6064T09P01 0.8 0.2 6,100
Cooling Plate 5056T81P02 0.8 0.2 6,100
Deleted -- -- --
6064T10P01 0.8 0.2 6,100
Cooling Plate 5056T82P02 0.8 0.2 6,100
Deleted -- -- --
6064T07P01 0.8 0.2 6,100
6064T07P02 0.8 0.2 6,100
6064T07P05 0.8 0.2 6,100
6064T07P07 0.8 0.2 3,900
5 Stage 1 Turbine Disk 6053T18P03 0.8 0.2 1,800
5056T77P01 0.8 0.2 6,100
5056T77P02 0.8 0.2 6,100
6064T06P01 0.8 0.2 6,100
6064T06P03 0.8 0.2 6,100
5056T78P01 0.8 0.2 6,100
5056T78P02 0.8 0.2 6,100
6064T12P01 0.8 0.2 6,100
6064T12P03 0.8 0.2 6,100


* * * FOR CT7-2D

Limits

* * * FOR CT7-2D1
TASK 05-11-03-200-806
Refer to Figure 1.
Life
Limits
Item Factors Since
Cooling Plate 6064T08P04 1.0 0.01 6,300
Cooling Plate
Cooling Plate
Cooling Plate 6064T07P05 1.0 0.01 10,000
6064T07P07 1.0 0.01 3,500
6064T06P03 1.0 0.01 10,000
6064T12P03 1.0 0.01 10,000

* * * FOR CT7-2D1

Limits

* * * FOR CT7-2E1
TASK 05-11-03-200-807
turbine rotor parts. The remaining service life (in cycles) is to be determined by
subtracting the accumulated total flight cycles from the life limit cycles stated
for each part listed in paragraph 2. Refer to 05-11-00, SERVICE LIFE LIMITS 004
for the definition and calculation of cycle count. The operator is responsible to
be sure that the cycle limited parts are not used beyond their cycle limit.
Refer to Figure 1.
Figure
1 Stage 1 Turbine Forward 4185T23P01 7,500
Cooling Plate
2 Stage 1 Turbine Aft 4185T24P01 7,500
Cooling Plate
3 Stage 2 Turbine Forward 4106T80P03 7,500
Cooling Plate
4 Stage 2 Turbine Aft 5166T27P01 6,100
Cooling Plate
5 Stage 1 Turbine Disk 4185T13P01 7,500

* * * FOR CT7-2E1

Limits

POWER TURBINE ROTOR AND POWER TURBINE DRIVE SHAFT PARTS - SERVICE LIFE LIMITS
* * * FOR CT7-2A
TASK 05-11-04-200-804
This section contains the FAA approved service life limits for the power turbine
rotor and power turbine drive shaft parts. The service life limits are determined
by the total number of flight cycles. Refer to 5-11-00, SERVICE LIFE LIMITS 001,
paragraph 2, for the definition and calculation of cycle count. The operator is
responsible for ensuring that the cycle-limited parts are not used beyond their
cycle limit.
2. Service Life Limits for Power Turbine Rotor and Power Turbine Drive Shaft Parts.
Refer to Figure 1.
Life
Limits
Figure (Cycles
Item *Weighting Factors Since
Number Nomenclature Part Number K1 K2 K3 New)
1 Drive Shaft 6043T35G01 1.0 0.0 1.0 15,000
5125T92G01 1.0 0.0 1.0 15,000
2 Stage 3 Turbine Disk 6038T32P01 1.0 0.0 1.0 10,000
6038T32P02 1.0 0.0 1.0 10,000
3 Stage 4 Turbine Disk 6038T34P02 1.0 0.0 1.0 10,000
6038T34P03 1.0 0.0 1.0 10,000
6038T34P05 1.0 0.0 1.0 10,000
6038T34P06 1.0 0.0 1.0 10,000
4 Output Shaft Deleted -- -- -- --

* * * FOR CT7-2A
Figure 1 Power Turbine Rotor and Power Turbine Drive Shaft Parts -
Service Life Limits

* * * FOR CT7-2D
TASK 05-11-04-200-805
cycle limit.
Refer to Figure 1.
Life
Limits
Item Factors Since
1 Drive Shaft 6043T35G01 1.0 0.0 10,000
5125T92G01 1.0 0.0 10,000
6038T32P02 1.0 0.0 10,000
6038T34P05 1.0 0.0 10,000
6038T34P06 1.0 0.0 10,000
4 Output Shaft Deleted -- -- --

* * * FOR CT7-2D
Service Life Limits

* * * FOR CT7-2D1
TASK 05-11-04-200-806
cycle limit.
Refer to Figure 1.
Life
Limits
Item Factors Since
1 Drive Shaft 6043T35G01 1.0 0.0 10,000
5125T92G01 1.0 0.0 10,000
6038T32P02 1.0 0.0 10,000
6038T34P06 1.0 0.0 10,000
4 Output Shaft Deleted -- -- --

* * * FOR CT7-2D1
Service Life Limits

POWER TURBINE ROTOR PARTS - SERVICE LIFE LIMITS
* * * FOR CT7-2E1
TASK 05-11-04-200-807
rotor parts. The service life limits is determined by the total number of flight
cycles. Refer to 05-11-00, SERVICE LIFE LIMITS 004, paragraph 2, for the
definition and calculation of cycle count. The operator is responsible to be sure
that the cycle-limited parts are not used beyond their cycle limit.
2. Service Life Limits for Power Turbine Rotor Parts.
Refer to Figure 1.
Figure
1 Drive Shaft Assembly 5125T92G01 15,000

POWER TURBINE ROTOR PARTS - SERVICE LIFE LIMITS
* * * FOR CT7-2E1
Figure 1 Power Turbine Rotor Parts - Service Life Limits

PARTICLE SEPARATOR BLOWER PARTS - SERVICE LIFE LIMITS
* * * FOR CT7-2A
TASK 05-11-05-200-804
This section contains the FAA approved service life limits for the particle
separator blower parts. The service life limit is determined by the total number
of flight cycles. Refer to 5-11-00, SERVICE LIFE LIMITS 001, paragraph 2, for the
2. Service Life Limits for Particle Separator Blower Parts.
Refer to Figure 1.
Life
Limits
Figure (Cycles
Item *Weighting Factors Since
Number Nomenclature Part Number K1 K2 K3 New)
1 Mixed Flow Impeller 730740 1.0 0.0 1.0 15,000

* * * FOR CT7-2A
Figure 1 Particle Separator Blower Parts - Service Life Limits

* * * FOR CT7-2D
TASK 05-11-05-200-805
Refer to Figure 1.
Life
Limits
Item Factors Since
1 Mixed Flow Impeller 730740 1.0 0.0 10,000

* * * FOR CT7-2D

* * * FOR CT7-2D1
TASK 05-11-05-200-806
Refer to Figure 1.
Life
Limits
Item Factors Since
1 Mixed Flow Impeller 730740 1.0 0.0 10,000

* * * FOR CT7-2D1

* * * FOR CT7-2E1
TASK 05-11-05-200-807
Refer to Figure 1.
Figure
Item Life Limits (Cycles
Number Nomenclature Part Number Since New)
1 Mixed Flow Impeller* 730740 3,300
*Component of Inlet Particle Separator Blower 6034T62P18

* * * FOR CT7-2E1

STATIC STRUCTURES - SERVICE LIFE LIMITS
* * * FOR CT7-2E1
TASK 05-11-06-200-802
This section contains the FAA approved service life limits for the static
structures. The remaining service life (in cycles) is to be determined by
subtracting the total accumulated flight cycles from the life cycles stated for
each part listed in paragraph 2. Refer to 05-11-00, SERVICE LIFE LIMITS 004 for
the definition and calculation of cycle count. The operator is responsible to be
sure that the cycle limited parts are not used beyond their cycle limit.
2. Service Life Limits for Static Structures Parts.
Refer to Figure 1.
Life Limits (Cycles Since
Nomenclature Part Number New)
(1) Swirl Frame 6053T29G01 2,500
(2) Diffuser Case 6071T54G08 1,000
(3) Combustor Case 6055T44G07 2,500

STATIC STRUCTURES - SERVICE LIFE LIMITS
* * * FOR CT7-2E1
Figure 1 Static Structures - Service Life Limits

MM05-15-00
ENGINE - PIECE-PARTS MANDATORY INSPECTIONS
* * * FOR ALL
TASK 05-15-00-200-801
1. General.
A. This procedure is used to identify piece-parts mandatory inspections as
follows:
(1) Specific piece-parts that require mandatory inspections must be
accomplished at each piece-part exposure (opportunity), using the
applicable Chapters referenced in Table 1 for the inspection requirements.
B. Piece-part opportunity is defined as follows:
(1) The part is considered at piece-part opportunity when it is completely
disassembled in accordance with the disassembly instructions in the GEAE
authorized Shop Manual.
(2) The part has accumulated more than 100 cycles-in-service since the last
piece-part opportunity inspection, if that part was not damaged or related
to the cause for its removal from the engine.
2. Tools, Equipment, and Materials.
None.
3. Mandatory Inspections.
A. Refer to Table 1 for the CT7-2 (All Models) engine mandatory inspection
requirements.
TABLE 1. MANDATORY INSPECTION REQUIREMENTS
Inspect Per
Part Name Shop Manual Applicable
(Part Number) Chapter Manual Chapter Plus
Stage 1 Blade Disk (all) 72-38-00, Inspection All areas (FPI,
CLASS D)* and (MPI)
***
Spacer Ring (all) 72-38-00, Inspection All areas (FPI,
CLASS D)*
CLASS D)* and (MPI)
***
Stages 3 and 4 Blade Disk (all) 72-38-00, Inspection All areas (FPI,
CLASS D)* and (MPI)
***
CLASS D)* and (MPI)
***
Centrifugal Impeller (all) 72-38-00, Inspection All areas (FPI,
CLASS D)* plus Bores
(ECI)**
Tie Rod (all) 72-38-00, Inspection All areas (MPI)***
Rear Shaft 72-38-00, Inspection All areas (FPI,
MM05-15-00
ENGINE - PIECE-PARTS MANDATORY INSPECTIONS
CLASS D)*
Turbine Shaft (all) 72-38-00, Inspection All areas (FPI,
CLASS D)*
Stage 1 Turbine Forward Cooling Plate 72-41-00, Inspection All areas (FPI,
(all) CLASS D)*
Stage 1 Turbine Aft Cooling Plate (all) 72-41-00, Inspection All areas (FPI,
CLASS D)*
Stage 2 Turbine Forward Cooling Plate 72-41-00, Inspection All areas (FPI,
(all) CLASS D)*
Stage 2 Turbine Aft Cooling Plate (all) 72-41-00, Inspection All areas (FPI,
CLASS D)*
Stage 1 Turbine Disk (all) 72-41-00, Inspection All areas (FPI,
(ECI)**
(ECI)**
(ECI)**
(ECI)**
Swirl Frame (all) 72-30-00, Inspection Visual Inspection.
Refer to GEK 9250,
70-32-11-220-011
Diffuser Case (all) 72-39-00, Inspection All areas (FPI,
CLASS A)*
Midframe Outer Case (all) 72-39-00, Inspection All areas (FPI,
CLASS A)*
Turbine Case (all) 72-52-00, Inspection All areas (FPI,
CLASS A)*
* FPI = Fluorescent Penetrant Inspection Method. Refer to GEK 9250, 70-32-02-230-
001. It is not necessary to remove the coating from the part to do an FPI
inspection; however, if the coating is removed for other reasons, then the FPI
inspection is required on all areas.
**ECI = Eddy Current Inspection Method. Refer to CT7-2 Shop Manual, SEI-572, 72-
00-00, Special Procedures 026.
*** MPI = Magnetic-Particle Inspection Method. Refer to GEK 9250, 70-32-02-230-
001.

MM05-21-00, INSPECTION 001, CONFIG 2A2D2D1
CT7 TURBOSHAFT ENGINE MAINTENANCE PROGRAM
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 05-21-00-300-802
1. General.
This section contains a list of the required maintenance tasks. These tasks are
required for engines that are on an On-Condition Maintenance Plan.
2. Accomplishment Instructions.
A. Operators will schedule and do engine inspections according to the
requirements given in . The detailed procedures and limits for these
inspections tasks are in Chapter 72-00-00, or as specified in Table 601.
B. Operators will operate and maintain the engine in accordance with the approved
GE Aircraft Engines published instructions, including compliance with the
replacement of life-limited parts contained in Chapter/Section 05-11-00.
C. The individual maintenance tasks and frequencies given in this Chapter may be
adjusted by the operator, with the exception as noted, according to the
experience of the operator and the maintenance record, in accordance with the
appropriate local airworthiness authority practices and their approval. CT7
Product Support Engineering will provide technical assistance and guidance to
obtain approval from the local airworthiness authorities, when requested by
the operator.
TABLE 601. CT7 TURBOSHAFT ENGINE MAINTENANCE PROGRAM
Inspection/
Inspection/ Maintenance
Maintenance Interval Requirements Reference
Waterwash the 50 EFH or operator- Waterwash the 72-00-00, CLEANING
compressor at an developed interval. compressor. 000
interval
established by the
operator that
maintains the
cleanliness of the
compressor.

MM05-21-00, INSPECTION 002, CONFIG 2E1
* * * FOR CT7-2E1
TASK 05-21-00-300-803
1. General.
A. This section contains the Engine Maintenance Program for CT7-2E1 Turboshaft
Engine models.
B. The Engine Maintenance Program is developed under the guidelines of the Air
Transport Association (ATA) and by the manufacturer's recommendations, and
consists of the following:
(1) Repetitive visual and borescope inspections of the installed engine's
external and internal components.
(2) Specific maintenance checks and tasks.
(3) Life limit requirements compliance. Note the following:
(a) The inspection and maintenance intervals in this section are subject to
the life limits or hourly parts limits as described in CHAPTER 5,
SERVICE LIFE LIMITS.
(b) Replacement intervals for life-limited parts take priority over all
Engine Maintenance Program actions.
(4) Manufacturer's Service Bulletin compliance.
(5) Performance trend monitoring.
(6) Exposed hardware inspection requirements.
(7) Mandatory inspection and maintenance action following use of Flat 30
second / 2 Minute OEI rating.
C. CT7 Product Support Engineering can require one-time or repetitive inspections
applicable to certain engines, depending on configurations, accumulated
hours/cycles, operating conditions, or a combination of all these items. Note
the following:
(1) The inspections are usually of limited duration, and are not required after
replacement or upgrade of the affected hardware.
(2) The inspections will usually be transmitted via Service Bulletin.
A. General.
(1) The engine must be operated and maintained in accordance with the approved
GEAE-published instructions, and in accordance with the life limit
requirements given in Chapter 5, SERVICE LIFE LIMITS.
(2) The scheduled maintenance tasks and frequencies given in this section can
be adjusted by the operator. Changes depend on the experience of the
operator, and the condition of the maintenance record. Changes must be in
accordance with the appropriate local airworthiness authority practices and
their approval.
(3) CT7 Product Support Engineering will provide technical assistance and
guidance, as necessary, at the operator's request.
B. Requirements.
(1) One-time requirements.
(a) Perform the one-time requirements before the engine is started on the
Engine Maintenance Program. Refer to Table 801.

(b) Perform the one-time requirements if either of the following conditions
exists:
1 If the engine has been maintained differently than the Engine
Maintenance Program.
2 If the maintenance history of the engine is suspicious or unknown.
(2) Engine Maintenance Program.
(a) Perform the scheduled inspections. Refer to Table 802.
(b) Refer to the referenced section for detailed instructions.
TABLE 801. ONE-TIME REQUIREMENTS
Prior to Starting on
the Engine Unknown or
Requirement Maintenance Program Suspicious History
Check and Disposition Fault Codes X X
Change Engine Oil X
Replace Oil Filter X X
Replace Fuel Filter X X
Inspect Igniter Plugs X
Clean Electrical Chip Detector X
Waterwash Compressor X
Perform Power Assurance Check X X
Perform 200 Hour Inspection X
Perform 1600 Hour Inspection X
Perform Leak Check and Functional Checks X X
TABLE 802. ENGINE MAINTENANCE PROGRAM
INTERVAL INSPECTION TASK NUMBER PROCEDURE NAME
At engine Do a Ground Power Refer to Aircraft Manual Not Applicable
installation Assurance Test
and after major
maintenance
At engine N/A CT7 TURBOSHAFT ENGINE Engine Maintenance
installation MAINTENANCE PROGRAM Program. Refer to
and when engine paragraph 5,
operating Selection of
environment Cleaning Methods and
changes Intervals
Daily Check the engine oil SERVICING Oil Tank Servicing
level, service, as
necessary
Daily Check and FAULT ISOLATION 001 Fault Isolation
disposition FADEC
Maintenance Messages
200 Visual Inspection of 74-00-00, INSPECTION Inspection of the

one igniter plug and Igniter Plug
ignition lead for
each engine on an
alternating basis
200 Clean chip detector 79-00-00, CLEANING Cleaning of the
(This is a one time Electrical Chip
requirement at 200 Detector
hours for new or
overhauled engines)
400 Do a visual 72-00-00, INSPECTION 001 Visual Engine
inspection of the Inspections
engine for leaks,
damaged hardware,
looseness of parts,
chafing, cracks, and
corrosion
400 Clean chip detector 79-00-00, CLEANING Cleaning of the
Electrical Chip
Detector
800 or 1 yr. Anti-Ice Bleed Start 75-00-00, INSPECTION Inspection of AISBV
Valve
1600 Complete borescope 72-00-00, INSPECTION Borescope of the
of engine Engine
1600 Heat Clean the fuel 73-00-00, CLEANING Cleaning of the Fuel
injectors Injector Assembly
1600 Replace the fuel 73-00-00, REMOVAL AND Removal of the Fuel
filter INSTALLATION Filter Assembly
1600 Replace the lube 79-00-00, REMOVAL AND Removal of the Lube
filter INSTALLATION Filter
Refer to Low-cycle fatigue SERVICE LIFE LIMITS FOR Service Life Limits
Chapter/Section limits of the engine ENGINE ROTATING PARTS for Engine Rotating
TASK 05-11-00- rotating parts Parts and Static
200-809 Structure parts
3. Exposed Hardware Inspection Requirements.
A. It is the obligation of the individually licensed technician or the licensed
repair station (if technician is not individually licensed) to visually
inspect all engine parts that can be seen before the engine is reassembled.
This includes:
(1) All parts removed from the engine that will be reinstalled.
(2) All parts not removed from the engine that can now be seen.
B. The inspections of these parts must be thorough and the parts must meet the
serviceable limits of the inspection tables appropriate for the level of the
maintenance. A part does not have to be further disassembled if the area that
can be seen is within the serviceable limits.
4. Mandatory Inspection and Maintenance Action Following Use and or Exceedence of

Flat 30 second / 2 Minute OEI Rating.

NOTE: CT7-2E1 2 minute OEI and 30 second OEI ratings are the same.
A. Inspection of the Engine After Engine Over Temperature, reference 72-00-00,
SPECIAL PROCEDURES paragraph 4.
B. Maintenance Required After Overtorque, reference 72-00-00, SPECIAL PROCEDURES
paragraph 6.
5. Selection of Cleaning Methods and Intervals
A. There are various methods and techniques to clean the flow path of the CT7-2
engines. Each operator must select a method that ensures that the engine is
properly cleaned. Refer to Table 803. Based on fleet experience these methods
work best when matched to the operator's location and flying environment.
Initially, the stated interval should be followed. If experience and analysis
shows a longer interval is practical, the interval can be adjusted based on
experience.
The operator is responsible for monitoring the engine for signs of
contaminants (salt, soot, and dirt accumulation) in the inlet and compressor.
Sand and dirt accumulation can be noticeable on the combustor, on the GG
rotor, and on the stage 1 nozzles when viewed through a borescope.
Accumulating contaminants must be removed. Those observations will help define
the type of operation and cleaning necessary.
The following operating conditions can not cover every possible situation or
combinations of conditions. Contact your GE Field Service Representative for
assistance on determining the operating environment and selection of a plan.
(1) NORMAL OPERATION: This is land-based operation away from salt water, dirt,
and sand. In this environment, it is unlikely to be exposed to salt water
or dirt. The inlet and compressor can accumulate some dirt and soot that is
removable with rinsing and washing. These operations are typically flown
from paved landing areas and have little or no exposure to dust clouds
during take-off and landing or suspended particulate matter in the air.
(2) SALT WATER OPERATION: This is an operation over salt water or in coastal
areas. Operation from ships and platforms are in this category as are
coastal search and rescue helicopters. The salt environment can extend
inland a considerable distance. In this environment, salt can be seen
accumulating on engine components both internally and externally. When
operating very close to the ocean such as during a rescue hoist, spray can
enter the compressor and lower the power margin in a matter of minutes.
These conditions can require rinsing the engine after the flight.
(3) DIRT ENVIRONMENT OPERATION: This is a typical operation from land with
landings and take-offs from dirt (unprepared) landing areas. This
environment could include heavy industrial areas, as well as areas with
sand. These conditions can require rinsing on a post-flight basis based on
power margin. Dirt and sand can be suspended in the air in this
environment. Suspended particulate matter is generally small enough to
enter the small cooling passages of the engine. The operator must monitor
the power margin and wash if necessary.
(4) SAND ENVIRONMENT OPERATION: This is an operation, but not limited to desert
areas such as the Middle East, South West Asia, Central and Northern
Africa. These areas have fine sand particulate matter that can accumulate
in the small cooling passages of the engine. In this environment the sand
usually keeps the compressor "clean" and minimizes or eliminates the need
for daily rinses, even when operating near salt water. The operator must
monitor the power margin and wash if necessary.
Cleaning the sand from the engine requires frequent efforts to prevent
excessive accumulation. These efforts require both on-wing and off-wing
techniques. If cleaning is not performed, blocked cooling holes could lead
to rapid erosion or melting of the high pressure turbine blades. This will
result in loss of power margin.
(5) ENHANCED INSPECTIONS IN A SAND OR DIRT ENVIRONMENT: Maintenance of the
engine in a sand or dirt environment also requires enhanced inspections of
the gas generator as components accumulate time or lose power margin. Refer
to SPECIAL PROCEDURES. The enhanced inspection shall be implemented when:
• GG rotor has accumulated 250 hours in a sand or dirt environment.
• EPAC (power margin) is less than 20 degrees.
Because the effects of sand are cumulative and sand cannot be removed from
inside the blade, this inspection must continue until the rotor blades have
been replaced. The inspections must continue even when the engine is moved
to a clean environment.
TABLE 803. CLEANING METHODS
Title Procedure Procedure for Engine Engine Procedure Procedure
for Daily Rinsing the Cleaning Cleaning for the Hot for the Hot
Postflight Compressor of and and Rinsing Section Section
Rinse the Engine Rinsing Procedure- Cleaning of Cleaning in
(CLEANING Operated in a Procedure- 150 hour the Engine a Dirty
006) "salt" 50 hour method Operating in Environment
Environment method (CLEANING a "Dirty" (CLEANING
(CLEANING (CLEANING 005) Environment 007)
009) 004) to be done
along with
50 and 150
hour
cleaning
methods
(CLEANING
008)
Operating
Environment
Normal Based on Not Not Not to Not Not

Operation power applicable applicable exceed 150 applicable applicable
margin hours
decrease of
10 degrees
Celsius and
inlet
inspection.

Salt Water Not Daily. Rinse Not Based on Not Not

Operation applicable additionally, applicable power applicable applicable
if power margin
margin decrease of
decreases 10 10 degrees
degrees Celsius and
Celsius or inlet
more after inspection.
operation Not to
close to the exceed 150
surface of hours.
the ocean.
Dirt Daily Not Not Clean at 25 Clean Clean at

Environment applicable applicable hours (flush) at 150 hours.
25 hours if Not
sand and required if
dirt the engine
accumulation is on a 25
is heavy or 50 hour
(thick combustor
coating on flush
combustion program.
liner). Can
be extended
to 50 hours
if sand and
dirt
accumulation
is light.
Sand Not Not Not Based on Not to 150 hours

Environment applicable applicable applicable power exceed 150 initially.
margin hours. Can Adjust
decrease of be required based on
10 degrees as experience.
Celsius and frequently Not
inlet as 25 hours required if
inspec- the engine
tion. Not is on a 25
to exceed or 50 hour
150 hours combustor
flush
program
NOTE: Hours are Flight Hours.

MM72-00-00
ENGINE - DESCRIPTION AND OPERATION
* * * FOR ALL
TASK 72-00-00-870-802
A. This section provides a general description of the CT7-2A, CT7-2D, CT7-2D1,
and CT7-2E1 engine (Figure 1). The engine is a front drive, turboshaft engine
of modular construction. A description of each of the engine's four modules
and of the related engine system is given. Engine directional references
(Figure 2) apply to the engine in a horizontal position, viewed from the rear,
with the accessories section located on top. When components or struts are
numbered in a circumferential direction, the no. 1 position is at 12 o'clock,
or immediately clockwise from 12 o'clock. Remaining positions increase
numerically in a clockwise direction. The engine incorporates only one
customer accessory drive provision, and this is for the customer-provided
starter. The following data has been presented on engine accessories mounted
upon or driven by the accessory gearbox:
• Gearbox Mounted Accessories (Table 2)
• Accessory Gearbox Power and Speeds (Table 3)
• Accessory Gearbox Pad Orientation (Figure 3 and Figure 4)
CAUTION: TO AVOID ASSEMBLING WRONG PARTS BETWEEN MODELS, VERIFY PART NUMBERS IN SEI-
571 FOR CT7-2A ENGINES, SEI-690 FOR CT7-2D/-2D1 ENGINES, OR GEK 115715 FOR
CT7-2E1 ENGINES.
B. Effectivity of Data (Engine Model).
The order of introducing engine model data in this manual is: first CT7-2A,
then CT7-2D, then CT7-2D1, and then CT7-2E1.
Unless otherwise specified, data contained in this manual applies to all
engine models.
Data which does not apply to all engine models is defined by a model statement
appearing in the text and in the figure.
For example:
* * * FOR CT7-2A
The specific engine model statement remains in effect until the appearance of
another engine model statement.
For example:
* * * FOR ALL
or
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
When separate figures are required to depict engine model differences, the
figure title will also depict the specific engine model.
C. CT7-2A engines have two configurations, a WIDE-BORE gas generator rotor and
stator and a LOW-STRESS gas generator rotor and stator. CT7-2D, CT7-2D1, and
CT7-2E1 engine models have only a LOW-STRESS gas generator rotor and stator
configuration. These engine models and configurations are identified
throughout the manual as follows:
ENGINE MODEL ASSEMBLY IDENTIFICATION
MM72-00-00
CT7-2A 6053T40 and (WIDE-BORE) or

6039T54 (LOW-STRESS)
CT7-2D/-2D1 5056T83 (LOW-STRESS)
CT7-2E1 6068T58 (LOW-STRESS)

MM72-00-00
* * * FOR ALL
VIEW FORWARD LOOKING AFT
VIEW AFT LOOKING FORWARD
Figure 1 Turboshaft Engine (Typical)

MM72-00-00
* * * FOR ALL
12 O'CLOCK
, O'CLOCK
Figure 2 Engine Directional References

MM72-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1

AXIS·" UOIAL
oun SHAFT
39,510 ~P !'i·
'.
r-------------, I
\ •• ~ I
I AXIS-S SIARHR I
I 29 , 0' 6 RPM '
AXlS-C
; -1L __________ ___ .JI
11.531 ' !'tI"
r----------.,
I I
AIIS·D I I
ALTUUTOR I I
ll.)~~ RPM '
I
I
AUS - E OIL A~D r-------,
,
O IS. [MMJ.IJIOMI4M
-;- -lI-~!;-- PRESSURE FUEL PUMP
5CAVE NGE IUIP ~ _ _ _ _ _ _ .J 9,/H IRPtI*
9,941 RPN '
L __________ ...J
AXlS-F FUEL
eOO51 Pll" P
10,678 RPM'
AXIS-Ii P"UICl[ S[P"R ~ -OR

BLOIIER 19,D'6 lPM '
'~,. 44, 700 RI"H
_
+ + _ TlPIC AL UVELOH
TKROU6H ALT£RNHOR AX IS-O
ALiE RNo\TOR
OOOC7S- 3191~
Figure 3 Accessory Gearbox Pad Orientation

MM72-00-00
* * * FOR CT7-2E1
Figure 4 Accessory Gearbox Pad Orientation

2. Leading Particulars.
The engine leading particulars are listed in Table 1.
* * * FOR ALL
TABLE 1. ENGINE LEADING PARTICULARS
Item Characteristic
Manufacturer GE Aircraft Engines
Model CT7-2A, CT7-2D, CT7-2D1,
and CT7-2E1

MM72-00-00
Type of Engine Turboshaft

Output Power:
* * * FOR CT7-2A, CT7-2D, CT7-2D1
2-1/2 Minutes* 1725 shaft horsepower (SHP)
at sea level, standard day
conditions at 21,000 rpm Np
Takeoff (5 Minutes) 30 1625 shaft horsepower (SHP)
Minutes* at sea level, standard day
Max Continuous** 1595 shaft horsepower (SHP)
* * * FOR CT7-2E1
One Engine Inoperative 2104 SHP minimum power,
(OEI) Flat 30 second/2 21,000 rpm power turbine
minute speed
Continuous OEI 1983 SHP minimum power,
21,000 rpm power turbine
speed
All Engine Operative (AEO) 1983 SHP minimum power,
Takeoff - 5 minutes 21,000 rpm power turbine
speed
AEO Max. Continuous 1870 SHP minimum power,
21,000 rpm power turbine
speed
* * * FOR CT7-2D1
Max Normal 1510 shaft horsepower (SHP)

* * * FOR ALL
Type of Compressor Combined axial/centrifugal

Number of Compressor Stages Six stages (five axial and
one centrifugal)
Variable Geometry Inlet guide vanes, and
stages 1 and 2 stator vanes
Type of Combustion Chamber Single annular chamber with
axial flow
Gas Generator Turbine Stages Two
Power Turbine Stages Two
Direction of Engine Rotation (both gas generator and Clockwise (aft looking
MM72-00-00
power turbine rotors) forward)

Engine Weight (Dry):
CT7-2A 429 lb
CT7-2D 442 lb
CT7-2D1 466 lb
CT7-2E1 491.3 lb
Engine Length 47 inches
Max Engine Diameter 25 inches
Lubricating Oil Conforming to GE
Specification D50TF1. See
INTRODUCTION.
Fuel Conforming to GE
Specification D50TF2. See
INTRODUCTION.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Aircraft Electrical Power Requirements:
History recorder and Np 40 W, 115 Vac, 400 Hz
overspeed protection
Anti-icing bleed and start 1 Amp, 28 Vdc
valve, fuel filter
impending bypass sensor,
oil filter impending bypass
sensor, and electrical chip
detector
Blower inoperative 80 Ma, 28 Vdc
differential pressure
switch
* * * FOR CT7-2E1
EECU Input Power Requirements:
Steady State Maximum 75 watts/channel (150
watts, 28 VDC (from
aircraft))
Steady State Typical 25 watts/channel
Turn On Transient 50 A max within 10
msec/channel with a 600
milliohm airframe source
impedance
* * * FOR ALL
*One Engine Inoperative (OEI)
TABLE 2. GEARBOX MOUNTED ACCESSORIES
Driven Static

MM72-00-00
Oil Filter
Oil Filter Bypass Valve
(Integral with Filter)
Particle Separator Oil Filter Impending
Blower Bypass Indicator
Fuel Boost Pump Oil Cooler Bypass Valve
Oil and Scavenge Pump
Alternator Oil Scavenge Inlet
Screens (6) Oil Cooler
Fuel Filter
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Starter Oil Cold Start Bypass
Valve
Hydromechanical Control
Unit
* * * FOR CT7-2A
Sequence Valve
* * * FOR CT7-2D, CT7-
2D1
Overspeed and Drain

Valve (ODV)
* * * FOR ALL
Oil Pressure
Transmitter Oil
Temperature Detector
Electrical Chip
Detector (In common
scavenge line) Fuel
Pressure Switch
* * * FOR CT7-2E1
Fuel Metering Unit Low Oil Pressure
Indicator Sensor
Starter - Generator P0 Sensor P3 Sensors
* * * FOR ALL
TABLE 3. ACCESSORY GEARBOX PAD POWER AND SPEEDS (Refer to Figure 3)
Rotation Max
Pad Ratio to Rotation Relative Cont
Speed Gas (Facing to Gas Torque Gearbox
MM72-00-00
Accessory Pad Type (rpm) Generator AGB Pad) Generator or shp Axis Location
* * * FOR CT7-2A, CT7-2D, CT7-2D1

Starter MS3326-2 29,046 0.64979 CW Same 336 lb B Aft
in.
HMU and Special 9,947 0.22253 CCW Opposite 5.5 shp E Aft
High-
Pressure
Fuel Pump
Starter AS 13,292 0.29736 CCW 120 lb BB Aft
in.
FMU and Special 9,947 0.22253 CCW Opposite 5.5 shp E Aft
High-
Pressure
Fuel Pump
* * * FOR ALL
Oil and Cartridge 9,947 0.22253 CW Opposite 1.5 shp E Fwd
Scav Pump
Fuel Boost Integral 10,678 0.23889 CW Same 0.3 shp F Fwd
Pump
Alternator Integral 21,356 0.47779 CW Same 0.5 shp D Fwd
Particle Integral 29,046 0.64979 CCW Opposite 26.7 G Aft
Separator shp
Blower
3. Engine Description.
The engine modules Figure 5, major engine components Figure 6 and systems are
described in the following order:
• Cold section module
• Hot section module
• Power turbine module
• Accessory section module
• Fuel system
• Electrical system
• Air system
• Oil system
* * * FOR CT7-2E1
• FADEC system
* * * FOR ALL
A. Cold Section Module.
The cold section module (Figure 6) includes: the swirl frame, A-sump output
shaft assembly, front frame, main frame, scroll case, compressor section, and
the diffuser and midframe casing assembly. An inlet particle separator is in
the forward end of the module. A blower mounted on the accessory drive gearbox
provides suction for separator operation.

MM72-00-00
(1) Inlet Particle Separator.

The inlet particle separator contains three engine frames: the swirl frame
(2), front frame (4), and main frame (5). The rest of the inlet particle
separator consists of the scroll case, inlet duct, particle separator
blower, and an aircraft overboard duct.
The inlet particle separator prevents debris from entering the compressor.
(Figure 7) illustrates how the inlet particle separator operates. Air
enters the engine through the swirl frame. Swirl vanes direct incoming air
into a rotating or swirling pattern and separate sand, dust, and other
foreign objects by centrifugal action. These objects are carried to the
outer section of the main frame and into the scroll case. Particles are
drawn from the scroll case by the blower and are blown out the overboard
duct. The relatively clean air that remains after particles are separated
is carried to the front frame deswirl vanes, which straighten the flow
before it enters the compressor.
(2) Swirl Frame.
The swirl frame (2, Figure 6) contains the swirl vanes and is the forward
structure of the engine. The forward flange of the swirl frame mates with
the aircraft inlet duct.
(3) A-Sump Output Shaft Assembly.
The A-sump output shaft assembly (3) is housed in front frame (4). It
provides a housing for the no. 1 and no. 2 main bearings. The output shaft
is driven by the power turbine and supplies power through shafting to the
aircraft transmission. The output shaft connects to the power turbine drive
shaft assembly through a splined joint.
(4) Front Frame.
The front frame (4) is housed in the main frame (5) and contains the A-sump
and deswirl vanes. It supports the A-sump output shaft assembly (3) and
provides the inner flowpath for air entering the compressor inlet.
(5) Main Frame.
The main frame (5) is a one-piece casting consisting of an outer and an
inner portion. The outer portion contains the oil tank, accessory gearbox
support, scroll seal and support, and the forward engine mounts. The inner
portion contains the scroll vanes, front frame mating flange, inlet guide
vane supports, and the flange that attaches to the compressor. The aft
inner portion of the frame forms the outer surface of the compressor inlet
flowpath. The variable inlet guide vanes are supported in this frame. By
removing a borescope plug, the inlet guide vanes and stage 1 compressor
rotor blades can be inspected.
(6) Scroll Case.
The scroll case (6) is a fiberglass shell attached to the aft side of the
main frame. The scroll case collects sand, dust, and other particles from
the airflow and directs them into the particle separator blower. An opening
at the 6 o'clock position provides cooling air for the ECU (CT7-2A/-2D/-
2D1) or EECU (CT7-2E1) and provides access for removing foreign objects.
(7) Compressor.
The compressor has five axial stages and one centrifugal stage. The axial
stage has variable stage 1 and stage 2 vanes. The centrifugal stage has an
MM72-00-00
impeller with backswept exit vanes. Compressor rotor (8) is supported by

bearings at the forward and aft end of shaft. Stage 5 bleed air is taken
from three bleed ports on compressor stator assembly (7). One port supplies
air for the anti-icing bleed and start valve; the other two ports provide
aircraft bleed air.
(8) Diffuser and Midframe Casing Assembly.
The diffuser and midframe casing assembly (9) is a matched assembly that
includes the diffuser, diffuser case, and midframe assembly.
The diffuser increases discharge area and reduces the speed of the
centrifugal impeller airflow, causing the air pressure to increase. This
pressurized air is directed to the combustor through the diffuser case.
The diffuser case mounts on the rear flange of the compressor cases. It
directs compressor discharge air to the combustion chamber. A port at the 6
o'clock position on the diffuser case serves as a drain for the combustion
chamber.
The midframe assembly houses the combustion liner and contains the B-sump.
The midframe has ports for attaching fuel injectors, primer nozzles (CT7-
2A), and igniter plugs. The midframe has four service tubes: one supplies
oil to the B-sump; one scavenges oil from the B-sump; one drains the B-sump
seal pressure cavity; and one conducts compressor discharge seal leakage
air to the turbine case.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
A port at the 11 o'clock position provides compressor discharge air (P3
air) to both the sequence valve (CT7-2A) or ODV (CT7-2D/-2D1) and the HMU
(CT7-2A/-2D/-2D1).
* * * FOR CT7-2E1
Ports at the 10 o'clock and 1 o'clock positions supply compressor discharge
air (P3 air) to two P3 sensors.
* * * FOR ALL
B. Hot Section Module.
The hot section module may be one of two configurations: a wide-bore gas
generator rotor and stator (Figure 8) or a low-stress gas generator rotor and
stator (Figure 9). Both configurations consist of three subassemblies:
Combustion liner (1), stage 1 nozzle assembly (2), and stages 1 and 2 gas
generator turbine rotor assembly (5). The gas generator turbine assembly
consists of the gas generator stator assembly (3), stage 2 turbine nozzle
segments (4), and gas generator turbine rotor assembly (5). The stages 1 and 2
gas generator turbine rotor assembly and the gas generator stator assembly are
a matched set and must remain together. Only a wide-bore rotor and stator may
be used to replace a wide-bore configuration, and only a low-stress rotor and
stator may be used to replace a low-stress configuration. Check engine records
and SEI-571 (CT7-2A), SEI-690 (CT7-2D/-2D1), or GEK 115715 (CT7-2E1) to verify
applicability.
(1) Gas Generator Turbine.
The gas generator turbine consists of stages 1 and 2 gas generator turbine
rotor assembly (5, Figure 8 or Figure 9) and gas generator stator assembly
(3). Stages 1 and 2 gas generator turbine rotor is an air-cooled 2-stage
MM72-00-00
rotor. Each rotor stage consists of individual blades and forward and aft
cooling plates. The cooling plates are attached to each disk by five bolts.
The stator houses stages 1 and 2 gas generator turbine rotor (5), shroud
assemblies, and stage 2 turbine nozzle segments (4). The stage 2 nozzle is
located between stage 1 and stage 2 disks.
(2) Stage 1 Nozzle Assembly.
The stage 1 nozzle assembly (2, Figure 8 or Figure 9) contains 12 air-
cooled nozzle segments. The nozzle assembly directs gas flow from the
combustor discharge to the stage 1 rotor of the gas generator turbine.
(3) Combustion Liner.
The combustion liner (1, Figure 8 or Figure 9) is a single annular chamber
with axial flow. Twelve fuel injectors are installed into swirlers in the
liner dome. The swirlers break up and atomize the fuel discharged from the
injectors into the liner. The liner is cooled by a film of air on the inner
and outer walls, and by air striking the dome and areas of the shell.
C. Power Turbine Module.
The power turbine module (Figure 10) includes: turbine case (2), power turbine
rotor assembly (10), power turbine drive shaft assembly (14), exhaust frame
(5), and C-sump housing (6). Output power is delivered by the power turbine
drive shaft assembly; it extends forward through the engine to a splined joint
on the output shaft.
(1) Exhaust Frame.
The exhaust frame (5) supports C-sump housing (6). It contains no. 5 carbon
seal (12), and no. 5 and no. 6 bearing support (9).
(2) Power Turbine Rotor Assembly.
The power turbine rotor assembly (10) consists of stage 3 and stage 4
turbine disks (13, 8) and stage 4 seal and turbine nozzle (4). The rotor
assembly mounts on power turbine drive shaft assembly (14). The no. 6 and
no. 5 bearings (7, 11) support the aft end of the drive shaft; the forward
end is supported by the output shaft.
(3) Turbine Case.
The turbine case (2) houses power turbine rotor assembly (10) and stage 3
turbine nozzle segment assembly (3). Thermocouple assembly (1) is installed
on the turbine case.
(4) Power Turbine Drive Shaft Assembly.
This assembly is made up of a power turbine drive shaft (6, Figure 11),
torque sensor tube (3), and pin (4). The torque sensor tube is secured by
pin (4) to the front of drive shaft (6). The rear of tube (3) is free to
twist within the drive shaft, relative to the rotation of drive shaft. Np
sensor (1) and torque and overspeed sensor (8) (CT7-2A/-2D/-2D1) and Np/Q
sensors (10, 11) (CT7-2E1) contain a magnet and wire coil which produce an
electrical pulse each time shaft teeth (2) or reference teeth (9) rotates
past. Because the electrical pulses have a different relationship with
changes in load, the output torque of the engine can be measured. The
greater the load, the greater the twist in the shaft. Two sensors (1, 8)
transmit these pulses to the ECU (CT7-2A/-2D/-2D1) or EECU (CT7-2E1).
D. Accessory Section Module.

MM72-00-00
The accessory section module mounts on the cold section module at the 12
o'clock position (Figure 12 (CT7-2A), Figure 13 (CT7-2D/-2D1), or Figure 13A
(CT7-2E1)). The accessory section module is driven by the compressor rotor
through the power takeoff bevel gear and radial drive shaft assembly. The
module includes the top-mounted accessory drive gearbox assembly and attached
accessories. The gearbox has internal passages that minimize the number of
external hoses and tubes that carry oil and fuel.
(1) Accessory Drive Gearbox Assembly.
The accessory drive gearbox assembly transmits torque from the engine
starter during starting and drives engine accessories that mount on gearbox
pads.
(2) Oil and Fuel Passages.
The accessory drive gearbox housing has internal passages carrying oil and
fuel. Leakage from the starter, HMU (CT7-2A/-2D/-2D1) or FMU (CT7-2E1), and
fuel boost pump drive pads flows into a common passage in the gearbox
housing. Leakage then drains to a port on right side of main frame. See the
descriptions of fuel system (para E) and oil system (para H) for further
details.
E. Fuel System.
The fuel system consists of:
* * * FOR CT7-2A
• Primer Nozzles
* * * FOR ALL
• Main Fuel Manifold and Parts
• Fuel Injectors
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Main Fuel Manifold Inner and Outer Sleeves and Fuel Drain Sleeve
* * * FOR CT7-2A
• Fuel Start Manifold Tube
* * * FOR ALL
• Fuel Boost Pump
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Hydromechanical Control Unit (HMU)
* * * FOR CT7-2E1
• Fuel Metering Unit (FMU)
* * * FOR CT7-2A
• Sequence Valve
* * * FOR CT7-2D, CT7-2D1
• Overspeed and Drain Valve (ODV)
* * * FOR ALL
• Fuel Filter and Filter Impending Bypass Components
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
• Fuel Pressure Switch
MM72-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1

The fuel system (Figure 14) works with the engine electrical system to provide
for automatic trim of engine power. It provides the proper fuel flow during
all operating conditions.
Fuel enters the engine at the fuel boost pump. It then flows through passages
in the accessory drive gearbox to the fuel filter. Filtered fuel then flows to
the HMU.
Fuel from the HMU passes through an external hose to the gearbox. From there
it passes through the oil cooler and enters the sequence valve or ODV through
passages in the gearbox.
* * * FOR CT7-2A
The sequence valve sends fuel through the fuel start feed tube and fuel start
manifold tube to the two primer nozzles for lightoff and starting. Then fuel
is sent through the main fuel manifold to the 12 fuel injectors for starting,
for acceleration, and for all engine operation.
* * * FOR CT7-2D, CT7-2D1
The ODV sends fuel through the main fuel manifold to the fuel injectors for
starting, for acceleration, and for all engine operations.
* * * FOR CT7-2E1
The fuel system (Figure 14A) operates with the engine electrical system to
provide the proper fuel flow during all operating conditions. In the CT7-2E1,
the electronic engine control unit (EECU) and the fuel metering unit (FMU)
have complete control of engine power.
Fuel enters the engine through the fuel boost pump, where fuel pressure is
increased to a level sufficient to force the fuel through internal coring
within the accessory gearbox (AGB) to the main fuel filter, then back through
the AGB and into the inlet of the high-pressure gear pump in the FMU. Internal
coring in the AGB has been used wherever possible for routing fuel flow. These
internal flow passages provide maximum protection from external damage, while
minimizing installation and removal time. The fuel system can operate with
high vapor pressure fuels, vapor-to-liquid ratios of up to 1.0, and fuel inlet
pressures as low as 1 psi above true vapor pressure (TVP).
The fuel metering unit (FMU) meters the appropriate engine fuel flow which
then flows to the engine oil cooler. From the oil cooler, fuel returns to the
FMU where it passes through the drain valve and the overspeed/shutdown valve
before entering the fuel manifold. Fuel is drained downstream of the overspeed
shut-off valve during a normal shutdown to prevent fuel nozzle coking. During
an overspeed shut-off event the fuel in the fuel manifold is purposely not
drained. This architecture provides the quickest relight capability, as the
manifold does not have to be refilled to relight the engine.
* * * FOR CT7-2A
(1) Primer Nozzles.
The 2 primer nozzles spray fuel into the combustion liner during engine
lightoff and starting. Fuel flow to the primer nozzles is shut off by the
sequence valve just before the engine reaches idle speed.
* * * FOR CT7-2A, CT7-2D, CT7-2D1

MM72-00-00
(2) Main Fuel Manifold and Parts.

The main fuel manifold assembly is a 12-piece assembly consisting of 11
standard sections, and one fuel inlet section.
The main fuel manifold delivers fuel from the sequence valve or ODV to the
12 fuel injectors.
(3) Main Fuel Manifold Inner and Outer Sleeves and Fuel Drain Sleeve.
The inner and outer sleeves, and fuel drain sleeve collect any abnormal
fuel leakage from a fuel hose, tube, or fitting and drains it overboard to
eliminate any possible fire hazard.
* * * FOR CT7-2E1
(4) Main Fuel Manifold.
The main fuel manifold is a single, inseparable assembly. The main fuel
manifold delivers fuel from the FMU and FMU manifold to the 12 fuel
injectors.
* * * FOR ALL
(5) Fuel Injectors.
The 12 fuel injectors spray fuel into the combustion liner when engine is
in operation.
* * * FOR CT7-2A
(6) Fuel Start Manifold Tube.
The fuel start manifold tube delivers fuel from the sequence valve to the
two primer nozzles.
* * * FOR ALL
(7) Fuel Boost Pump.
The fuel boost pump is an engine-mounted suction-type pump. It is not self-
priming.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(8) Hydromechanical Control Unit (HMU).
The HMU schedules fuel for combustion. It contains a high-pressure fuel
pump. The HMU has an actuator that positions the inlet guide vanes, the
variable compressor vanes, and the anti-icing bleed and start valve. The
HMU responds to engine inlet air temperature (T2), to compressor discharge
air pressure (P3), to gas generator turbine rotor speed (Ng), to power
turbine rotor speed (Np), and to a trim signal from the ECU to set fuel
flow and variable vane positioning.
The HMU also responds to two separate inputs from the test cell panel. The
HMU load demand spindle (LDS) is connected to the test cell panel LDS
lever. The LDS moves when the operator selects a different LDS lever angle.
The HMU power available spindle (PAS) is connected to the PAS lever at the
test panel. It is used to start the engine, to manually set gas generator
speed (available power) from ground idle to maximum, and to shut down the
engine.
A variable electric trim signal from the ECU is used by the HMU to vary
fuel flow and maintain constant Np. The ECU can be overridden by
momentarily advancing PAS lever to LOCKOUT, and then retarding PAS lever,

MM72-00-00
so that engine power is controlled manually.

The engine fuel system must be primed after an engine is installed in the
test cell or whenever the fuel system has been opened for maintenance
purposes. When PAS lever is advanced to lockout, a valve in the HMU opens,
allowing fuel flow to purge the system of air.
* * * FOR CT7-2E1
(9) Fuel Metering Unit (FMU).
The FMU provides the following functions:
• Fuel pumping and pressurization
• VG actuation as scheduled by the EECU and position feedback
• Fuel flow metering as scheduled by the EECU and position feedback
• Fuel flow shut-off upon EECU detected overspeed
• Fuel flow shut-off and drain upon EECU normal shutdown command
• Limiting maximum fuel flow with an adjustable stop in the metering valve
• Pressure relief when a shut-off engine is windmilling
• A vapor vent function
• An NG pick up signal for use by the EECU
• A T2 sensor signal for use by the EECU
• A metering valve position signal and a fuel temperature signal to allow
computation of fuel flow.
* * * FOR CT7-2A
(10) Sequence Valve.
The sequence valve has four functions. First, it ports fuel through the
fuel start manifold tube to the primer nozzles for lightoff and through the
main fuel manifold to the fuel injectors for acceleration and normal engine
operation. Second, it purges fuel from the primer nozzles after lightoff.
It does this by directing compressor discharge air (P3) through the primer
nozzles. This prevents coking of the nozzles. Third, it uses P3 air to
purge fuel from the main fuel manifold on shutdown. This prevents coking of
the fuel injectors. Fourth, it controls Np overspeed by cutting back engine
fuel flow. Reduced fuel flow may cause engine to flame out.
* * * FOR CT7-2D, CT7-2D1
(11) Overspeed and Drain Valve (ODV).
The overspeed and drain valve has three functions. First, it sends fuel
through the main fuel manifold to the fuel injectors for starting,
accelerating, and engine operations. Second, it purges the fuel injectors
of fuel when the engine is shut down. It does this by allowing compressor
discharge air (P3) to pass through the injectors. Third, it controls Np
overspeed by shutting off engine fuel flow when Np overspeed is present.
* * * FOR ALL
(12) Fuel Filter and Filter Impending Bypass Components.
The fuel filter contains a filter element, an impending bypass sensor, and
a bypass relief valve. The filter produces the fuel system from
contamination with a 30-micron disposable filter element. The impending
bypass sensor is an electrical device used to determine if the fuel filter
element requires replacement. The sensor contains a switch that completes a
circuit to a device in the aircraft when a differential pressure of 8-10
MM72-00-00
psi across the filter is reached.

The switch will deactivate the warning light at a differential pressure of
5 psi or less. The bypass relief valve opens at a differential pressure of
18-22 psi (except 10.5-13 psi for early CT7-2A), this means fuel filter
passages are clogged and directs fuel around the filter for continued
operation.
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
(13) Fuel Pressure Switch.
* * * FOR CT7-2D, CT7-2D1
The fuel pressure switch mounts on the accessory gearbox (Figure 13). When
fuel pressure decreases to 8.5 ±0.5 psig or less, a switch closes and
transmits a signal that lights the LOW FUEL PRESSURE caution light.
* * * FOR CT7-2E1
The fuel pressure switch mounts on the accessory gearbox (Figure 13A). When
fuel pressure decreases to 8.5 ±0.5 psig or less, a switch is activated and
transmits a signal via the ARINC-429 bus to the aircraft.
* * * FOR ALL
F. Electrical System.
The electrical system consists of:
• Ignition system
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Electrical control unit (ECU)
• History recorder
• Np sensor (power turbine speed sensor)
• Torque and Overspeed sensor
* * * FOR ALL
• Alternator
• Thermocouple assembly
* * * FOR CT7-2E1
• Electronic engine control unit (EECU)
• Two Np/Q sensors (power turbine speed/torque sensors)
* * * FOR ALL
The electrical system has the following power sources:
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Alternator winding No. 1 - ignition exciter assembly
• Alternator winding No. 2 - electrical control unit and Np overspeed
protection system
• Alternator winding No. 3 - Ng signal for test cell panel
* * * FOR CT7-2E1
• Alternator winding No. 1 - ignition exciter assembly
• Alternator windings No. 2 and 3 - one for each channel of EECU
• Alternator winding No. 4 - Ng signal for cockpit

MM72-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1

• Aircraft 115 V, 400 Hz - history recorder and backup for Np overspeed
protection system
• Aircraft 28 V dc - anti-icing bleed and start valve, oil filter bypass
sensor, fuel filter bypass sensor, electrical chip detector, oil pressure
transmitter (CT7-2D/-2D1/-2E1), oil temperature detector (CT7-2D/-2D1/-2E1),
blower inoperative switch, and fuel pressure switch.
* * * FOR CT7-2E1
• Aircraft 28V dc is supplied to the EECU for engine starting and as a backup
power supply. Once the engine has started and reaches an adequate power
level, the engine-mounted alternator supplies power to the EECU. The EECU in
turn provides the appropriate power to operate the fuel metering system, the
anti-icing bleed and start valve, vapor vent valve, and the overspeed shutoff
valve. In addition, the EECU electrically assesses the state of the following
transducers: P0 sensor, T2 sensor, P3 sensors, ITT harness, oil temperature
detector, low oil pressure indicator sensor, fuel filter impending bypass
switch, oil pressure transmitter, electrical chip detector, and the fuel
pressure switch.
• The EECU operates several in/out data buses. This includes the main data bus
to and from the airframe: the ARINC-429 bus.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(1) Ignition System.
The ignition system is a noncontinuous, ac-powered, capacitor discharge
type. It includes two igniter plugs, two electrical ignition leads, and an
ignition exciter assembly. Power is supplied to the ignition exciter
assembly by the engine's alternator during starting only. There is a switch
on the test cell panel for turning ignition on or off. If the test cell
cable connector is disconnected from the green electrical cable, the
ignition circuit will not operate. During starts and engine motoring, the
duty cycle of the ignition exciter assembly is 2 minutes on, 3 minutes off,
2 minutes on, 23 minutes off. This prevents overheating of the ignition
exciter assembly.
* * * FOR CT7-2E1
(2) Ignition System.
The ignition system is a continuous-duty, AC-powered, capacitor discharge
ignition exciter assembly. Power is supplied to the ignition exciter
assembly by the engine's alternator as commanded by the EECU. The ignition
exciter is an engine-mounted unit that accepts single-phase alternating
current power from the engine-mounted alternator and provides two
independent power outputs to redundant spark igniters for the engine
combustor. The exciter has a single charging circuit and two independent
parallel capacitive discharge circuits. The igniter plugs are
semiconductor, surface-type spark plugs that supply an electrical discharge
to ignite the fuel in the combustion liner.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(3) Electrical Control Unit (ECU).
The ECU is a solid-state electronic device mounted below the compressor

MM72-00-00
casing. The forward face of the ECU juts into the scroll case. It is cooled
by airflow through the scroll case. There are four electrical connectors on
the rear of the ECU. They connect to other engine control components, to
test cell systems, and to ground support diagnostic equipment. The
functions of the four connectors and of the ECU are described as follows
(Figure 15 (CT7-2A) or Figure 16 (CT7-2D/-2D1)).
(a) Connector S39. This connector is used for the diagnostic testing of the
engine electrical control system.
(b) Connector E1. This connector is used for interface with the test cell
systems.
(c) Connector J2. This connector connects the yellow cable to the ECU,
speed sensor, HMU, thermocouple assembly, history recorder, and
alternator.
(d) Connector J3. This connector connects the blue cable to the torque and
overspeed, sequence valve, (CT7-2A) or ODV (CT7-2D/-2D1), and ECU.
(e) Np Governing System. The power turbine rotor speed (Np) governing
system compares the signal sent from the Np sensor with the Np selected
by the operator. It varies fuel flow by actuating the torque motor in
the HMU. Constant Np is governed to within ±1% of required Np.
* * * FOR CT7-2A
(f) Turbine Gas Temperature T4.5H Limiting System. The T4.5H limiting
system overrides the Np governing system and the load-sharing system
when T4.5H reaches 1696°F (924°C). It limits fuel flow to hold a
maximum 1696°F (924°C) T4.5H by actuating the torque motor in the HMU
to match the selected Np. The T4.5H limiting system is accurate to
within ±9°F (5°C).
* * * FOR CT7-2D
(g) Turbine Gas Temperature (TGT) Limiting System. The TGT limiting system
overrides the Np governing system and the load-sharing system when TGT
reaches 1686°F (919°C). The TGT limiting system limits fuel flow to
hold TGT constant at 1686°F (919°C) by actuating the torque motor in
the HMU. The TGT limiting system is accurate to within ±7°F (4°C).
* * * FOR CT7-2A
(h) Turbine Gas Temperature (TGT) Limiting System. The TGT limiting system
overrides the Np governing system and the load-sharing system when TGT
reaches 1614°F (879°C). The TGT limiting system limits fuel flow to
hold TGT constant at 1614°F (879°C) by actuating the torque motor in
the HMU. The TGT limiting system is accurate to within ±7°F (4°C).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(i) Np Overspeed Protection System. The Np overspeed protection system
(Figure 17) receives a power turbine speed signal from the torque and
overspeed sensor. When Np exceeds 24,500 ±250 rpm, output from the
protection system activates a solenoid in the sequence valve. This
reduces fuel flow. When speed falls below 24,500 ±250 rpm, the solenoid
closes to re-establish fuel flow requirements.
The Np overspeed protection system receives power from one of two
independent sources: either from the engine alternator, or, is
alternator fails, backup power from the test cell. Either source has
MM72-00-00
enough power to operate the system, making it independent of the Np

governing system.
The Np overspeed protection system includes two overspeed sensing
circuits (A and B). Each circuit closes a solid-state switch when Np
reaches 24,500 ±250 rpm. Both switches must be closed before the
solenoid in the sequence valve is energized.
Test cell test buttons are provided for both the A and B circuits. The
test buttons permit the Np overspeed protection system to be checked
while engine is running in normal power turbine speed range. In the
test mode, with both buttons pressed and held in, the Np overspeed
protection system will trip at 20,000 rpm. To prevent engine shutdown,
the ignition circuit A and B must be activated during the overspeed
check. The ignition circuit must remain activated for 5 seconds after
opening of circuits A and B.
* * * FOR CT7-2D, CT7-2D1
(j) Np Overspeed Protection System.
The Np overspeed protection system (Figure 17) receives a power turbine
speed signal from the torque and overspeed sensor. When Np exceeds
25,000 rpm, output from the protection system activates a solenoid in
the ODV. This shuts off fuel flow, causing the engine to shut down.
The Np overspeed protection system receives power from one of two
independent sources: wither from the engine alternator, or, if the
alternator fails, backup power from the test cell. Either source has
enough power to operate the system, making it independent of the Np
governing system.
The Np overspeed protection system includes two overspeed sensing
circuits (A and B). Each circuit closes a solid-state switch when Np
reaches 25,000 ±250 rpm. Both switches must be closed before the
solenoid in the ODV is energized.
Test cell test buttons are provided for both the A and B circuits. The
test buttons permit the Np overspeed protection system to be checked
while the engine is running in normal power turbine speed range. In the
test mode, with both buttons pressed and held in, the Np overspeed
protection system will trip. To prevent engine shutdown, the ignition
circuit must be activated during the overspeed check. Ignition
activating is made automatic upon closing of both test circuits A and
B. The ignition circuit must remain activated for 5 seconds after
opening of circuits A and B.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(k) Load Sharing System. In twin-engine installations, the ECUs compare
torque signals for automatic load-sharing.
* * * FOR CT7-2A
(l) Total Torque Limiting. The ECU limits the total torque delivered by
both engines to within two percent of the limiting value.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(m) Output Signals. Figure 15 shows the output signals from the ECU.
* * * FOR CT7-2D, CT7-2D1

MM72-00-00
(n) Automatic Contingency Power. Contingency power is provided by resetting

the engine electrical control unit (ECU) to operate at a higher
temperature limit than is usually allowed by the TGT limiting system.
Contingency power for one engine is automatically enabled when the
output torque of the opposite engine decreases to 180 foot-pounds or
less. To achieve contingency power, the ECU works through the torque
motor in the HMU to increase fuel flow.
* * * FOR CT7-2E1
(4) Electronic Engine Control Unit (EECU).
The EECU is composed of two independent control channels packaged into a
single mechanical housing. Each channel receives both analog and discrete
inputs from the engine and the airframe. The EECU is designed such that
either channel can perform all engine control functions. Normally, one
channel commands all actuators while the other channel is in a standby
mode. The exception is the overspeed system, which is active in both
channels at all times to ensure independent Np and Ng overspeed protection.
Each channel monitors both its own health and the health of the other
channel. The channel with the best capability to run the engine will always
assume control. The EECU channels each determine which of the redundant
signals available should be used for engine control.
Ignition is controlled automatically and sequenced by the EECU in response
to signals received from the aircraft. The anti-ice function is controlled
by the EECU in response to pilot inputs. In addition, the EECU reads all
fuel and lube sensors, with information sent to the aircraft by data bus
(Figure 16A).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(5) History Recorder.
The history recorder (Figure 18) mounts at the 2 o'clock position on the
swirl frame. Signals are sent to the history recorder by the ECU. The
recorder displays two readouts of low cycle fatigue (LCF) events, a time-
temperature index, and engine operating hours. These readouts cannout be
reset to zero. Screws under the display windows hold the indicators in
place. They are not adjustment or reset screws. The history recorder has
the following indicators:
(a) Low cycle fatigue (LCF) 1 Indicator (1). This indicator (1) displays
the actual number of times the engine experiences critical levels of
mechanical stress. It can display up to 99,999 mechanical stress
events.
(b) Low cycle fatigue (LCF) 2 Indicator (2). This indicator (2) displays
the actual number of times the engine experiences a reduced level of
mechanical stress associated with a narrower Ng range. It can display
up to 99,999 stress events.
(c) Time-Temperature Index Indicator (3). This indicator (3) displays
numbers up to 99,999. The index counter advances when T4.5 reaches
approximately 90% of the maximum continuous power value 1427°F (775°C).
The number of counts is a function of time and temperature. It advances
faster as temperature increases.
(d) Hours Indicator (4). This indicator (4) displays engine running time up
to 9999 hours. Running time is not accumulated until Ng exceeds 50%.
MM72-00-00
The counter stops when Ng drops below 40% or ground idle.

(6) Alternator.
The alternator mounts on the front of the accessory gearbox. It has 3
separate windings. These windings supply power to the ECU, to the Np
overspeed protection system, to the history recorder, and to the ignition
exciter assembly. The alternator also supplies an Ng speed signal to an
indicator on the test cell panel.
* * * FOR CT7-2E1
(7) Alternator (Permanent Magnetic Alternator).
The permanent magnetic alternator (PMA) has four windings to (1) supply
electrical power to the ignition exciter, (2) and (3) supply electrical
power to both channels of the EECU, and (4) provide a frequency signal to
the aircraft as a back-up indication of gas generator speed (Ng). It is a
brushless machine that consists of a gearbox, and the rotor is a permanent
magnet type, driven by a cantilevered spline shaft.
* * * FOR ALL
(8) Thermocouple Assembly.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
The thermocouple assembly (Figure 19) is a 7-probe harness with KN-KP
junctions. Resistance checks for open or grounded circuits can be made
through the S39 connector, using the ECU circuit continuity tester. The
temperature of the gases is measured at the power turbine inlet. From
there, a signal is sent to the T4.5 limiting system in the ECU. The ECU
relays the signal to a T4.5 indicator in the test cell and to the history
recorder.
* * * FOR CT7-2E1
The ITT thermocouple harness senses the average gas temperature using
immersion probes at the inlet to the power turbine. The harness is an
assembly of seven thermocouples that are connected to the Channel A E1
connector of the EECU. Four of the seven probes are electrically averaged
within the harness and the average is used in EECU Channel A for control
purposes. The other three probes are averaged in the harness and then
routed directly within the EECU from the Channel A E1 connector through to
EECU Channel B. During normal operation a weighted average is computed in
software so that the engine operates on the average of all seven probes.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(9) Np Sensor and Torque and Overspeed Sensor.
These are identical and interchangeable sensors which sense power turbine
speed and torque. The sensors are located in the exhaust frame. The Np
sensor extends through the strut at the 10:30 o'clock position, and the
torque and overspeed sensor extends through the strut at the 1:30 o'clock
position. The sensors send pulses generated by teeth on the power turbine
drive shaft. Description of the sensors is as follows:
(a) The Np sensor sends a pulse-type signal to the ECU where it is
converted into a speed signal. This signal is used by the Np governing
system for basic power turbine speed control. The ECU also relays the
signal to the Np indicator on the test cell panel.
MM72-00-00
(b) The torque and overspeed sensor sends a pulse-type signal to the ECU
where it is converted to a torque signal and a speed signal. The speed
signal is used by the Np overspeed protection system. The torque signal
is passed by the ECU to an indicator on the test cell panel. The torque
signals are relayed between the ECU and test cell torque sharing system
for load-sharing and for total torque limiting.
* * * FOR CT7-2E1
(10) Power Turbine Speed/Torque (Np/Q) Sensors
Two separate reluctance sensors measure power turbine speed and torque. The
sensors measure the passing of four intermeshed gear teeth located on two
coaxial paramagnetic rotating shafts. Two of the teeth are on the loaded
power turbine output shaft and the other two, at 90° to the first pair, are
on an unloaded reference shaft that does not twist with power turbine
torque. Power turbine speed is measured from the average velocity of the
passing teeth. Torque is calculated by measuring the time difference
between consecutive passing teeth (one on the loaded shaft; the next on the
reference shaft).
* * * FOR ALL
G. Air System.
The air system (Figure 20) provides the following:
• Turbine and combustor cooling air
* * * FOR CT7-2D, CT7-2D1
• Compressor discharge air (P3 air) to the HMU
* * * FOR CT7-2A
• Compressor discharge air (P3 air) to the HMU and to the sequence valve
* * * FOR CT7-2E1
• Compressor discharge air (P3 air) to the two P3 sensors
* * * FOR ALL
• Bleed air
• Anti-icing bleed and start valve air
• Seal pressurization and power turbine balance piston air
• Sump venting
• Engine inlet air to the T2 sensor of the HMU (CT7-2A/-2D/-2D1) or FMU (CT7-
2E1).
(1) Turbine and Combustor Cooling Air.
Diffuser discharge air cools the stage 1 nozzle and shrouds. Stage 2 nozzle
segments and shrouds are cooled with compressor impeller tip bleed air.
This air is routed through three internal tubes in the midframe casing.
Cooling plates on the gas generator turbine rotor assembly direct cooling
air through the rotor blades. Inner balance piston leakage air flows under
the turbine disks. The air cools and dilutes hot gas from the turbine
flowpath. The airflow re-enters the flowpath through the baffle seal at the
stage 3 turbine inlet. Stage 4 shrouds are cooled by compressor discharge
seal leakage air piped externally from the midframe.
(2) Compressor Discharge Air (P3 Air).

MM72-00-00
* * * FOR CT7-2A
P3 air is supplied to the HMU for use in setting the flow of fuel to the
engine. Also, it is supplied to the sequence valve for purging the fuel
manifolds and nozzles. This P3 air comes from a pressure tap at the 11
o'clock position on the midframe.
* * * FOR CT7-2D, CT7-2D1
P3 air (CT7-2D) is supplied to the HMU for use in setting the flow of fuel
to the engine. P3 air comes from a pressure tap at the 11 o'clock position
on the midframe.
* * * FOR CT7-2E1
P3 air is supplied through two bosses located on the midframe and is
directed to P3 sensors located on the accessory gearbox. The P3 sensors in
turn send a signal to the EECU.
* * * FOR ALL
(3) Bleed Air.
Two bleed air ducts, at the 3 and 9 o'clock positions at the rear of the
compressor case, supply compressor bleed air.
(4) Anti-Icing Bleed and Start Valve Air.
The anti-icing system prevents ice from forming in the flowpath of the
engine inlet. The valve also bleeds air from the compressor during engine
starting. This reduces back-pressure on the axial compressor at lower
speeds and prevents compressor stall.
Anti-icing takes place in two ways. Hot axial compressor discharge bleed
air flows through the swirl vanes and inlet guide vanes (IGVs) (Figure 21),
and hot scavenge oil flows through the internal passages in the scroll
vanes.
* * * FOR CT7-2A, CT7-2D, CT7-2D1***FOR ANTI-ICING BLEED AND START VALVE PN 4046T28
Anti-icing air is controlled by a solenoid valve (Figure 22) operated by a
switch on the test cell panel. When the switch is off, electrical power is
on to the solenoid valve. With electrical power on, the solenoid valve
closes the vent. This pressurizes the pneumatic servo and closes the
metering valve, stopping anti-icing airflow (Figure 22, view 1). When the
switch is on, electrical power to the solenoid valve is off. With
electrical power off, the solenoid valve opens the vent. This stops the
pressure on the pneumatic servo and opens the metering valve, allowing
anti-icing air to flow (Figure 22, view 2).
* * * FOR ANTI-ICING BLEED AND START VALVE PN 5066T38
Anti-icing air is controlled by a solenoid valve operated by a switch on
the test cell panel. When the switch is off, electrical power is on to the
solenoid valve. With electrical power on, the solenoid valve closes
allowing chamber "A" to pressurize, keeping the actuator piston in the
closed position and stopping secondary metered anti-icing airflow (Figure
22, view A). When the switch is on, electrical power to the solenoid valve
is off. With electrical power off, the solenoid valve opens the vent and
allows chamber "A" to bleed to ambient. The secondary metered pressure in
chamber "B" acting on the actuator piston annular area, strokes the
MM72-00-00
actuator open allowing anti-icing air to flow (view B). An electrical

position switch provides an indication of piston position to the indicator
light on the test cell panel.
During engine starting and low-power operation (around 87% Ng depending on
outside air temperature (OAT)), bleeding of air from the compressor is
controlled by a cam plate (Figure 23) in the anti-icing bleed and start
valve. The variable geometry (VG) linkage actuating shaft, controlled by
the HMU actuator, positions the cam plate in the down position to hold the
metering valve open. However, as engine power is increased, the valve will
close if the anti-icing switch is off. If the switch is on, as engine power
is increased, the valve stays open, continuing airflow for engine anti-
icing.
During engine starting and low-power operation (around 87% Ng depending on
compressor inlet temperature), bleed air is mechanically controlled by the
position of the metering sleeve (Figure 23) in the anti-icing bleed and
start valve. The variable geometry crankshaft, controlled by the HMU
actuator, positions the metering sleeve in the down position to provide
maximum bleed. As engine power is increased, the valve will close as the
mechanical input shaft and metering sleeve is pulled toward the up position
thereby reducing airflow through the valve if the anti-icing switch is off.
If the switch is on, engine power is increased, the valve will stay open,
continuing air flow for engine anti-icing. This assures that the compressor
flowpath will have anti-icing protection at higher engine speeds.
* * * FOR CT7-2E1***FOR ANTI-ICING BLEED AND START VALVE PN 4191T76
The anti-icing bleed and start system functions are accomplished in a
single component, the anti-icing bleed and start valve.
The starting bleed portion of the anti-icing bleed and start valve is a
modulating valve actuated by a mechanical linkage to the variable geometry
(VG) actuating shaft (Figure 22). VG actuating shaft position and starting
bleed airflow are controlled through the FADEC system sa a function of Ng
and T2 during steady state operation. During engine starting and low-power
operation, the quantity of bleed air is mechanically controlled by the
position of a valve in the anti-icing bleed and start valve. The VG
actuating shaft, controlled by the FADEC system, positions the valve to
provide maximum bleed airflow. As engine power is increased the valve will
close, reducing airflow through the anti-icing bleed and start valve.
To provide anti-ice flow, the anti-icing bleed and start valve ducts hot
stage 5 discharge air to the swirl frame, frame splitter nose and inlet
guide vanes. Upon an anti-ice request from the aircraft, the FADEC system
activates a dual wound solenoid in the anti-icing bleed and start valve to
allow ducting of anti-icing stage 5 discharge air.
During engine start and low power operation (around 87% Ng depending on
outside air temperature), bleeding of air from the compressor is controlled
by a cam plate (Figure 23) in the actuating shaft. The FMU actuator
positions the cam plate in the down position to hold the metering valve
open. However, as engine power is increased, the valve will close if anti-

MM72-00-00
icing is not selected. If anti-icing is selected, the valve will stay open,
continuing airflow for engine anti-icing.
* * * FOR ALL
The sensing switch in the anti-icing bleed and start valve completes a
circuit to an indicator in the test cell. The light illuminates when the
valve is open for start bleed flow up to 87% Ng.
(5) Seal Pressurization.
Seal pressurization prevents oil loss from the sumps by controlling the
airflow into them. Pressurization also keeps hot gases, dust, and moisture
out of the sumps by providing a high-pressure air barrier to inward
airflow.
Air for pressurizing the A- and B-sump seals is bled from stage 4 on the
compressor rotor. Bleed air enters the rotor through curvic coupling teeth
that are aft of the stage 4 rotor blades. Once inside the rotor, the flow
divides, flowing both forward and aft. Some air flows forward through the
rotor, and some flows aft through the rotor.
Air flows forward in the compressor rotor to the A-sump aft labyrinth
seals. It enters the space between the seals through holes in the stage 1
blade disk. A small amount of air from this space pressurizes the No. 1
carbon seal and the oil mist nozzle. Some air enters the A-sump through the
No. 1 carbon seal, and some returns to the compressor inlet through the No.
3 labyrinth seal.
The air that flows aft goes to the B-sump forward labyrinth seals. It
enters the forward space between the seals through holes in the compressor
rear shaft. The air then flows to the aft space between the seals through
an internal passage. A small amount of air flows into the B-sump to prevent
oil loss. The remaining air cools the sump and keeps hot leakage air from
entering. Air leaks out of the forward space between the seals to join
compressor discharge seal leakage air. This air flows out through the strut
at the 5 o'clock position on the midframe and then aft to the turbine case,
where it cools the stage 4 shrouds.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Stage 4 bleed air also pressurizes the No. 5 carbon seal and the power
turbine balance piston seal in the C-sump. It is piped externally from the
5 o'clock position on the compressor stator to the 4:30 o'clock position on
the exhaust frame. This pressure causes a forward force on the rotor area
to reduce some of the thrust load on the No. 6 bearing.
* * * FOR CT7-2E1
Stage 4 bleed air also pressurizes the No. 5 carbon seal and power turbine
balance piston seal in the C-sump. It is piped externally from the 5
o'clock position on the compressor casing to the 4:30 o'clock position on
the exhaust frame, as well as from the 1:30 o'clock position on the
compressor casing to the 7:30 o'clock position in the exhaust frame. This
pressure causes a forward force in the rotor area to reduce some of the
thrust load on the No. 6 bearing.
* * * FOR ALL
(6) Sump Venting.

MM72-00-00
Air from the sumps is vented through holes in the gas generator and power
turbine shafts. The air leaves the engine through a common outlet in the C-
sump cover. This venting (called center-venting) provides a way to separate
oil from the vent air by the rotary motion of the high-speed shafts.
A-sump air flows aft between the compressor forward shaft and the power
turbine drive shaft. From there it flows through holes in the power turbine
drive shaft and then forward into the torque reference shaft. This path
captures oil vapor and pumps it back into the C-sump. From there the air
flows aft and vents out through the C-sump cover.
B-sump air flows through holes in the compressor discharge seal and enters
the intershaft space through large holes in the compressor rear shaft. This
flow path lowers air pressure and increases the force of the centrifugal
field. Air venting from the B-sump flows forward in the intershaft space to
pressurize the intershaft seal at the A-sump. Some of this venting air
flows aft in the intershaft space and joins the leakage flow from the inner
balance piston seal.
C-sump air vents forward through the aft end of the power turbine drive
shaft. Then it flows into a standpipe connected to the C-sump cover. A
small dam in the torque reference shaft traps any oil remaining in the vent
air. The trapped oil returns to the C-sump through small weep holes. Oil
mist-free air from an opening in the C-sump cover blows overboard into the
engine exhaust.
(7) Engine Inlet Air to T2 Sensor of HMU (CT7-2A/-2D/-2D1) or FMU (CT7-2E1).
Engine inlet air from the swirl frame flows through tubes to the T2 sensor
(Figure 24). From the sensor, air flows back into the engine at the
compressor inlet.
H. Oil System.
The oil system includes:
• Oil cooler
• Oil and scavenge pump
• Scavenge screens
• Oil filter impending bypass sensor
• Oil filter
• Oil cooler bypass relief valve
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Cold oil relief valve
* * * FOR CT7-2E1
• Low oil pressure indicator sensor
* * * FOR ALL
• Electrical chip detector
• Oil tank
* * * FOR CT7-2D, CT7-2D1
• Oil temperature detector
• Oil pressure transmitter
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
• B-sump delta pressure tube
MM72-00-00
* * * FOR ALL
(1) Oil System Flow.
Oil from the rank is drawn to the pump (Figure 25 (CT7-2A), Figure 26 (CT7-
2D/-2D1), or Figure 25 (CT7-2E1)). From the pump, pressurized oil flows
through the oil filter and into passages in the accessory gearbox. Inside
the gearbox the flow divides and flows to the A-, B-, and C-sumps and to
the gearbox.
Oil enters the A-sump through the strut at the 3 o'clock position on the
swirl frame. The A-sump forward and aft scavenge lines are housed in the
struts at the 1:30 and 10:30 o'clock positions on the swirl frame. Oil is
supplied to and scavenged from the A-sump entirely through these internal
lines.
Oil is supplied to and scavenged from the B- and C-sumps through the oil
manifold assembly, which connects to the rear of the gearbox. Oil flow
passes from the oil manifold assembly through the oil supply tubes and the
B-sump check valve. It enters the B-sump through a tube in the strut at the
1 o'clock position on the midframe. Oil is scavenged from the B-sump
through a tube in the strut at the 9 o'clock position on the midframe.
Oil flows to the C-sump from the oil manifold assembly through the C-sump
oil supply tube. This tube is located in the strut at the 7:30 o'clock
position on the exhaust frame. Oil is scavenged from the C-sump through the
C-sump forward scavenge tube (1:30 o'clock position), aft scavenge tube
(10:30 o'clock position), and the seal pressure and scavenge tube assembly
(4:30 o'clock position) which are located in the struts on the exhaust
frame.
If the oil system fails, the no. 1 through no. 4 bearings are lubricated by
an oil mist from the emergency oil system (Figure 28). Small internal oil
reservoirs in the A- and B-sumps are kept full during normal operation. Oil
from these reservoirs passes through the primary oil nozzles and the oil
mist nozzle to lubricate the bearings. When oil pressure is lost, the oil
mist nozzles continue to supply oil from the reservoirs to the bearings in
the A- and B-sumps. Figure 29 is a diagram of the engine main bearings and
sumps.
Scavenge oil from the oil and scavenge pump flows through the electrical
chip detector. Then it flows through the oil cooler and into the main
frame. Scavenge oil enters a manifold at the top of the main frame. It then
flows through the scroll vanes and into the oil tank.
(2) Oil Cooler.
The oil cooler mounts on the front of the accessory gearbox (Figure 12
(CT7-2A), Figure 13 (CT7-2D/-2D1), or Figure 13A (CT7-2E1)). It transfers
heat from the oil to the fuel. It is a tube-in-shell heat exchanger.
(3) Oil and Scavenge Pump.
The oil and scavenge pump is housed in the forward side of the accessory
gearbox (Figure 12 (CT7-2A), Figure 13 (CT7-2D/-2D1), or Figure 13A (CT7-
2E1)). It is a seven element gerotor-type pump. The gerotor elements are
arranged in tandem on the common drive shaft (Figure 30). The drive shaft
bearings separate the high-pressure supply element and the B-sump high-
pressure scavenge element from the other scavenge elements.

MM72-00-00
(4) Scavenge Screens.

Six scavenge screens are located on the front of the accessory gearbox
(Figure 12 (CT7-2A), Figure 13 (CT7-2D/-2D1), or Figure 13A (CT7-2E1)).
They collect particles before they can enter the scavenge sections of the
oil and scavenge pump. These screens prevent damage to the pump. The six
screens are individually labeled to show which sump the particles came
from.
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
(5) B-Sump Scavenge Screen.
The B-sump scavenge screen on the CT7-2D/-2D1/-2E1 engines is different
than that on the CT7-2A engine. The head of the B-sump scavenge screen is
knurled on the OD so that it can be threaded into the port by hand. A 1/4-
inch square hole is provided so that the screen can be torqued using a
standard 1/4-inch drive ratchet. Inspection capability is maintained by use
of a banjo fitting mounted on the scavenge screen.
* * * FOR ALL
(6) Oil Filter Impending Bypass Sensor.
The oil filter impending bypass sensor mounts on the forward side of the
accessory gearbox (Figure 12 (CT7-2A), Figure 13 (CT7-2D/-2D1), or Figure
13A (CT7-2E1)). The sensor causes a signal to be transmitted to the
aircraft when oil pressure drop across the oil filter element increases.
The oil filter impending bypass sensor is actuated when the differential
pressure across the filter element reaches 60-80 psi. The signal is
intended to be a warning of impending filter bypass. During engine starting
with oil temperature below normal operating range, the differential
pressure can be high enough to actuate the sensor. In this situation, the
test cell panel light will remain on until the oil warms up and the
pressure differential decreases. If the filter is excessively contaminated,
the test cell panel light will remain on after the engine oil temperature
is stabilized.
(7) Oil Filter.
The oil filter consists of a bowl, a throwaway three micron filter element,
and a bypass valve assembly. The bowl threads into the forward side of the
accessory gearbox (Figure 12 (CT7-2A), Figure 13 (CT7-2D/-2D1), or Figure
13A (CT7-2E1)). The bypass valve assembly threads into the accessory
gearbox and supports the aft end of the filter element. The bypass valve
opens at a differential pressure of 95-145 psi to allow oil to bypass the
filter. During engine starting when the temperature of the oil is below
normal operating temperature, the differential pressure can, at times, be
high enough for the bypass valve to open even though the filter element is
not excessively contaminated. If the valve assembly opens because of cold
oil, it will close when the oil warms to 100°F (38°C) and when pressure
decreases.
(8) Oil Cooler Bypass Relief Valve.
The oil cooler bypass relief valve mounts on the front of the accessory
gearbox (Figure 12 (CT7-2A), Figure 13 (CT7-2D/-2D1), or Figure 13A (CT7-
2E1)). It passes scavenged oil directly into the oil tank if the oil cooler
becomes clogged. During cold starts, the valve passes part of the oil flow

MM72-00-00
into the oil tank until the oil warms up and the pressure drop across the
oil cooler is reduced.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(9) Cold Oil Relief Valve.
The cold oil relief valve mounts on the front of the accessory gearbox,
downstream of the oil filter (Figure 12 (CT7-2A) or Figure 13 (CT7-2D/-
2D1)). It protects the oil supply system from excessive pressure. During
cold starts, the valve opens and discharges excess oil to the gearbox. The
oil discharged to the gearbox is churned in the gears to assist in reducing
warmup time.
* * * FOR CT7-2E1
(10) Low Oil Pressure Indicator Sensor.
The low oil pressure indicator sensor is a gearbox-mounted component that
senses the difference between the engine lube pump discharge and B sump
reference pressure. The sensor assembly incorporates an integral relief
valve, which actuates under cold oil conditions to limit maximum positive
oil pressure. The oil pressure sensor is hermetic with gold plated
contacts.
* * * FOR ALL
(11) Electrical Chip Detector.
The electrical chip detector (Figure 31) mounts on the front of the
acccessory gearbox (Figure 12 (CT7-2A), Figure 13 (CT7-2D/-2D1), or Figure
13A (CT7-2E1)) and is a part of the scavenge oil return system to the tank.
It has an outer shell with an internal magnet, an electrical connector, and
a removable screen. The magnet attracts metallic particles to the detector.
When particles bridge the gap between the magnet and outer shell, they
complete a circuit which turns on a caution light on the test cell panel.
(12) Oil Tank.
The oil tank (Figure 32) is an internal part of the main frame. The oil
tank holds 7.3 quarts of oil. The tank has a gravity fill port with screens
(1) at the 2 o'clock position on the main frame. It also has an oil drain
plug (4) and a main frame oil strainer (5) at the 6 o'clock position on the
main frame. The oil strainer keeps debris from entering the oil and
scavenge pump inlet. Oil level indicators (3) have ADD and FULL lines which
permit an easy check of oil level. Transfer sleeves (2) allow oil to pass
between the main frame and accessory gearbox without external leakage.
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
(13) Oil Temperature Detector.
The oil temperature detector mounts on the front of the accessory gearbox
(Figure 13 or Figure 13A). The detector senses temperature and transmits
engine oil temperature signals to the aircraft.
(14) Oil Pressure Transmitter.
The oil pressure transmitter mounts on the front of the accessory gearbox
(Figure 13 or Figure 13A). The transmitter measures the differential
pressure between oil circulating within the engine and the pressure of B-
sump scavenge oil. It then transmits a voltage indication to the engine oil
pressure indicator.
MM72-00-00
(15) B-Sump Delta Pressure Tube.

* * * FOR CT7-2D, CT7-2D1
(a) The engine lube discharge pressure (B-sump delta pressure system) has
an external tube at the forward face of the accessory gearbox. This
tube connects the B-sump scavenge screen port of the oil and scavenge
pump to the reference port fitting on the transmitter.
(b) The oil pressure tap is mounted on the front of the accessory gearbox.
This tap is connected by a cored passage to the lube filter outlet
line. The pressure is then read by a variable reluctance transmitter
which is referenced to the B-sump scavenge pressure. The oil supply
pressure indicated by the transmitter becomes "B-sump delta
pressure" (oil supply pressure minus B-sump scavenge pressure).
(c) The B-sump pressure is higher than the A- and C-sump pressures;
therefore, the delta pressure across the lube jets is lower. By having
the oil pressure transmitter transmit the B-sump scavenge pressure,
earlier warning of low pressure in all sumps is possible. The B-sump
pressure and scavenge pressures will be within 1 psi of each other (the
only difference is line loss).
(d) B-sump delta pressure is a good indication of the delta pressure across
the B-sump oil jets and the amount of oil being supplied to the no. 4
bearing. B-sump delta pressure limit of 20 psid, minimum, provides
adequate warning of oil starvation and loss of oil pressure, at all
operating conditions. The maximum limit is set at 100 psid which is
usually encountered only during cold weather starts.
(e) The ELDP (B-sump delta pressure system) will reduce cockpit workload in
monitoring engine oil conditions. Lube oil pump discharge pressure is
directly proportional to gas generator speed (Ng), but the delta
pressure across the B-sump oil jets is more constant over Ng range from
idle to Intermediate Rated Power (IRP). This results in a flatter slope
for oil pressure gage indication versus Ng or, to the tester, gives
indication of less change in oil pressure during transient operations.
* * * FOR CT7-2E1
(f) The engine lube discharge pressure (B-sump delta pressure system) has
an external tube at the forward face of the accessory gearbox. This
tube connects the oil and scavenge pump B-sump scavenge screen port to
the oil pressure transmitter's reference port fitting and to the low
oil pressure indicator sensor.
(16) FADEC System.
The FADEC system includes:
• Fuel Boost Pump
• Electronic Engine Control Unit (EECU)
• Alternator
• Ignition System
• Thermocouple Assembly
• Two Np/Q Sensors
MM72-00-00
• Blue Electrical Cable

• Green Electrical Cable
• Anti-Icing Bleed and Start Valve
• P0 Sensor
• P3 Sensors
• Electrical Chip Detector
• Oil Pressure Transmitter
• Oil Temperature Detector
• Low Oil Pressure Indicator Sensor
• Oil Filter Impending Bypass Sensor.
NOTE: The components of the FADEC system are also components of the other engine
systems: fuel, electrical, air, and oil. See the applicable engine system
for description and operation of individual components that are included
in the FADEC system.
The control system is a modern dual-channel Full Authority Digital Engine
Control (FADEC) system. The FADEC system, using engine and airframe inputs,
controls engine operation. The system receives inputs from aircraft sensors
and cockpit switches and provides indications, warnings, and
diagnostic/failure information to the pilot.
The FADEC electrical system is composed of an Electronic Engine Control
Unit (EECU), permanent magnetic alternator, ignition exciter and igniters,
electrical sensors, and interfacing cables. The FADEC system EECU contains
all the computations and control laws and has the full authority to vary
all control inputs to the engine throughout their full range. The EECU is a
dual-channel unit, on-engine mounted, with both channels located in a
single mechanical package. Each EECU channel has a dedicated engine
interface connector and airframe interface connector (see Figure 16A).
Both EECU channels contain identical software. One EECU channel operates as
the "in-control" channel providing engine control outputs. The other EECU
channel operates as the "standby" channel processing all inputs and
software, but with its engine control outputs disabled during normal engine
operation. In addition, the "standby" EECU channel shares selected sensor
inputs, airframe commands, and FADEC system status information using a
serial cross-channel communication data link to maintain maximum system
fault tolerance.
The two EECU channels are electrically separate and self-sufficient, such
that a failure of both channels is unlikely. During normal operation with
two capable EECU channels, in-control software logic will cause the
channels to alternate control on each successive engine start. The EECU
receives both hardwired and data bus control commands from the aircraft and
provides both hardwired and data bus signals to the aircraft. In addition,
the electrical harnesses are partitioned so that no flight-critical
function will be lost to a single harness open circuit or short circuit
failure condition.
The EECU primary power supply is the permanent magnet alternator (PMA)
during engine operation. Aircraft 28 VDC power is required for starting and
provides a backup in the event of an alternator failure. The alternator has
four independent windings: a set of three-phase power windings for each
EECU channel, an ignition power winding, and an aircraft gas generator
speed winding available as a back-up gas generator speed signal.
MM72-00-00
Engine performance is mainly achieved by controlling engine gas generator

speed (Ng), inter-turbine temperature (ITT), engine torque (Q) and power
turbine speed (Np) / helicopter rotor speed (Nr), with engine fuel flow and
scheduling compressor variable geometry/compressor bleed valve position.

MM72-00-00
* * * FOR ALL
1. Accessory section moctAe

2.. Cold section modu~
3. lid sectioo module
4. Power lurOOe modtA15
,
,,
,
,,,
, ,,
-----
--- ---
--- ---
---
,,, - --
,,
,,,
c-
,.--
,
--
,,
CT1~26-1
Figure 5 Engine Modules (Typical)

MM72-00-00
* * * FOR ALL
Figure 6 (Sheet 1) Major Engine Components (Typical)

MM72-00-00
* * * FOR ALL
Figure 6 (Sheet 2) Major Engine Components (Typical)

MM72-00-00
* * * FOR ALL
Figure 7 Inlet Particle Separator - Flow Diagram

MM72-00-00
* * * FOR CT7-2A
Figure 8 Hot Section Module (Wide-Bore Gas Generator Rotor and Stator)

MM72-00-00
* * * FOR ALL
Figure 9 Hot Section Module (Typical Low-Stress Gas Generator Rotor and
Stator)

MM72-00-00
* * * FOR ALL
1. TIIe....,.;ouph usabl),
t. Twrb lne tU~
3. St.lge 1 turbin, roonlt UIJM"t an_bl,
t. Stag. , ull Ind b,biM PIOJZlt
5. Ex,,"-uu f,_
•. t.~ ...p bousl"9
1. 110. r. ~lrl";
I. Stall' I tllrbl~ <!h .
9. Mo . 5 In' 119. 5 H.rln, S1,lpo;!Ort
10. Powr twr~' ... rotor us_I),
II. 110. S bearlng
12. 110. 5 c.,tIof\ ~'I l
U. Stille 3 tu rbf l\l dist
14. !'owr t~rblM d~ht shirt Ule.111,
Figure 10 Power Turbine Module (Typical)

MM72-00-00
* * * FOR ALL
Figure 11 Power Turbine Drive Shaft Assembly

MM72-00-00
* * * FOR CT7-2A
Figure 12 Component Locations on Accessory Section Module

MM72-00-00
* * * FOR CT7-2D, CT7-2D1

MM72-00-00
* * * FOR CT7-2E1
Figure 13A. Component Locations on Accessory Section Module

MM72-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
FRa't run SUPPlY
III'(ID"IG
S£ICSOR
",m LOIII'RfS~
flU SWITCH
I-------~ .. '"
01,
="
Bum R.£LlEF YA!.VE
"lE'
BOOST
"'"
"'1M
"lID
-=" -
OHLY YlEI OVUSKED STSTEJ$ IS TRI"ED
DD'I FOR CT1-Z!lJ- 201
..... DELETED FIIR CT7-2D/-2Dl
Figure 14 Fuel System - Schematic

MM72-00-00
* * * FOR CT7-2E1
MmRlN3""~
OVERBOARD
lJRAlN (080)
!, flU
STcppO VARlA3LE GEOt.1EmY ANTI
, ~Tdi ACTUATO" ICING
BLEED
... _- -- ~'I ARIABLE G:Cor.t:TRY
YEW SERW (080) Afll posmo~
Sv-..TCH
BOOST PUMP AG' , • START
-, I VALVE
fUE l
,,;"-
K :
-,- ' -(
DRAIN
VAl'"
M
SOLENOID
(I FUEUOn. HEAT I-
\1 EXCHANGER
U TT
FUEl AlTER FUEl
lMPENJ:NG PRESSURE
BYPASS SWITCH
SWITCH
Figure 14A. Fuel System Schematic

MM72-00-00
* * * FOR CT7-2A
,. -..
'"::'
Figure 15 (Sheet 1) Electrical Schematic

MM72-00-00
* * * FOR CT7-2A
-_.-
, ..
-_
.-
-_...-
' yo"i ..... ,-
:"0:- I "~ '!:=iI"
, iii£"'Clr.'Iv -
'i iB:::
-
..._--_..-
1,----
----
.-_ __
1 .... - .. '- -
- --
---
,, .......
_ ....
r_·_'...
, .....
.........
r··-

MM72-00-00
* * * FOR CT7-2D, CT7-2D1

MM72-00-00
* * * FOR CT7-2D, CT7-2D1
[UtTlltAi. (:OlTlill ~IT
1<"J»21-OQ

MM72-00-00
* * * FOR CT7-2E1
EXCITER
H l~rTER ~
r IGNITER
(j)-
~
i- H =~
0
2~
LCffl RJEL FUW
.!. PRESSURE
SWITCH ...,,"
Ml .l
COOlER
BOOST
PUMP
er I t l I ACCESSORY
GEARBOX
•'•"
AlTE.R· Ml
•
METERED METERED
FUEl
~IN I
.....•
NATOR REMN OUT
• NG FUEl
SENSOR I'tM'
VAPOR
~
»NT "rnAED
FMU FUEl
OVERSPEED
•
(/)--
SIlI"O'
TG ...
..
I SER~ I f=Q
W WF YO
METER~G ACTUATOR
W
- AIffi.lCE/
~
START8I.EEO
VAl" f=C

MM72-00-00
* * * FOR CT7-2E1
~. NP.<lA I I T2A I
PJA
'Ee"
RS422 Bus TOIf«m Other E~e CHANNEL A ........-=- NP/O
~
i cut. Hi 12
PJ
ARIHC SUs Icrtan AiKrd j1TK. 2 ~
Prm.-y Ccmnands
Prm.., Engi'le Indciltlons (Ng. Np, ITT) Oi'S Shutoff
",
Mai,. ...anc.lr1ormarian
~"". •
-
• NI!. 'Nt fIB, YG fta Wf Dnand, V/G clemwl •
..~i ....
z
Hardwired Sionals !rom C L.. I
I ,~ BleedR
•
H.ut.;red Signals to ,,"rift. .~ OIT""
~~
A!traft 23 VDC Power " """"

Oil..
RS422 Bus T0Ifrcm 00ler Eng!!e .. jLf H~" I L Fud Aller

8" ...
~:
i n
i CUl,21t
01 Pressae
T"•• _
~
.~
AAlNC Sus 1Q(tUn Airerd ~1Tr. 2 ~ + t <M
Pmlary Conmands
Prinwy EngJle In<kations (Ng, Np, ITT)
f.hinlenance Inlormation
" "'"
Deted(J'
I R
N,
• "-{!)•
Sl:a!uS
HarclrMred Sionals Irom Cockpi .-' • Bleed FlO Bleed RI!aJeSt
iJ -~ .. Pow.~
•
•
~
HWlWed Signals to Ai'crJII ~enI (liS Shutolf
A!giIIt 23 YOC Power N. WI 'is. "" 'is Wf Demand. V/G c;Iemand •
EEeU 1- PJ
' ""T2"
CHANNEL B
" NP/Q ' I
'--
I ""'" I m l "8 I
Figure 16A. Electrical System Diagram

MM72-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
ctlClPlT
II !> Y 1(. l [ St eUTTOIl ill..
"" ,
'" --.. -- --
-----r-- - ----- !-
AI~AAn
- - - ( CU- -, - - - - - - -
TO_
, ,,
,
I ""
•
OV£'RSP£ED
I lIt. ~t
I
I Of[JISf'HO O'IUSP(EO ,' ""-,
, """"
,,
I
SEltS1JIG
CiltOJlT
•
SorSltIj
(l1lOJ!T
• a:~
I I I "'I~ NOT E
t I I TGmQUE t
S'oIll tMU C L~t VllEM
I [ I CIRCtJETS J NQ [RHOS TIl' SPUD.
I I '
I : SW IT CfI[S I I
: ~ ' - '- : B:. I ~ r--------,
': O~--_<.~O O)----4·o-t'I,"=="·ll~~~~
"' . ..~~~·~'-~~~·~~O'IEIISI't ED sa..[1I010
, I
, I
I : YElleM
I
[
TIWISfDRl"'u
AlfOOlATOR
~I F IO
~.-----------. .--+~"~"-~'~G~~~
l N..rut.'lAtOR
IL __ _ _ __ _ ___ ___ __ __ ___ _ _ _ , ~
>C,,,,...
Figure 17 Np Overspeed Protection System

MM72-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 18 History Recorder

MM72-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 19 (Sheet 1) Turbine Gas Temperature Electrical Schematic

MM72-00-00
* * * FOR CT7-2E1
Figure 19 (Sheet 2) Turbine Gas Temperature Electrical Schematic

MM72-00-00
* * * FOR ALL
-
fii\\',ij ~
WAlle( 'ISJOII
.... U .....
,.,"
aMl/STUJI MO [llWlSf [----:---1 C IM'U~ OI$CMlUll;l
-- SEAl. l ~(
Figure 20 (Sheet 1) Air System - Schematic

MM72-00-00
* * * FOR ALL
-
fii\\',ij ~
WAlle( 'ISJOII
.... U .....
,.,"
aMl/STUJI MO [llWlSf [----:---1 C IM'U~ OI$CMlUll;l
-- SEAl. l ~(

MM72-00-00
* * * FOR ALL
- Figure 20 (Sheet 3) Air System - Schematic

MM72-00-00
* * * FOR ALL
KAI. I'IlS5UII[LATlOII .wi
-
iI'OoU MIl l!( UlNICt ,.STOII
I <"J»3 1-00

MM72-00-00
* * * FOR ALL
Figure 21 Anti-Icing Airflow - Schematic

MM72-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1***FOR ANTI-ICING BLEED AND START VALVE ASSEMBLY PN
4046T28
Figure 22 (Sheet 1) Anti-Icing Bleed and Start Valve (At or Above 87%
Ng)

MM72-00-00
5066T38
Ng)

MM72-00-00
* * * FOR CT7-2E1***FOR ANTI-ICING BLEED AND START VALVE ASSEMBLY PN 4191T76
Ng)

MM72-00-00
4046T28
Figure 23 (Sheet 1) Anti-Icing Bleed and Start Valve (Low Power)

MM72-00-00
5066T38

MM72-00-00
* * * FOR CT7-2E1***FOR ANTI-ICING BLEED AND START VALVE ASSEMBLY PN 4191T76

MM72-00-00
* * * FOR ALL
DISCHARGE TO
COMPRESSOR INlET
"HVDROMECHANCAL
CONTROL UNIT
MAIN FRAME SWlRl

FRAME
INlETTEMPERATlJl.E PROBE
(T2 SENSOR)
t
• SCROU
\ CASE ENGINE
-----------.J INLET AIR
t
..-
"'fUEL METERIN3lNT fOR CT7-2El
l~l-OO
Figure 24 T2 Airflow - Schematic

MM72-00-00
* * * FOR CT7-2A
Figure 25 Oil System Schematic

MM72-00-00
* * * FOR CT7-2D, CT7-2D1

MM72-00-00
* * * FOR CT7-2E1

~..................................................................................................................
MM72-00-00
r- r- r- r-
....
r
~
'-
w
.... ....
w
~
z
~
~
~
"
z
w
~
~
<
g;
00
"
"
00
jO
>
<
~
"
t-
JI JI
Lr
" '"
~
z <
'"
"
~
~
- <
~
>
~
MM72-00-00

MM72-00-00
* * * FOR ALL
Figure 28 Emergency Oil System

MM72-00-00
* * * FOR ALL
NO· 4
V
arAAlltiS
.........
Figure 29 Engine Main Bearings and Sumps

MM72-00-00
* * * FOR ALL
Figure 30 Oil and Scavenge Pump

MM72-00-00
* * * FOR ALL
orr"
SH£tl
fLtCTil l CAL COM!ECtoR
Figure 31 Electrical Chip Detector

MM72-00-00
* * * FOR ALL
FULL (Ml.
' - - III- 7.3 ouurs
.......
LOOkl '" An .
1. erntv fill port wfttl I U _

Z. Tr_f. . .1__
3. Oil 1...1 111d1C1wl'I (2)
4. 0.1 dr.lll pI"
5. N'" fTo_ on Strl ll11t
QOOGllHllZtiOl
Figure 32 Oil Tank

MM72-00-00, FAULT ISOLATION 000, CONFIG 2A2D2D1
ENGINE - FAULT ISOLATION
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-00-00-810-808
A. Purpose.
The fault isolation procedures provided in this section are to be used as a
guide for locating and correcting faults. Use of these procedures will reduce
delays and maintenance downtime. It will also reduce unnecessary replacement
of engine parts.
B. Procedures.
NOTE: Two basic things are assumed in these procedures:
• The correct operating procedures have been followed.
• The fault isolation is caused by a single failure or malfunction.
(1) Get as much information as possible from the flight crew that reports the
problem. In many cases, this information will describe the fault
completely. If possible, the fault should be confirmed by a ground test
run, if there is no danger of causing engine damage.
(2) The fault isolation procedures are given in logic diagram format. The logic
diagrams are organized by specific symptoms and ask a question which is
answered by either a yes or a no. The answer will lead either to another
question or to a final solution.
(a) See DESCRIPTION AND OPERATION for a schematic diagram of the engine
electrical system.
(b) See system and component checks (TEST) for electrical checks, circuit
checks at S39 connector, etc. whenever such checks are called for by
the logic diagrams.
(c) Many faults, particularly if intermittent and not corrected by
paragraph C., are best isolated by swapping with known good parts from
other engine with suspect parts, one at a time. When fault follows
suspect part onto known good engine, isolation is assured.
(3) Use the following procedural guidelines when doing fault isolation:
(a) If possible, confirm the reported fault with a ground test run.
(b) Troubleshoot according to the symptoms.
(c) Complete the checks required (TEST).
(d) Confirm fault has been fixed with a ground test run.
C. Any fluctuation of engine related parameters, such as Ng speed, Np speed,
torque, or TGT, may be due to dirty or inadequately secured electrical
connectors. Contamination, moisture or looseness is particularly suspect when
fault is intermittent. Such engine and airframe electrical connectors will be
disconnected, inspected (74-00-00, INSPECTION), and cleaned (74-00-00,
CLEANING) prior to the next engine test and prior to any line replaceable unit
(LRU) component removal.
D. Unusual Engine Noise.
(1) If an unusual high-pitched whining sound is heard, do the following:
NOTE: • Certain compressor damage can cause a high-pitched whining sound. The
noise will vary with gas generator speed and should be much higher than
usual engine noise level.

• Compressor rotors with repaired stage 1 blades produce a higher pitched
noise than is present on undamaged compressor rotors. This higher pitch is
not harmful to personnel or material, and should not be cause for engine
removal from an aircraft.
(a) Reduce power and stop running the engine as soon as practical to avoid
damaging compressor.
(b) Review engine records to determine if stage 1 compressor rotor blades
have been repaired.
(c) If stage 1 blades have not been repaired, borescope the compressor
(INSPECTION).
(2) The Woodward Governor HMU emits a louder noise than the Hamilton Standard
HMU during all levels of engine operation.
(3) Before break-in, a new gas generator rotor and stator could emit a rubbing
sound from the outer balance piston seal, this is normal.
2. Symptom Index.
See Table 101 for a list of fault isolation symptoms.
TABLE 101. SYMPTOM INDEX
Symptom Figure
ANTI-ICING SYSTEM
At High Power, Engine Anti-Ice Advisory Light Off (Anti-Ice Switch 129
On)
At High Power, Engine Anti-Ice Advisory Light Remains On with 130
Engine Anti-Ice Switch Off
ENGINE
Engine Flames Out During Ground Operation (Combustion Stops, 114
Indicated by a Drop in T4.5)
Engine Flameout During In-Flight Operation (Combustion Stops, 115
Indicated by a Drop in T4.5)
Gas Generator Speed (Ng)
Ng Low at Ground Idle (Idle Speed is Below Limits) 106
Ng High at Ground Idle (Idle Speed is Above Limits) 109
* Ng Instrument Fluctuating or Not Indicating (All Other 158
Instruments Normal)
Uncontrolled Deceleration (Ng) (Ng and T4.5 Decreases Without 113
Retarding PAS Control or Collective Pitch)
Particle Separator Blower Off Light Does Not Illuminate (In 165
Cockpit) at Gas-Generator (Ng) Speeds Less than 65%
Particle Separator Blower Off Light Illuminates (In Cockpit) at 166
all Gas-Generator (Ng) Speeds
History Recorder Malfunction (One or More Functions Inoperative) 150
History Recorder Inoperative (LCF Function Inoperative) 151

History Recorder Inoperative (Time Temperature Inoperative) 152

History Recorder Inoperative (Engine Time Inoperative) 153
Turbine Gas Temperature (T4.5)
* T4.5 Fluctuates at Ground Idle Speed (Idle Speed or T4.5 Drifts 110
Above or Below Limits)
T4.5 Exceeds Limiter Setting (T4.5 Exceeds ECU Limiter Setting 128
at OAT Above 50°F (10°C))
T4.5 Exceeds Maximum Transient Operating Limits 154
* T4.5 Instrument Fluctuating or Not Indicating (All Other 157
Instruments Normal)
Power Turbine Speed (Np)
Np Does Not Respond to Np Demand Trim (With Torque Matching 127
Normal, Np Does Not Respond to Normal Np/Nr Trim)
* Np Instrument Fluctuating or Not Indicating (All Other 156
Instruments Normal)
Stalls
Starting Stalls (Audible Popping or Whining During Ng 111
Acceleration to Ground Idle)
Stall Above Ground Idle Speed 112
Starting
No Start (No Compressor Rotor Rotation) 101
No Start (No Fuel Mist Seen Coming From Tailpipe, No. T4.5 102
Rise)
No Start (Fuel Mist Seen Coming From Tailpipe, No. T4.5 Rise) 103
Abnormally High T4.5 During Start (T4.5 Reaches 850°C For CT7- 104
2A/-2D or 800°C For CT7-2D1 Before Idle Speed is Reached)
Hung Start (T4.5 Increases, But Hangs) (On Hung Start, Engine 105
Lights Off, But Does Not Accelerate To Idle Speed; Speed Hangs
Up Between Lightoff and Idle)
Uncontrolled Acceleration (Ng) (Gas Generator Speed Continues 106
to Accelerate Beyond Ground Idle)
Combustor Rumble During Start 107
Stiffness of HMU Control Movement 167
FUEL SYSTEM
Fuel Filter Impending Bypass Light 147
Fuel Low-Pressure Caution Light On Below Flight Idle Speed 148
Fuel Low-Pressure Caution Light On During Flight 149
Excessive Fuel Leakage from Overboard Drain While Engine is 162
Operating at Ground Idle Speed
OIL SYSTEM

Electrical Chip Detector Light On During Engine Operation 140

Electrical Chip Detector Light On (No Contamination Found) 141
Electrical Chip Detector Light Does Not Go On (During 142
Electrical Chip Detector Circuit Test)
Excessive Oil Leakage at Overboard Drain (Out-of-Limits) 144
High Oil Consumption (Over Limits) 143
High Oil Pressure 138
No Oil Pressure 134
Oil Impending Bypass (Cockpit Light) Comes On 133
Oil Pressure Below Limit 135
* Oil Pressure Fluctuates 137
Oil Temperature Exceeds Limits (Exceeds Normal Operating 139
Temperatures for Affected Engine)
Smoke in Exhaust 145
High Oil Level (Oil Level Above FULL Mark on Sight Glass) 136
No Oil Temperature Indication 146
OVERSPEED TEST SYSTEM
Overspeed Test System Will Not Operate (Overspeed Test System 131
Fails to Cut Back Ng and Np)
Overspeed Cuts in With One Test Button Depressed 132
STEADY-STATE OPERATION - FLIGHT POWER RANGE
Low Engine Performance (Verified by Max Power Check) (Torque 119
Indicator is Low for a Given Ng and T4.5, with Possible Torque
Split at High Power)
Stable Operation With ECU Locked Out (Ng, T4.5, and Np 118
Fluctuated Above and Below Limits When ECU was Not Locked Out)
* Torque Instrument Fluctuating or Not Indicating (All Other 155
Instruments Normal)
Torque Split 120
Torque Split (Engine Goes to Maximum Power; Np/Nr Exceeds 121
Demand Setting and Engine Goes to Maximum Power)
Torque Split (Engine Goes to Low Power; Np/Nr Decreases Below 122
Np Demand Setting; Affected Engine Reduces Power and Does Not
Respond to An Increase in Collective Pitch)
Torque Split (Occurs at High Power Only; Both Engines are not 123
on T4.5 Limiter)
Torque Split (Occurs Throughout Power Range) 124
Torque Split Intermittent 125
Torque Split (Torque Hangup) 126
* Unstable Operation 116
* Unstable Operation with ECU Locked Out (Ng, T4.5, Torque and Np 117
Fluctuate Greater than 5% With ECU Locked Out)
Steady-State Vibration Limit (2.5 inches/second) or Transient 159
Vibration Limit (3.5 inches/second) is Exceeded
Uncontrolled Acceleration Above Ground Idle Speed 160
Torque and/or T4.5 Erratic 161
No Np Governing When Advancing PAS Control to Fly 163
ECU Lockout Mode Malfunction 164
* Refer to paragraph 1.C. before starting troubleshooting procedures.

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 101 (Sheet 1) No Start (Compressor Rotor Rotation)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 101 (Sheet 2) No Start (Compressor Rotor Rotation)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 102 (Sheet 1) No Start (No Fuel Mist Seen Coming From Tailpipe,
No T4.5 Rise)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 102 (Sheet 2) No Start (No Fuel Mist Seen Coming From Tailpipe,
No T4.5 Rise)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 103 (Sheet 1) No Start (Fuel Mist Seen Coming From Tailpipe, No
T4.5 Rise)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 103 (Sheet 2) No Start (Fuel Mist Seen Coming From Tailpipe, No
T4.5 Rise)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 104 (Sheet 1) Abnormally High T4.5 During Start (T4.5 Reaches
850°C for CT7-2A/-2D or 800°C for CT7-2D1 Before Idle Speed is Reached)

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 105 (Sheet 1) Hung Start (T4.5 Increases, But Hangs) (On Hung
Start, Engine Lights Off, But Does Not Accelerate To Idle Speed; Speed
Hangs Up Between Lightoff and Idle)

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 106 Uncontrolled Acceleration (Ng) (Gas Generator Speed

Continues To Accelerate Beyond Ground Idle)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
!!2!!: • COIIbustor r!abl. is • low fr.,qullney no fs. often desc:ribed .s • howl tMit
-.y be Merel inta,..i tt.ntly clIrfng engine .Uft.
• ec.buator nal. MY be a)re pronounced during cold wutlter .ndlor dur-
ing engine .~~ala"ltion to g~ idle .
• During engi,. .t8rting, a ~<*Jstor r.bling UY' be h•• rd befo.....Hc:ft-
il"Cl ground idle. This ru.IIling sound is ueeptable . . lang ... it: stops
brfore re.c:hing ground idle.
C~tor ruebl,
below greu'ld idl.,
Is co.bImtor I"Ullbh:
leceptatll.,
I
I
Continue to oper-
Ite •
...... ......
.....,
CoIIIIIator Matll. It
.,...., idle or
.,. I~l.ce fuel injee-
t o". Is c:Clllbustw
... CGnUnue
.ta.
'0...,-
~le Ic:c:ept.bl.,
......
leplac:e ~ttOft
.,.
U ..... Is c:o.bustor" "' at •• .... to oper-
COfttt
ru.bl••c:c:eptabl.,
......
_llCl cold He-
tion mdule.
002Cf~)71 00
Figure 107 Combustor Rumble During Start

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 108 (Sheet 1) Ng Low At Ground Idle (Idle Speed is Below Limits)

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 109 Ng High At Ground Idle (Idle Speed is Above Limits)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 110 T4.5 Fluctuates At Ground Idle Speed (Idle Speed Or T4.5
Drifts Above Or Below Limits)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 111 (Sheet 1) Starting Stalls (Audible Popping or Whining During

Ng Acceleration To Ground Idle)

* * * FOR CT7-2A, CT7-2D, CT7-2D1


* * * FOR CT7-2A, CT7-2D, CT7-2D1


* * * FOR CT7-2A, CT7-2D, CT7-2D1


* * * FOR CT7-2A, CT7-2D, CT7-2D1
NOTE
• ST ~ lL I S I NO I C ~T ED IT ~N ~ UOl llE
IIUNll f 011 lAND AND ...... '1' NOT CAUS(
A RISE IN U.' •
• • , AN UNUSUALLY HIGH·PITCHEO .HININ ~

SOUND IS IUAIID . $[[ PAIIAIOIIAPH 1.0 .
VISUALLY INSPECT
ACTU ATING 5Y5T(M
l l NK AIOE ASSE Me lY
'OIiE I GN OSHc r JAN·
MIN !:. C "E C~ f Oil
, .. US IIEM DY' '011(1$1( 08 ·
JEcr AN D INSPEC T
5\'ST£M. SYS TEM
IIEPAIIIAILE)
-,-,,-. ~.c,c,c,c,c.~,cCCTCUc,CT~"
HM LINKAGE ASUlln,..
c,~o
sc,cS-_'
"' A!I.E REO UIIIED 04 [ CII:5

AND CO NTI NUE
Ol'UAH ·
TO
..
'U l L HNU ACTUATOII
l'
1'1011 TIiAVEl OF 1.6·
, IN CHES ISH
IL l USTR ATION) .'1'
USIN!: AN OPEN·ENO
_ IIENCH ON 'LAT S 0' ItE"LACE COLO SECtiON
ACTUAT IIiG 5" ,1, Ft
SET LINKA$E ASSE MILJ
IN THE 'IiLlY CLOSED
" NODU LE AND MAKE RE-
OUIII[D CHECKS .
POS IT ION lH MII

ACTu ... TOII 11 00 fULLY
ElCT€ " D[O) .
'"
' OR EI G" 08JEC'
JAMNING?
I
"
I
0010S - OS7802
,
Figure 112 (Sheet 1) Stall Above Ground Idle Speed

..j
* * * FOR CT7-2A, CT7-2D, CT7-2D1
IHSPECT C:O ,,",RESSOII. REPAIR Oft REPL " C(

US , f<IG 1101'1[ SCOP [ .
CO ~ PRESSOR D" NA"£
'" COLO SECTIO N MODULE.
M" ~ [ REQUIRED CHE CKS
BEYON D l l MITS1 1011 0 CONTINUE TO OP ER-
.I
I
AT(.
'"
INSPECT CO M8UST IO Irl IID'AIR CHI IUPLACE HOT
neT ICH US "" G IORE - nC T I ON NO DULE . " "KE
SCO P E. DA MA GE 8EYO ND REOUIR[O CHECK S AHD
LIMI T S! CONTIN UE TO OP( RAT(.
I
1
00 A JUIN T[toIA MCE
CHE CK fliGMT . REP EAT-
-," REPLA CE
IlE£O ..,
AII fl_l elMG
START '" SU$P[CT
"" "'.
GESTION . CONTIN UE
,"-
INS FL IGHT OPERAT ION ... ALU . DO " .. ,,"no.. _ TO OPERATE.

IIMICN PAOOUCEO STA LL. IIMe E CHECI!; F l' ~T .
1$ Ht G IH£ AN TI .I CE R[PUT ING FL IGNT
L IGHT 0" DUR IN G OO'UATIOII ION ICIo4 PRO -
Sf AR ll DUCED STAL L. FAU LT
I
f IKEOl
.1,
ENG I NE ST A LLS OURI NG • IU ~E ~I
" AINTENANCE CH ECK
FL IGHt!
'" REPLA CE tlMU AN D
REOUIR(O Ctl£CK$ .
CO NT I NUE TO OPERAT( •
DO " MAIN TE HAN CE

CHECK fLlGliT , REPEAT .
ING H.I GIot T (P E RII' I O N
" " le ll PROOUCE O STAL L.
SUSPECT IIOT
'J ,,-
HULT fllEO?
'"
GESTION . COT I " UE TO
OP ERATE •
i OOlC7S· 0naOI
,

* * * FOR CT7-2A, CT7-2D, CT7-2D1
..
CLEAH CO MPR ESSOR . 00
" IoIIII MTE/cII",CE CttEC K
>E' I
REPL ACE EMGI ME AHO
MAKE REQUIR[D CH[CK$~
FLIGHT.IIEPEATI"IG
FL IGHT Of>EAAT ION
_MIC M PROOUC(O $T"~ l .
[HOINE STALl!
CONTINUE TO OPERATE .
,
00](15· 051800

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 113 (Sheet 1) Uncontrolled Deceleration (Ng) (Ng and T4.5

Decreases Without Retarding PAS Control Or Collective Pitch)

* * * FOR CT7-2A, CT7-2D, CT7-2D1


* * * FOR CT7-2A, CT7-2D, CT7-2D1


* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 114 (Sheet 1) Engine Flames Out During Ground Operation

(Combustion Stops, Indicated By A Drop In T4.5)

* * * FOR CT7-2A, CT7-2D, CT7-2D1


* * * FOR CT7-2A, CT7-2D, CT7-2D1


* * * FOR CT7-2A, CT7-2D, CT7-2D1


* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 115 Engine Flameout During In-Flight Operation (Combustion

Stops, Indicated By a Drop In T4.5)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
HOTE I
IF Jo PROBLEII 0 ' F~ U<::TUU ION or:<::UR$ ON ONE
INSTRUMENT DillY (E ITMER Ng. WO. OR TORQUU.
THE IIIOST lIK(lY C,W S£ IS TH( I NO ICIITli'IG
'Y'T(M. TROU8~[SHOO T JoIR CR AIT INDICATING
SYST EM ACCORDI MG TO TROUBLESHOOTING PRO -
CEDUR ES IN APP l ICA 8~E AIRCRArT MII INTENIINCE
MAN UAL.
,
UNSTABLE OPERA' ION
. HllE ON T' . 5 '" REPLACE HMU AN O AT _
TEMPT SURT . 'AU~T
". REPLACE fCU. MA"E
R£QUIREO CHECKS AN O
~ IMIT( 1I.1 RU "IN S1 CO NTINUE TO OP ERATE .
1 ,
I
MAKE REQU IRED DlECKS
"""
TH IS 1\110 THE fO LLOll 1 NO
CHECKS Will I I)(NTI ' Y
AM O CONtiNUE TO WHI CH UGIN [ IS fAU LTY
OP [RATE . AIIO Ifill PRO¥IDE TME
CORRECT I H ACT 10 11 .
( MA l NTENANCt TEST
fL IGtiT REQ U IIIEO .I
,
UHST ABLE OPEIU.T ION
'" LOCK OUT ""., £MG I NE
AN D MAT CH TORQ UES '" TRO UB LESHOOT
[NG I N[ .
". ,
$([ flGI)A[
(5 [[ NOT( 11 . I II .
nUCTUA'ION STQPS?
" I
CO NTIN UE TO OPERATEl ""I
tA KE
". , INGI HE
.'" '" tRO UBLESHOOt
". ,
Of LOCKOUT . AN D KEEP ENGINE. $([ ' IGl,ln
P " S CONTROL AT I OLE 11 1.
DETENT . fLUCTU"'ION
St OPS.
I
"
I
Figure 116 (Sheet 1) Unstable Operation
,
OO l C 7 S · 0~'Ol

* * * FOR CT7-2A, CT7-2D, CT7-2D1
"
". ,
RETURN PAS CONTROL Of m TAOU8tfSltOOT NO. 2
[N G I'I[ TO ny ["ClIIU. m ' I GI.II E
DET ENT. rLUCT UAT-r ON IU .
STOfOn
r ns
I LOCK-OUT NO . l
. H .UCTUA 'ION StOPSI
[N G IHE.
I
lAOU8tESHOOT 110. 2
UG f NE .
11 1l .
SH F I GURE
I
"f
TROUBLES HOO T NO. 2
£lfGU"E . $([ fiGURE
11 7 .
,
002C7S · 0~'OI
Figure 116 (Sheet 2) Unstable Operation

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 117 (Sheet 1) Unstable Operation With ECU Locked Out (Ng, T4.5,
Torque And Np Fluctuate Greater Than 5% With ECU Locked Out)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 117 (Sheet 2) Unstable Operation With ECU Locked Out (Ng, T4.5,
Torque And Np Fluctuate Greater Than 5% With ECU Locked Out)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 118 Stable Operation With ECU Locked Out (Ng, T4.5, and Np
Fluctuate Above and Below Limits When ECU Is Not Locked Out)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 119 (Sheet 1) Low Engine Performance (Verified by Max Power

Check) (Torque Indicator is Low For a Given Ng and T4.5, with Possible
Torque Split at High Power)

* * * FOR CT7-2A, CT7-2D, CT7-2D1


* * * FOR CT7-2A, CT7-2D, CT7-2D1


* * * FOR CT7-2A, CT7-2D, CT7-2D1
DOES ~FFE CT EO ENG I NE

CO TO LOll POKER (H:II)
WITH ~ TORQUE SPLIT?
(I' TORQUE REQUIR[O
'" I TAOUllESHO OT .
SEE 'IGURE 122 .
J
I S l1 J 011: ,.:UlE PUI
ENG IIIIE. Np/lfr lOLL
DROOP SUOIf ~,
D(IoI~NO SETTIIfG . '
I
'(
OOES AFFECTED EMGINE
GO TQ M~ X POWER (M:II)
WITH ~ TORQUE SPLIT'
'" I TAOU I LE SHOO T .
SEE 'IGURE 121. I
(IF TORQUE REQUIRE Q
15 LESS THA N Jl . "ER
EItGINE . Ifp/N ,. IIILL
EXCEEQ M, OE M~ND
SETT IN G. l
I
T
STUDY - ST ATE AND '" I
TMNS lE NT ~TCH 1 NG IS
IIORI( I HG . BUT STEADY-
TROUBlESHOOT •
UE 'IGURE 125 . J
STAtE TORQUE SPLIT IS
GRE ATER THAN 51 OR
SPL ITS OCCUR RANOONL'
WITHOU? CAUS IN G U -
CESSIVE N~/N" OYER -
SPUD OR UNDERSPHO .
TORQUE SPLIT INTER _
MIT TE N"
I
'I
,
0010$· 060202
Figure 120 (Sheet 1) Torque Split

* * * FOR CT7-2A, CT7-2D, CT7-2D1
"
TQRQUE SPLIT OCCUltS T~ueLESHOOT •
AT HIGH PO WER ONLYI SE£ FIGURE 121 .
"I
TORQUE SPLIT OCCUltS
THROUGHOuT "'O WER
'" I T ROU BLES HOOT •
$[[ 'IGURE 12' . I
RA NGEt
I
r
TORQUE HAHGUP DUlliNG
(NG I tiE ACCElE RAT ION
n. I TAO UBLESHOOT .
SEE FIGuA( It 6. I
AHD DECELERATION ,
,
OOlC7S· ()60201
Figure 120 (Sheet 2) Torque Split

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 121 (Sheet 1) Torque Split (Engine Goes to Maximum Power; Np/Nr
Exceeds Demand Setting and Engine Goes to Maximum Power)

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 122 (Sheet 1) Torque Split (Engine Goes to Low Power; Np/Nr
Decreases Below Np Demand Setting, Affected Engine Reduces Power and
Does Not Respond to An Increase in Collective Pitch)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 122 (Sheet 2) Torque Split (Engine Goes to Low Power; Np/Nr
Decreases Below Np Demand Setting, Affected Engine Reduces Power and
Does Not Respond to An Increase in Collective Pitch)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 123 (Sheet 1) Torque Split (Occurs At High Power Only; Both
Engines Are Not On T4.5 Limiter)

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 124 (Sheet 1) Torque Split (Occurs Throughout Power Range)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 124 (Sheet 2) Torque Split (Occurs Throughout Power Range)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 125 (Sheet 1) Torque Split (Intermittent)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 125 (Sheet 2) Torque Split (Intermittent)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
NOTE
TOAOUE MA'CIIING IS OP[A "'TIO~L . aUT SPL IT
1$ !tO RE TH-'M ' So TORQUE HAJrlGUP DURING
ENG, NE " etHER ... ' 10", ... NO OECELHI AT lOlli ,
TROUB L ESHOO T AIR CR AfT

LOS AND lUGGING rOil
". " EPA IR rAUlTI$)
ACCOR D ING TO AI'''L'~
SMOOTH I!'ICR''''S' NG li ND CAllE .... RCII ... rT M'" N_
DECREA SI NG ACTUATI ON. T(NA NCE MANUAL .
ACCORD ING TO TROUB LE.
'MOOTING PROCEDUIIES
IN APPLI C ABlE A,A_
CAUT 10d NTENAN CE
MAN UAL. IlIIi!CR",H
LOS "'N O/OR AI GG IN G
r AUl TY?
I
00 ... TO ROU E Su aM
AEPEUA alL IT T CHECK
171-00-001 . SYSTEM
'" l REP LACE ENGINE AN O
" "'~E RE QU IRED CH ECKS
J
' ", ULfYJ
I
"I
CHECK fOil ENG I NE
A[SPONS £ PROBL EM.
TROU BL ESI100 T .
$[[ " GU RE 112 .
,
OOOC7S· Di.SOI
Figure 126 Torque Split (Torque Hangup)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 127 Np Does Not Respond To Np Demand Trim (with Torque Matching
Normal, Np Does Not Respond To Normal Np/Nr Trim)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 128 T4.5 Exceeds Limiter Setting (T4.5 Exceeds ECU Limiter
Setting At OAT Above 50°F (10°C))

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 129 (Sheet 1) At High Power, Engine Anti-Ice Advisory Light Off
(Anti-Ice Switch On)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 129 (Sheet 2) At High Power, Engine Anti-Ice Advisory Light Off
(Anti-Ice Switch On)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 130 (Sheet 1) At High Power, Engine Anti-Ice Advisory Light

Remains On with Anti-Ice Switch Off

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 130 (Sheet 2) At High Power, Engine Anti-Ice Advisory Light

Remains On with Anti-Ice Switch Off

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 131 (Sheet 1) Overspeed System Will Not Operate (Overspeed Test
System Fails To Cut Back Ng and Np)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 131 (Sheet 2) Overspeed System Will Not Operate (Overspeed Test
System Fails To Cut Back Ng and Np)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 132 Overspeed Cuts In With One Test Button Depressed

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 133 (Sheet 1) Oil Filter Impending Bypass Light (Cockpit Light)
Comes On

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Comes On

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Comes On

* * * FOR CT7-2A, CT7-2D, CT7-2D1
CAUTION
IF ENOINE RUNS FOR 100 1t [ THAll I I'IIII1ITE .,TII
NO O IL PItUSUItE liMO I' "'ItCItAn IMOIC"TlNG
SUT DI l5 0 1(. REPlACE EIIGINE.
CHECK ENG I ME O il
LEVEL . lE VE l lo wr '" ADD O IL. OIlE Q U~RT
AT A T I I'I E . IoORE THAN
l QU ARTS AOO E o r
'" l TROU8LESNOOT .
SEE FI$UR[ H l .
J
..,I
I' 1 QUART S 0 11: LE SS
11 00(0 , CMECI( O IL
CO NS UIIIPT 'O N. RENon
'" REP lA CE ENelllE /lN O
I'IAK( REQU I RED CHE CKS .
Oil AND SC ...... ENOE PU NP

AN a IN SPE CT f OIt
.., SHUREO SIIAn . P UilP
'"
,~
I NSTll l l
'"
SC ll nNGE P UMP.
Oi l 1114 0
CIIE CI(
[I'IGINE SERVICEABI L_
ITY. IIAKE IIEQU III EO
CII[CKS AN D co otr III UE
TO OPERAT E.
00 II GREEN CIIBU
CMEC< fOR all P ItE S·
SuRf SENSOR . GREEN
'" REPlA CE GAUN C ABlE .
I'IA K( IIEQUIRED CMEClS
CABlE FA UlTY!
AN O CO NTI Nut
OPEllll1£ . "
I
'( ,
0010$· 060002
Figure 134 (Sheet 1) No Oil Pressure

* * * FOR CT7-2A, CT7-2D, CT7-2D1
"
ItEPAl1t SYSTEM ACCX)ItO-
T AOu8lESIOOOT IIIFlellA"
INOICU'Ne SVSTEI4 '" I NO TO IoPPL ICAB LE
" ,RCIUJ'T IU I,.T[II " "C£
",CCORDINO TO tllOul\.E-
$KOOT I NG PRQCEDUAU MAN UAL .
I II IoPPL 'CA8L[ "'R_
Cfl An MAl NT !N"NC[
"'-'N UIIL . SYSTEM
' AUl,. T Tl
I
"'
REMOY [ Oil AN D
I '" IRD'L AC[ ENGI N["""O I
SC AVENGE PUMP MID I N_ MAKE REQUIRED CN[CKS . I
SP EeT fOR SNUfflEO
SNAFT. PUMP OK1
I
i"'
INSTlllL N[ . Oil AN D
SCAVENGE PUI4P . Ct\[CI<
[NQI N[ SERTICEAIIL-
ITT. N~I!.[ REQUIRED
CHECKS "NO COIf'IHUE
TO OPERATE ,
,
OOlC7S· ()60001

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 135 (Sheet 1) Oil Pressure Below Limits

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 136 High Oil Level (Oil Level Above Full Mark On Sight Glass)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 137 (Sheet 1) Oil Pressure Fluctuates

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 138 High Oil Pressure

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 139 (Sheet 1) Oil Temperature Exceeds Limits (Exceeds Normal

Operating Temperatures For Affected Engine)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 139 (Sheet 2) Oil Temperature Exceeds Limits (Exceeds Normal

Operating Temperatures For Affected Engine)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 140 (Sheet 1) Electrical Chip Detector Light On During Engine

Operation

* * * FOR CT7-2A, CT7-2D, CT7-2D1

Operation

* * * FOR CT7-2A, CT7-2D, CT7-2D1

Operation

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 141 (Sheet 1) Electrical Chip Detector Light On (No

Contamination Found)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 141 (Sheet 2) Electrical Chip Detector Light On (No

Contamination Found)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 142 Electrical Chip Detector Light Does Not Go On (During

Electrical Chip Detector Circuit Test)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 143 (Sheet 1) High Oil Consumption (Over Limits)

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 144 (Sheet 1) Excessive Oil Leakage At Overboard Drain (Out-of-

Limits)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 144 (Sheet 2) Excessive Oil Leakage At Overboard Drain (Out-of-

Limits)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
NOH
• . H IT E MIS T CO il iNG Ou'\' Of TAI LPIP E
BHORE ENCINE LIGM10ff IS ~UEL
IIIST •
• SMOK E _ AY BE YISIBLE DURINC THE
ST "'tT CTCLE , [SPEC IALLY AT LO ll
AM elEN l TENPUATUIIU .
• OUltING LOCKED fIOTOfil (P[RAT ION ,
EXNAUST SNOK [ IIAT BE PR ES[NT .
CH ECK RlR OI L '" I CON T 'NUE TO I

OR HTI)IIAIHIC OPU AT£.
fL U'O LE AK I IIG
' NTO U C IN'
'NUT . I SOl AH
"N O CORRECT
SO URCE Of .... R_
CRAn L£"K ~C(
. IITO 'NLET .
fA ULT f l XEOl
I
"
I
CHECK FOR YI _ ~·'--coC-",ccC"C"C[o-=T.O--;
SIB LE SIGNS Of OPU AH .
OI L LE AKAGE ~T
SCAYEN GE TUBES
AlI D OIL II"NI_
fO LD FIT T I NG S ,
T I GM T EIC LEAK_
.NG '''tIICGS
AN O RUN EN-
GI NE. FAULT
' I X[Ol
,.
j ,
0010S· 06 1402
Figure 145 (Sheet 1) Smoke in Exhaust

* * * FOR CT7-2A, CT7-2D, CT7-2D1
r
R(MOvE UCH
OIL !,lJMp se A-
1'[$ Cit ECIt 0 Il
MA"I~ O L D TUB E
YENGE SCR((II A55 VUll Y FOR
eIlEeKIMl> ~OR: L UK AC[ At
• LOOSE THE FOLLO ~ I "G
fllTlNG LOC Al IONS :
• DAIIAGEO • C-SUMP ...,,,
PACK I 119 SC " ' EN CE
• CLOGGED TUBE
sellEnl • C- SUIII' fIID
'CR[fIlS OKl SCUENGE
lUB E
• III IOFIIA.II£
CO NNECT ION
HOII 8-S UIIP
SC ,II YEJoIGE I
T I GH T Ell LOOH
CON NE CT l OllS
A,.D 111,111' [ N-
GI N[. FAULT
r IXED?
I
r TIGHTEN 80lTS
'" REMOVE 0 I L
..
If OL D TO AGB AND RUN EN -
" fL AN GE f Oil. GIllE . 5 111 0([
"All l f OLD
I III$P(CT '"
O i l lEAIC AOE
AIID fOR LOO s[
()(HA USTt FLAHGE. ,,-
PL" C( M.o.N IFOLD
,~
IOlT n AON' T[R GASKET
I
"I '" REIN STAl l
OIL NANIFOLD .
RUN OIG'NE TO
coin I NU[ ,[III FY HO
REPLACE Oil OPER ATE. " SMOKE III [J( -
AMO SC"'ENGE HAUST .
PUMP. MAKE R[ .
OUIRED 04[CK$
AJiO CO NTINUE
TO OPER ATE .
0020$· 06 1402
,

* * * FOR CT7-2A, CT7-2D, CT7-2D1
"
CH AN SCRU MS
A$ R[O Il IR[O
IS ... .,£ CO N' AII I-
"'''NT I. UP LII CE
'" CHECK OIL ""11_
, r OlD TO AGI
'L AN CE rDR OIL
LE AkAGE AII D
'" TIGHTEN eoLTS
..
"" 0 RUN
GHIE . SNOKE
UNAusn
[M- '" REMOYE 0 IL
MAN l r OLD
I .. SPECT
I" LAN C'OE •
...,,-
PACII.ING AlI O 'OR LOOSE PLA CE MAN IFOLD
REINSTA LL BOLTS .
'" ,:. AOAPT[R GASIC.[T
SCRU HS .
COtf' III1 I NANT" ,-U" AG E ..... 0
loon IOL1S1 '". REI NSfAL L
Oil """' ''OLD.
THAT CLOGS RUN ENG INE TO
StitH"
COKED Oi l
NA CHI N£
RUN ENCINE
10 MIN UTES
" OR
CMIP! ,
WITH PAS CON -

SU AT
'" t
REf'l ACE 0 I I.
AND SC ... VENGE
'" u....
COMT UI UE
OPE R A'E , " Y[ III"
HAUST.
/liD
SMOIlE I N [J(-
""
f\.1' . SHUT ,,- MAK E 1'1[_
OU IREO CHECKS
GI NE DO NN, AND CIONllIUI E
INSPEC T '"' TO OP ERATE.
SCREENS .
..
SCRH NS CL EAR
A,. O NO SMOI([
EXHAusn
_I
~ OPERATE.
CONT I NilE TO
I
REP L ACE [NCIHE
"'1 0 "A KE RE-
OUI RE O ()lEeKS ,
R ETURN DEBR I S
" ITN ENG I NE
'OR A.. ALYSIS .
00](15· 061'00
,

* * * FOR CT7-2A, CT7-2D, CT7-2D1
DISCO ..... ECT AIRCRAft

--;;s r,o.,
~, ~.-
,~,c
,-.... .c,c.-,-...
~~,~,-,~ -~
D I SCOII .E CT GAE[II
CAin E COIINECTOR ~ lI'6
rRO M Olt T[MP(RATUR[
'" El CO~~ECTOR AT SWIRL
FRAME . CHECK CO II TIIIU·
f HOIC.AT I ..o SYSTEII
ACCOR DI NG TO TAOU IU -
SiHSOR . CHECK RES I S· I TT AT GAUII CAB LE SHOOTI~G PR OC EDURES
TANCE I[T II ([ II COHN[CTOR &E:YW E EH T HE I II APPlICAeL[ AIRCIIA"

FOLLOWIIIG: '" ' O lLO WIIIG, ~ AIMTEII A MCE MAMUAL .
,. ,.,
,, ,. 2:ll!
RUIS- 22e.!
,, ,.
!...!.!
> ,.
,. SN EU
SHEl L
ll!!.E!
."'"
.'"" >
,.•lET·
, ,. , SHEL L SHORT
50 TO
CHECK 'OR SHORTS
II £(N PIIIS . CH ECI( 01(1
fUS I ST AII C£ CHE CK ..,

200 OHM5
t
I
•• REP L. ACE GREEN CABLE.
j IIA KE REOU IR [O CHEC"S

AII O CONT I/IIU£ TO
REP LACE OI L TEIIPER ... • OP(IIATE.
T UitE SENSOR. II"'I{[ R[ ·
OU lItEO CHECICS 0\110
CO HTI HUE TO OPERATE .
OOOC1S.0896~
Figure 146 No Oil Temperature Indication

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 147 (Sheet 1) Fuel Filter Impending Bypass Light

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 148 Fuel Low-Pressure Caution Light Comes On Below Flight Idle
Speed

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 149 Fuel Low-Pressure Caution Light On During Flight

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 150 (Sheet 1) History Recorder Malfunction (One or More

Functions Inoperative)

* * * FOR CT7-2A, CT7-2D, CT7-2D1


* * * FOR CT7-2A, CT7-2D, CT7-2D1


* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 151 History Recorder Inoperative (LCF Function Inoperative)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 152 History Recorder Inoperative (Time Temperature Inoperative)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 153 History Recorder Inoperative (Engine Time Inoperative)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 154 (Sheet 1) T4.5 Exceeds Maximum Transient Operating Limits

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 154 (Sheet 2) T4.5 Exceeds Maximum Transient Operating Limits

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 155 Torque Instrument Fluctuating Or Not Indicating (All Other

Instruments Normal)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 156 Np Instrument Fluctuating or Not Indicating (All Other

Instruments Normal)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 157 T4.5 Instrument Fluctuating or Not Indicating (All Other

Instruments Normal)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 158 Ng Instrument Fluctuating or Not Indicating (All Other

Instruments Normal)

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 159 (Sheet 1) Steady-State Vibration Limit (2.5 inches/second)

or Transient Vibration Limit (3.5 inches/second) Is Exceeded

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 159 (Sheet 2) Steady-State Vibration Limit (2.5 inches/second)

or Transient Vibration Limit (3.5 inches/second) Is Exceeded

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 160 Uncontrolled Acceleration Above Ground Idle Speed

* * * FOR CT7-2A, CT7-2D, CT7-2D1

,
tHECe YEllO W CABLE TIGHTEN , CLEA N, OR YES AEPLACE fAU LTY P AltT S.
CONNECTOR AT [CU . '" RD'AII! CONNECTORS .115 NAIt E REQU IRED CHECKS
AN D CO NTINUE
ALTERNATOR STATOII,
AND THERMOCOuPLE
IUOLlIIIEo . COH NE CTORS
FA ULT Y! OP[II ATE. "
ASSf"'!l T fOR TIGHT-
NESS . ROlOn: ooM_
NECTOII , ,.... 0 ClIECI( .:,
[XPOSED PIN5
SOCKETS ~II '"
DAMAGE,
CONTINUE TO OP[IIATE .
MoO'S TIJ RE,
~OIlEIGH '"
OBJECTS .
CONNECTORS FAULTTf
I
"j
CHECK AlTUINAT OR ST A- m " A"[ CIR CUIT CHECKS
TOIt '" TEllO '" CABLE
CONNECTOR 'OR 5100II. T S
fRO N UOI P ili TO GIIO-
AND CONT I II U(
OP'U AH. "
UNO .,u Y[IINATOR STATOR
'" I
"I I CDNT IHLlE TO OPE RATE .
R£PLAC£ Al T ERHATOII:
SUTOR AMO IIAttl RE _
QUIRED Ct4ECKS . sn-
TE HO U
,
"j
REPLACE [CU . NAII E RE-
QUIRED CHECKS AH D
CO NT I HUE TO GIIERAT[ .
OOOC1S· 089800
,
Figure 161 Torque and/or T4.5 Erratic

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 162 (Sheet 1) Excessive Fuel Leakage From Overboard Drain While
Engine is Operating at Ground Idle Speed

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 162 (Sheet 2) Excessive Fuel Leakage From Overboard Drain While
Engine is Operating at Ground Idle Speed

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 163 (Sheet 1) No Np Governing When Advancing PAS Control to Fly

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 163 (Sheet 2) No Np Governing When Advancing PAS Control to Fly

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 164 (Sheet 1) ECU Lockout Mode Malfunction

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 164 (Sheet 2) ECU Lockout Mode Malfunction

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 165 Particle Separator Blower Off Light Does Not Illuminate (In
Cockpit) at Gas Generator (Ng) Speeds Below 65%

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 166 Particle Separator Blower Off Light Illuminates (In Cockpit)
at All Gas Generator (Ng) Speeds

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 167 Stiffness of HMU Control Movement

MM72-00-00, FAULT ISOLATION 000, CONFIG 2E1
* * * FOR CT7-2E1
TASK 72-00-00-810-807
1. General.
The fault isolation procedures provided in this section are to be used as a guide
to locate and correct the faults. The use of these procedures will reduce delays
and maintenance downtime. It will also reduce unnecessary replacement of engine
parts.
2. Tools, Equipment, and Materials.
NOTE: Equivalent substitutes can be used.
A. Tools and Equipment. None.
B. Consumable Materials. None.
C. Reference Procedures.
ATA No. Description
72-00-00 Fault Isolation 001
72-00-00 Fault Isolation 002
72-00-00 Test
74-00-00 Inspection
74-00-00 Cleaning
D. Expendable Parts. None.
3. Procedure.
• You must follow the current operating procedures.
• A single failure or malfunction causes the fault isolation.
A. Get as much information as possible from the flight crew that reports the
problem. In many cases, this information will describe the fault completely.
If possible, a ground test run should confirm the fault, if there is no danger
to cause damage to the engine.
B. Two logic diagram format tables give the fault isolation procedures. The logic
diagrams are organized by specific symptoms and ask a question which is
answered by either a yes or no. The answer will lead either to another
question or to a final solution.
(1) FADEC Message Fault Isolation Procedures.
Refer to (FAULT ISOLATION 001) when a fault message is sent by a FADEC.
(2) Non-FADEC Message Fault Isolation Procedures.
Refer to (FAULT ISOLATION 002) when an engine fault condition exists that
did not result in a fault message being sent to the FADEC.
C. Many faults, particularly if intermittent and not corrected by the procedures
in paragraph E, are best isolated by swapping suspect parts with known good
parts to an other engine, one at a time. When fault follows suspect part onto
known good engine, isolation is assured.
D. Use the following procedural guidelines when doing fault isolation:
(1) If possible, confirm the reported fault with a ground test run.
(2) Troubleshoot according to the symptoms.
(3) Complete the checks required (TESTING).
(4) Confirm fault has been fixed with a ground test run.
E. Any fluctuation of engine related parameters, such as Ng speed, Np speed,
fault is intermittent. Such engine and airframe electrical connectors should
be disconnected, inspected (74-00-00, INSPECTION), and cleaned (74-00-00,
CLEANING) prior to next engine test and prior to any line replaceable unit

FADEC FAULT ISOLATION CT7-2E1
* * * FOR CT7-2E1
TASK 72-00-00-810-809
A. This section gives instructions to isolate fault conditions that result in the
FADEC sending a fault message.
B. Fault isolation procedures in this maintenance manual cover the latest FADEC
software version.
• You must follow the current operating procedures.
• A single failure or malfunction causes the fault isolation.
C. Get as much information as possible from the flight crew that reports the
problem. In many cases, this information will describe the fault completely.
If possible, a ground test run should confirm the fault, if there is no danger
to cause damage to the engine.
D. Troubleshoot the fault:
(1) Fault Message Troubleshooting.
Go to when a fault message is sent by a FADEC.
(2) Many faults, particularly if intermittent and not corrected by the
procedures in paragraph G, are best isolated by swapping suspect parts with
known good parts to another engine, one at a time. When fault follows
suspect part onto known good engine, isolation is assured.
E. Use the following procedural guidelines when doing fault isolation:
(1) If possible, confirm the reported fault with a ground test run.
(2) Troubleshoot according to the symptoms.
(3) Complete the checks required (TEST).
(4) Confirm fault has been fixed with a ground test run.
F. Any fluctuation of engine related parameters, such as Ng speed, Np speed,
fault is intermittent. Such engine and airframe electrical connectors should
be disconnected, inspected (74-00-00, INSPECTION), and cleaned (74-00-00,
CLEANING) prior to next engine test and prior to any line replaceable unit
2. How To Use Instructions.
NOTE: Record all fault messages before you perform maintenance on the engine, or
before the engine is removed from the aircraft. Note the engine and FADEC
message.
A. These procedures are used to isolate fault conditions that result in the FADEC
sending a fault message.
B. Organization of the FADEC fault isolation tables
(1) Each table checks for specific fault isolation messages.
(2) Fault Descriptions. The FADEC message (Label-Bit) is listed with a
description of the fault.
(3) Instructions. Specific symptoms are listed and a question is asked that can
be answered by either a yes or no.
(4) Possible Faulty Components. For each fault message, the possible faulty
components are listed.
(5) Electrical Check. If an electrical check is required, measure the
resistance of the applicable connectors and pins to be checked. If the
resistance falls within the listed value, the answer to the component fault
found is no.
(6) Component Fault Found. Provides the direction to next symptom to be checked
depending on whether the question was answered yes or no or corrects the
problem.
C. Engine Electrical Troubleshooting Procedures:
The following is the guideline to troubleshoot an anomaly in the engine
electrical system by fault message sent by the FADEC.
(1) To prevent electrical shock, unless specified, be sure electrical power is
off before working on the helicopter.
(2) Use a hand held multimeter for all electrical component checks.
(3) Use of a megger tester of less than 500 VDC to check insulation resistance
is only permitted on certain electrical components: harnesses, sensors,
PMA, FMU and switches. DO NOT megger test the EECU, this will damage the
control.
(4) Disconnect, inspect, clean and reconnect all electrical connectors during
troubleshooting, ensure all connectors are secure and no bent pins.
Connector cleaning agents must be per the following recommended
specification or equivalent:
Specification Nomenclature
No./Part No.
M39029/4-110 Pin, Contact
M39029/4-111 Pin, Contact
(5) When you make continuity checks, make sure component circuit is isolated.
(6) At completion of checkout procedure, inspect all replaceable assembly and
connectors removed and replaced during checkout procedure. All replaceable
assembly and connectors shall be secure and free of foreign object damage
(FOD).
TABLE 101. LIST OF FADEC MESSAGES
LABEL DESCRIPTION TABLE
001-14 OTAT Fault CH A Table 108
001-15 SIF Fault CH A Table 157
001-16 Engine Out Signal Table 159
Fault CH A Fault
001-17 Overspeed System Table 186
Test #3 CH A
Fault
Test #2 CH A
Fault
Test #1 CH A
Fault
001-20 VG System CH A Table 143
Fault
001-21 Wf System CH A Table 155
Fault
001-22 Anti-Ice System Table 137
CH A Fault
001-23 Anti-Ice Output Table 135
CH A Fault
001-24 Vapor Vent Output Table 130
CH A Fault
001-25 Wf Output CH A Table 153
Fault
001-26 VG Output CH A Table 138
Fault
001-27 Ignition Output Table 131
CH A Fault
001-28 Start Output CH A Table 161
Fault
001-29 Ignition, Table 177
Starter, or
Engine Out Relay
Fault CH A
002-14 OTAT Fault CH B Table 108
002-15 SIF Fault CH B Table 158
002-16 Engine Out Signal Table 160
Fault CH B Fault
Test #3 CH B
Fault
Test #2 CH B
Fault
Test #1 CH B
Fault
002-20 VG System CH B Table 143
Fault
002-21 Wf System CH B Table 155
Fault
002-22 Anti-Ice System Table 137

CH B Fault
002-23 Anti-Ice Output Table 136
CH B Fault
002-24 Altitude Fault CH Table 108
B
002-25 Wf Output CH B Table 154
Fault
002-26 VG Output CH B Table 139
Fault
002-27 Ignition Output Table 132
CH B Fault
002-28 Start Output CH B Table 162
Fault
002-29 Ignition, Table 178
Starter, or
Engine Out Relay
Fault CH B
Test Not Complete
CH A Fault
003-18 EECU Isolation Table 103
Flag CH A
003-20 EECU CH A Fault Table 102
#2
#1
003-22 Cross Engine Bus Table 163
Tx CH A Fault
003-23 ARINC TX1 CH A Table 163
Fault
003-24 ARINC RX2 CH A Table 164
Fault
003-25 ARINC RX1 CH A Table 164
Fault
#8
#7
003-28 Alternator Power Table 127
CH A Fault
003-29 28 VDC CH A Fault Table 165

Test Not Complete

CH B Fault
004-18 EECU Isolation Table 103
Flag CH B
004-20 EECU CH B Fault Table 102
#2
#1
Tx CH B Fault
004-23 ARINC TX1 CH B Table 163
Fault
004-24 ARINC RX2 CH B Table 164
Fault
004-25 ARINC RX1 CH B Table 164
Fault
#8
#7
004-28 Alternator Power Table 128
CH B Fault
004-29 28 VDC CH B Fault Table 166
005-14 PS3 Fault CH A Table 114
005-15 P0 Fault Table 112
005-16 Test Cell PAL Table 180
Fault A
005-18 Wf LVDT Fault CH Table 150
A
005-19 VG LVDT Fault A Table 140
005-20 Oil Temperature Table 125
Fault
005-21 Fuel Temp Fault Table 147
CH A
005-22 ITT Fault CH A Table 117
005-23 T1 Fault CH A Table 109
#5
#4
005-26 Torque Fault CH A Table 120

005-27 Np Fault CH A Table 120

005-28 Ng FMU Fault A Table 144
005-29 Ng Alternator Table 127
Fault A
006-14 PS3 Fault CH B Table 115
006-15 Oil Pressure Table 126
Fault
Fault B
006-18 Wf LVDT Fault CH Table 151
B
006-19 VG LVDT Fault B Table 141
006-20 Chip Detector Table 134
Fault
006-21 Fuel Temp Fault Table 148
CH B
006-22 ITT Fault CH B Table 118
006-23 T1 Fault CH B Table 110
#5
#4
006-26 Torque Fault CH B Table 121
006-27 Np Fault CH B Table 121
006-28 Ng FMU Fault B Table 145
Fault B
B CH B Fault
007-16 Oil Filter Bypass Table 123
Fault
007-17 Altitude Fault CH Table 108
A
007-18 Engine ID Fault Table 106
CH B
007-20 Wf On/Off Table 169
Discrete Fault CH
B
A CH B Fault

B CH A Fault
007-24 Fuel Filter Table 133
Bypass Fault
007-25 Low Oil Pressure Table 124
Fault
007-26 Engine ID Fault Table 105
CH A
007-28 Wf On/Off Table 168
Discrete Fault CH
A
A CH A Fault
008-14 AI Position FB Table 170
Disagreement
008-16 PS3 Disagree Table 116
Fault
008-17 P0 Disagree Fault Table 113
Disagree Fault
008-19 Collective Table 171
Disagree Fault
008-20 Wf LVDT Disagree Table 152
Fault
008-21 VG LVDT Disagree Table 142
Fault
008-22 Fuel Temp Table 149
Disagree Fault
008-23 ITT Disagree Table 119
Fault
008-24 T1 Disagree Fault Table 111
008-25 EECU Fault #9 Table 102
008-26 Torque Disagree Table 122
Fault
008-27 Np Disagree Fault Table 122
008-28 NG FMU Disagree Table 146
Fault
Disagree Fault
009-14 Engine ID Table 107
Disagreement
Between Engines
009-16 EECU Software Table 104

Version
Miscompare Fault
009-18 Crank Signal Table 182
Disagree Fault
009-19 WOW Fault Table 108
009-20 Local Engine Table 172
Channel A AEO
Limit Selection
Fault
009-21 Local Engine Table 173
Channel B AEO
Limit Selection
Fault
009-22 SIF Disagreement Table 174
009-23 AI Request Table 175
Disagreement
009-24 Training Input Table 176
Disagreement
009-25 Aircraft Data Table 108
Fault
009-26 Load Share Table 185
Selection Switch
Local Engine
Disagree Fault
009-27 OEI Limits Select Table 156
Switch Fault
009-28 Load Share Table 184
Selection Switch
Disagree Between
Engines Fault
009-29 Nr Signal Table 183
Disagree Fault
TABLE 102. 003-21 - EECU CH A Fault #1 003-20 - EECU CH A Fault #2 005-
25 - EECU CH A Fault #4005-24 - EECU CH A Fault #5 003-27 - EECU CH A
Fault #7 003-26 - EECU CH A Fault #8 004-21 - EECU CH B Fault #1 004-20
- EECU CH B Fault #2 006-25 - EECU CH B Fault #4 006-24 - EECU CH B
Fault #5 004-27 - EECU CH B Fault #7 004-26 - EECU CH B Fault #8 008-25
- EECU Fault #9
Electrical Check
Possible
Faulty
Instructions Component Conn. Pins Value YES NO
(a) Restart EECU (c) (b)
the EECU. Is
the fault
corrected?
(b) Replace
the EECU.
(c) Continue
to Operate.
TABLE 103. 003-18 - EECU ISOLATION FLAG CH A 004-18 - EECU ISOLATION
FLAG CH B
Electrical Check
Possible
Faulty
(a) Will not
appear as a
single fault.
Clear all other
faults to
complete
troubleshooting.
TABLE 104. 009-16 - EECU SOFTWARE VERSION MISCOMPARE FAULT
Electrical Check
Possible
Faulty
(a) Check
software
version
installed on
all 4
channels to
determine
which
channel does
not have the
proper
software
version
installed.
(b) Reload
the software
where
needed.
(c) Continue
to Operate.
TABLE 105. 007-26 - ENGINE ID FAULT CH A
Electrical Check

Possible
Faulty
(a) Check Aircraft P1 33 to 34 Engine 1 (c) (b)
aircraft Harness open
harnesses in circuit.
CH A for Engine 2
proper closed
wiring. Is circuit
it wired
correctly?
(b) Replace
faulty
aircraft
harness.
(c) Replace
the EECU.
TABLE 106. 007-18 - ENGINE ID FAULT CHANNEL B
Electrical Check
Possible
Faulty
aircraft Harness open
harnesses in circuit.
CH B for Engine 2
proper closed
wiring. Is circuit
it wired
correctly?
(b) Replace
faulty
aircraft
harness.
(c) Replace
the EECU.
TABLE 107. 009-14 - ENGINE ID DISAGREEMENT BETWEEN ENGINES
Electrical Check
Possible
Faulty
aircraft Harness P2 6 to 7 open
harnesseses circuit.
in CH A and Engine 2
CH B on both closed

engines for circuit.

proper
wiring. Is
it wired
correctly?
(b) Replace
faulty
aircraft
harness.
(c) Replace
the EECU.
TABLE 108. 009-25 - AIRCRAFT DATE FAULT 007-17 - ALTITUDE FAULT CH A
002-24 - ALTITUDE FAULT CH B 002-14 - OTAT FAULT CH B 001-14 - OTAT
FAULT CH A 009-19 - WOW FAULT
Electrical Check
Possible
Faulty
(a)
Troubleshoot
according to
the
applicable
Aircraft
Maintenance
Manual.
(b) Continue
to Operate.
NOTE: WOW fault indicates inconsistent WOW inputs from aircraft or bad BITPACK A
transmission or off-ground indicated with rotor speed <65%.
ADF fault indicates faulty transmission of bitpack B, airspeed, or horsepower
extraction signal. (For v3.0 software, this bit is always set and no fault is
implied).
TABLE 109. 005-23 - T2 FAULT CH A
Electrical Check
Possible
Faulty
(a) Check Blue Cable P1 (b) (c)
blue cable P19
connector
plugs at the
EECU and FMU
for
tightness.
Any loose

connectors
found?
(b) Tighten (h) (c)
loose
connectors.
Is fault
cleared?
(c) EECU P1 Within (f) (d)
Disconnect Blue Cable limits of
blue cable FMU resistance
connector P1 versus
at EECU. temperature
Measure T2 curve
sensing (TEST)
circuit
resistance
through blue
cable. Is
the
resistance
correct?
(d) FMU P19 5 to 6 Within (e) (g)
Disconnect limits of
FMU at P19 resistance
and measure versus
the temperature
resistance. curve
Is the (TEST)
resistance
correct?
(e) Replace
the blue
cable.
(f) Replace
the EECU.
(g) Replace
the FMU.
(h) Continue
to Operate.
TABLE 110. 006-23 - T2 FAULT CH B
Electrical Check
Possible
Faulty
(a) Check Green Cable P2 (b) (c)
green cable P18
connector

plugs at the
EECU and FMU
for
tightness.
Any loose
connectors
found?
(b) Tighten (h) (c)
loose
connectors.
Is fault
cleared?
(c) EECU P2 70 to 55 Within (f) (d)
Disconnect Green Cable limits of
green cable FMU resistance
connector P2 versus
at EECU. temperature
Measure T2 curve
sensing (TEST)
circuit
resistance
through
green cable.
Is the
resistance
correct?
(d) FMU P18 5 to 6 Within (e) (g)
Disconnect limits of
FMU at P18 resistance
and measure versus
the temperature
resistance. curve
Is the (TEST)
resistance
correct?
(e) Replace
the green
cable.
(f) Replace
the EECU.
(g) Replace
the FMU.
(h) Continue
to Operate.
TABLE 111. 008-24 - T2 DISAGREE FAULT
Electrical Check
Possible
Faulty

(a) Check Green Cable (b) (c)
green and Blue Cable
blue cables
connector
plugs at the
EECU and FMU
for
tightness.
Any loose
connectors
found?
(b) Tighten (e) (c)
loose
connectors.
Is fault
cleared?
(c) Swap FMU FMU (e) (d)
with known
functioning
FMU. Does
the fault
clear?
(d) Replace
the EECU.
(e) Continue
to Operate.
TABLE 112. 005-15 - P0 FAULT
Electrical Check
Possible
Faulty
the blue J31
cable
connector
plug at EECU
and P0
sensor for
tightness.
Any loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plug. Fault
cleared?
(c) Blue Cable (g) (d)

Disconnect P0 Sensor
blue cable EECU
connector at
P1. Measure
resistance
through blue
cable for
the
following.
Is the
resistence
correct?
- P0 sensor P1 74 to 63 1700-2000
excitation ohms
- P0 sensor P1 59 to 58 2200-2500
output ohms
signal
(d) P0 Sensor (e) (f)
Disconnect
P31
connector
plug at the
P0 sensor.
Measure
resistance
of the
following:
Is the
resistance
correct?
- P0 sensor J31 1 to 2 1700-2000
excitation ohms
- P0 sensor J31 3 to 4 2200-2500
output ohms
signal
(e) Replace Blue Cable
faulty
cable.
(f) Replace P0 Sensor
P0 sensor.
(g) Replace EECU
EECU.
(h) Continue
to operate.
TABLE 113. 008-17 - P0 DISAGREE FAULT
Electrical Check

Possible
Faulty
the blue J31
cable
connector
plug at EECU
and P0
sensor for
tightness.
Any loose
connector
found?
(b) Tighten (j) (c)
loose
connector
plug. Fault
cleared?
(c) Swap P0 Sensor (h) (d)
suspect P0
sensor on
engine 1
with known
functioning
sensor. Does
the fault
clear?
(d) Swap P0 Sensor (h) (e)
suspect P0
sensor on
engine 2
with known
functioning
sensor. Does
the fault
clear?
(e) Swap EECU (i) (f)
suspect EECU
on engine 1
with known
functioning
EECU. Does
the fault
clear?
(f) Swap EECU (i)
suspect EECU
on engine 2
with known

functioning
EECU. Does
the fault
clear?
(g) Replace
the blue
cable.
(h) Replace
P0 sensor.
(i) Replace
EECU.
(j) Continue
to Operate.
TABLE 114. 005-14 - PS3 FAULT CH A
Electrical Check
Possible
Faulty
(a) Check Blue Cable (b) (c)
blue cable P3 Tubes
connector
plugs at the
EECU and P3
sensor for
tightness,
and check
the two P3
tubes for
damage or
leakage. Any
loose
connectors
or damage
found?
(b) Tighten (h) (c)
loose
connector
plugs or
replace P3
tubes. Fault
cleared?
(c) EECU (f) (d)
P1 blue Blue Cable
cable
connector at
EECU.
Measure the
resistance
through the
blue cable
for the
following.
Is the
resistance
correct?
- P3 sensor P1 79 to 78 1700-2000
A excitation ohms
- P3 sensor P1 73 to 72 2200-2500
A output ohms
signal
(d) P3 Sensor (e) (g)
Disconnect
the P3
sensor at
P25 and
measure the
resistance
for the
following.
Is the
resistance
correct?
- P3 sensor J25 1 to 2 1700-2000
A excitation ohms
- P3 sensor J25 3 to 4 2200-2500
A output ohms
signal
(e) Replace
blue cable.
(f) Replace
EECU.
(g) Replace
P3 sensor.
(h) Continue
to Operate.
TABLE 115. 006-14 - PS3 FAULT CH B
Electrical Check
Possible
Faulty
green cable P3 Tubes
connector

plugs at the
EECU and P3
sensor for
tightness,
and check
the two P3
tubes for
damage or
leakage. Any
loose
connectors
or damage
found?
(b) Tighten (h) (c)
loose
connector
plugs or
replace P3
tubes. Fault
cleared?
(c) EECU (f) (d)
P2 green Green Cable
cable
connector at
EECU.
Measure the
resistance
through the
green cable
for the
following.
Is the
resistance
correct?
- P3 sensor P2 72 to 73 1700-2000
A excitation ohms
- P3 sensor P2 71 to 78 2200-2500
A output ohms
signal
(d) P3 Sensor (e) (g)
Disconnect
the P3
sensor at
P26 and
measure the
resistance
for the
following.
Is the

resistance
correct?
- P3 sensor J26 1 to 2 1700-2000
A excitation ohms
- P3 sensor J26 3 to 4 2200-2500
A output ohms
signal
(e) Replace
green cable.
(f) Replace
EECU.
(g) Replace
P3 sensor.
(h) Continue
to Operate.
TABLE 116. 008-16 - PS3 DISAGREE FAULT
Electrical Check
Possible
Faulty
green and Blue Cable
blue cables EECU
connector
plugs at the
EECU and FMU
for
tightness.
Any loose
connectors
found?
(b) Tighten (f) (c1)
loose
connectors.
Is fault
cleared?
(c1) Swap CH P3 Sensor (d) (c2)
A P3 sensor
with known
functioning
P3 sensor.
Does the
fault clear?
(c2) Swap CH P3 Sensor (d) (e)
B P3 sensor
with known

functioning
P3 sensor.
Does the
fault clear?
(d) Replace
the faulty
P3 sensor
(e) Replace
the EECU.
(f) Continue
to Operate.
TABLE 117. 005-22 - ITT FAULT CH A
Electrical Check
Possible
Faulty
blue cable ITT Harness P15
and ITT
connectors
for
tightness.
Any loose
connectors
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P1 14 to 13 0.2-1.0 (f) (d)
Disconnect ITT Harness ohms
P1 blue Blue Cable
cable
connector at
EECU.
Measure the
resistance.
Is the
resistance
correct?
(d) ITT Harness J15 A to B 0.2-1.0 (e) (g)
Disconnect ohms
P15
connector at
ITT harness.
Measure ITT
harness
resistance.
(e) Replace
blue cable.
(f) Replace
EECU.
(g) Replace
ITT harness.
(h) Continue
to Operate.
NOTE: Resistances are given for room temperature and may vary significantly if ITT
harness is hot or cold.
TABLE 118. 006-22 - ITT FAULT CH B
Electrical Check
Possible
Faulty
and ITT
connectors
for
tightness.
Any loose
connectors
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P1 11 to 10 0.2-1.0 (f) (d)
Disconnect ITT Harness ohms
P1 blue Blue Cable
cable
connector at
EECU.
Measure the
resistance.
Is the
resistance
correct?
(d) ITT Harness J15 C to D 0.2-1.0 (e) (g)
Disconnect ohms
P15
connector at
ITT harness.

Measure ITT
harness
resistance.
(e) Replace
blue cable.
(f) Replace
EECU.
(g) Replace
ITT harness.
(h) Continue
to Operate.
TABLE 119. 008-23 - ITT DISAGREE FAULT
Electrical Check
Possible
Faulty
and ITT
connectors
for
tightness.
Any loose
connectors
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P1 14 to 13 0.2-1.0 (f) (d)
Disconnect ITT Harness 11 to 10 ohms
P1 blue Blue Cable 0.2-1.0
cable ohms
connector at
EECU.
Measure the
resistance.
Is the
resistance
correct?
(d) ITT Harness J15 A to B 0.2-1.0 (e) (g)
Disconnect C to D ohms
P15 0.2-1.0

connector at ohms
ITT harness.
Measure ITT
harness
resistance.
(e) Replace (h) (g)
blue cable.
Does the
fault clear?
(f) Replace
faulty EECU.
(g) Replace
ITT harness.
(h) Continue
to Operate.
TABLE 120. 005-27 - NP FAULT CH A 005-26 - TORQUE FAULT CH A
Electrical Check
Possible
Faulty
NOTE: To check if fault is cleared, it is necessary to motor the engine.

(a) Check Blue Cable (b) (c)
blue cable
and Np
sensor coil
for
tightness.
Any loose
connectors
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P1 16 to 17 13.5-21.5 (f) (d)
Disconnect Np Sensor ohms
P1 blue Blue Cable
cable
connector at
EECU.
Measure Np
sensor coil
resistance

through blue
cable. Is
the
resistance
correct?
(d) Blue Cable J17 A to C 13.5-21.5 (e) (g)
Disconnect Np Sensor B to D ohms
Np sensor
connector
plug P17.
Measure
resistance
of Np sensor
at connector
pins. Is the
resistance
correct?
(e) Replace
blue cable.
(f) Replace
faulty EECU.
(g) Replace
Np sensor.
(h) Continue
to Operate.
TABLE 121. 006-27 - NP FAULT CH B 006-26 - TORQUE FAULT CH B
Electrical Check
Possible
Faulty

green cable
and Np
sensor coil
for
tightness.
Any loose
connectors
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P2 50 to 27 13.5-21.5 (f) (d)

Disconnect Np Sensor ohms

cable
connector at
EECU.
Measure Np
sensor coil
resistance
through
green cable.
Is the
resistance
correct?
(d) Green Cable J16 A to C 13.5-21.5 (e) (g)
Disconnect Np Sensor B to D ohms
Np sensor
connector
plug P16.
Measure
resistance
of Np sensor
at connector
pins. Is the
resistance
correct?
(e) Replace
green cable.
(f) Replace
faulty EECU.
(g) Replace
Np sensor.
(h) Continue
to Operate.
TABLE 122. 008-27 - NP DISAGREE FAULT 008-26 - TORQUE DISAGREE FAULT
Electrical Check
Possible
Faulty

(a) Check Green Cable (b) (c1)
green cable Blue Cable
and Np
sensor coil
for
tightness.
Any loose
connectors

found?
(b) Tighten (f) (c1)
loose
connector
plugs. Fault
cleared?
(c1) Swap Np Sensor (d) (c2)
the CH A Np
Sensor with
a known
functioning
sensor. Does
the fault
clear?
(c2) Swap Np Sensor (d) (e)
the CH B Np
Sensor with
a known
functioning
sensor. Does
the fault
clear?
(d) Replace
Np sensor.
(e) Replace
the EECU.
(f) Continue
to Operate.
TABLE 123. 007-016 - OIL FILTER BYPASS FAULT
Electrical Check
Possible
Faulty
green cable P4
connector
plug for
looseness at
EECU and Oil
filter
bypass
switch. Any
loose
connector
found?
(b) Tighten (h) (c)
loose

connector
plugs. Fault
cleared?
(c) EECU P2 48 to 25 0.5-2.0 (f) (d)
Disconnect Oil Filter ohms
P2 green Bypass
cable Switch
connector at Green Cable
EECU.
Measure oil
filter
bypass
switch
resistance
through
green cable.
Is the
resistance
correct?
(d) Green Cable J4 1 to 2 0.2 ohms (e) (g)
Disconnect Oil Filter max
oil filter Bypass
bypass Switch
switch
connector at
P4 Measure
resistance
of oil
filter
bypass
switch at
connector
pins. Is the
resistance
correct?
(e) Replace
green cable.
(f) Replace
faulty EECU.
(g) Replace
Oil Filter
Bypass
Switch.
(h) Continue
to Operate.
TABLE 124. 007-25 LOW OIL PRESSURE FAULT
Electrical Check
Possible
Faulty
blue cable P8
connector
plug for
looseness at
EECU and Low
Oil Pressure
switch. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P1 72 to 56 0.5-3 ohms (f) (d)
Disconnect Low Oil
P1 blue Pressure
cable Switch
connector at Blue Cable
EECU.
Measure low
oil pressure
switch
resistance
through blue
cable. Is
the
resistance
correct?
(d) Blue Cable J8 1 to 2 0.5-3 ohms (e) (g)
Disconnect Low Oil
low oil Pressure
pressure Switch
switch
connector at
P8 Measure
resistance
of low oil
pressure
switch at
connector
pins. Is the
resistance
correct?
(e) Replace
blue cable.

(f) Replace
faulty EECU.
(g) Replace
low oil
pressure
Switch.
(h) Continue
to Operate.
TABLE 125. 005-20 OIL TEMPERATURE FAULT
Electrical Check
Possible
Faulty
blue cable P6
connector
plug for
looseness at
EECU and Oil
Temperature
Sensor. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P1 38 to 37 Within (f) (d)
Disconnect Oil limits of
P1 blue Temperature resistance
cable Sensor versus
connector at Blue Cable temperature
EECU. curve
Measure Oil (TEST)
Temperature
Sensor
resistance
through blue
cable. Is
the
resistance
correct?
(d) Blue Cable J6 1 to 2 Within (e) (g)
Disconnect Oil limits of
Oil Temperature resistance
Temperature Sensor versus

Sensor temperature
connector at curve
P6 Measure (TEST)
resistance
of Oil
Temperature
Sensor at
connector
pins. Is the
resistance
correct?
(e) Replace
blue cable.
(f) Replace
faulty EECU.
(g) Replace
Oil
Temperature
Sensor.
(h) Continue
to Operate.
TABLE 126. 006-15 OIL PRESSURE FAULT
Electrical Check
Possible
Faulty
green cable P9
connector
plug for
looseness at
EECU and Oil
Pressure
Sensor. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P2 74 to 79 1600 ohms (f) (d)
Disconnect Oil 75 to 77 min.
P2 green Pressure 2500 ohms
cable Sensor max.
EECU.
Measure Oil
Pressure
Sensor
resistance
through
green cable.
Is the
resistance
correct?
(d) Green Cable (e) (g)
Disconnect Oil
Oil Pressure Pressure
Sensor Sensor
connector at
P9 Measure
resistance
of Oil
Pressure
Sensor at
connector
pins. Is the
resistance
correct?
- Oil J9 1 to 3 1600 ohms
pressure min.
sensor
excitation
circuit
- Oil J9 2 to 4 2500 ohms
pressure max.
sensor
output
circuit
(e) Replace
green cable.
(f) Replace
faulty EECU.
(g) Replace
Oil Pressure
Sensor.
(h) Continue
to Operate.
TABLE 127. 003-28 ALTERNATOR POWER CH A FAULT 005-29 NG ALTERNATOR
FAULT A
Electrical Check
Possible
Faulty
NOTE: To check if Ng Alternator fault is cleared, it is necessary to motor the

engine.
green cable P30
connector
plug for
looseness at
EECU and
Alternator.
Any loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P2 7 to 8 1-3.7 ohms (f) (d)
Disconnect Alternator 7 to 9 1-3.7 ohms
cable
connector at
EECU.
Measure
Alternator
Winding A
resistance
through
green cable.
Is the
resistance
correct?
(d) Green Cable J30 3 to 11 1-3.7 ohms (e) (g)
Alternator
connector at
P30 Measure
resistance
of
Alternator
Winding A at
connector
pins. Is the
resistance
correct?
(e) Replace
green cable.
(f) Replace
faulty EECU.

(g) Replace
Alternator.
(h) Continue
to Operate.
TABLE 128. 004-28 ALTERNATOR POWER CH B FAULT 006-29 NG ALTERNATOR
FAULT B
Electrical Check
Possible
Faulty

engine.
green cable P30
connector
plug for
looseness at
EECU and
Alternator.
Any loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P2 11 to 12 1-3.7 ohms (f) (d)
cable
connector at
EECU.
Measure
Alternator
Winding B
resistance
through
green cable.
Is the
resistance
correct?
(d) Green Cable J30 6 to 1 1-3.7 ohms (e) (g)
Alternator
connector at
P30 Measure
resistance
of
Alternator
Winding B at
connector
pins. Is the
resistance
correct?
(e) Replace
green cable.
(f) Replace
faulty EECU.
(g) Replace
Alternator.
(h) Continue
to Operate.
TABLE 129. 008-29 NG ALTERNATOR DISAGREE FAULT
Electrical Check
Possible
Faulty

engine.
green cable P30
connector
plug for
looseness at
EECU and
Alternator.
Any loose
connector
found?
(b) Tighten (f) (c)
loose
connector
plugs. Fault
cleared?
(c) Swap Alternator (e) (d)
Alternator EECU
with known
good
alternator.
Does the
fault clear?
(d) Replace
faulty EECU.

(e) Replace
Alternator.
(f) Continue
to Operate.
TABLE 130. 001-24 VAPOR VENT OUTPUT CH A FAULT
Electrical Check
Possible
Faulty
blue cable P19
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P1 5 to 6 675-1075 (f) (d)
Disconnect FMU ohms
P1 blue Blue Cable
cable
connector at
EECU.
Measure FMU
Vapor Vent
circuit
resistance
through blue
cable. Is
the
resistance
correct?
(d) Blue Cable J19 27 to 28 675-1075 (e) (g)
Disconnect FMU ohms
Vapor Vent
connector at
P19 Measure
resistance
of Vapor
Vent circuit
at connector
pins. Is the
resistance
correct?
(e) Replace
blue cable.
(f) Replace
faulty EECU.
(g) Replace
FMU.
(h) Continue
to Operate.
TABLE 131. 001-27 IGNITION OUTPUT CH A FAULT
Electrical Check
Possible
Faulty
green cable P20
connector
plug for
looseness at
EECU and
Ignition
Exciter Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P2 37 to 38 540-660 (f) (d)
Disconnect Ignition ohms
P2 green Exciter
cable Green Cable
connector at
EECU.
Measure
Ignition
Exciter
resistance
through
green cable.
Is the
resistance
correct?
(d) Green Cable J20 4 to 5 540-660 (e) (g)


Ignition Exciter
Exciter
connector at
P20. Measure
resistance
of Ignition
Excitor
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
green cable.
(f) Replace
faulty EECU.
(g) Replace
faulty
Ignition
Exciter.
(h) Continue
to Operate.
TABLE 132. 002-27 IGNITION OUTPUT CH B FAULT
Electrical Check
Possible
Faulty
green cable P20
connector
plug for
looseness at
EECU and
Ignition
Exciter Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P2 35 to 36 540-660 (f) (d)
P2 green Exciter
cable Green Cable
connector at
EECU.
Measure
Ignition
Exciter
resistance
through
green cable.
Is the
resistance
correct?
Ignition Exciter
Exciter
connector at
P20. Measure
resistance
of Ignition
Excitor
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
green cable.
(f) Replace
faulty EECU.
(g) Replace
faulty
Ignition
Exciter.
(h) Continue
to Operate.
TABLE 133. 007-24 FUEL FILTER BYPASS FAULT
Electrical Check
Possible
Faulty
blue cable P3
connector
plug for
looseness at
EECU and
Fuel Filter
Bypass

Switch. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P1 75 to 76 <5 ohms (f) (d)
Disconnect Fuel Filter
P1 blue Bypass
cable Switch
EECU.
Measure Fuel
Filter
Bypass
Switch
resistance
through blue
cable. Is
the
resistance
correct?
(d) Blue Cable J3 1 to 2 <5 ohms (e) (g)
Disconnect Fuel Filter
Fuel Filter Bypass
Bypass Switch
Switch
connector at
P3 Measure
resistance
of Fuel
Filter
Bypass
Switch
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
blue cable.
(f) Replace
faulty EECU.
(g) Replace
Fuel Filter
Bypass
Switch.
(h) Continue
to Operate.
TABLE 134. 006-20 CHIP DETECTOR FAULT
Electrical Check
Possible
Faulty
green cable P5
connector
plug for
looseness at
EECU and
Chip
Detector Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P2 65 to 66 1000-1020 (f) (d)
Disconnect Chip ohms
P2 green Detector
cable Green Cable
connector at
EECU.
Measure Chip
Detector
resistance
through
green cable.
Is the
resistance
correct?
Disconnect Chip ohms
Chip Detector
Detector
connector at
P5 Measure
resistance
of Chip
Detector
circuit at
connector
pins. Is the

resistance
correct?
(e) Replace
green cable.
(f) Replace
faulty EECU.
(g) Replace
Chip
Detector.
(h) Continue
to Operate.
TABLE 135. 001-23 ANTI-ICE OUTPUT CH A FAULT
Electrical Check
Possible
Faulty
blue cable PY
connector
plug for
looseness at
EECU and
Anti-Icing
Start Bleed
Valve Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P1 3 to 4 20-56 ohms (f) (d)
Disconnect Anti-Icing
P1 blue Start Bleed
cable Valve
EECU.
Measure
Anti-Icing
Start Bleed
Valve
resistance
through blue
cable. Is
the
resistance
correct?
(d) Blue Cable JY 1 to 2 20-56 ohms (e) (g)
Anti-Icing Start Bleed
Start Bleed Valve
Valve
connector at
PY. Measure
resistance
of Anti-
Icing Start
Bleed Valve
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
blue cable.
(f) Replace
faulty EECU.
(g) Replace
Anti-Icing
Start Bleed
Valve.
(h) Continue
to Operate.
TABLE 136. 002-23 ANTI-ICE OUTPUT CH B FAULT
Electrical Check
Possible
Faulty
green cable PX
connector
plug for
looseness at
EECU and
Anti-Icing
Start Bleed
Valve Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P2 21 to 22 20-56 ohms (f) (d)
P2 green Start Bleed
cable Valve
EECU.
Measure
Anti-Icing
Start Bleed
Valve
resistance
through
green cable.
Is the
resistance
correct?
(d) Green Cable JX 1 to 2 20-56 ohms (e) (g)
Anti-Icing Start Bleed
Start Bleed Valve
Valve
connector at
PX. Measure
resistance
of Anti-
Icing Start
Bleed Valve
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
green cable.
(f) Replace
faulty EECU.
(g) Replace
Anti-Icing
Start Bleed
Valve.
(h) Continue
to Operate.
TABLE 137. 001-22 ANTI-ICE SYSTEM CH A FAULT 002-22 ANTI-ICE SYSTEM CH
B FAULT
Electrical Check
Possible
Faulty

green cable
connector
plug for
looseness at
EECU and
Anti-Icing
Start Bleed
Valve Any
loose
connector
found?
(b) Tighten (f) (c)
loose
connector
plugs. Fault
cleared?
(c) Replace FMU (e) (d)
valve with Anti-Icing
known Start Bleed
functioning Valve
valve. Does
the fault
clear?
(d) Replace
FMU.
(e) Replace
Anti-Icing
Start Bleed
Valve.
(f) Continue
to Operate.
TABLE 138. 001-26 VG OUTPUT CH A FAULT
Electrical Check
Possible
Faulty
blue cable P19
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (h) (c)

loose
connector
plugs. Fault
cleared?
(c) EECU P1 24 to 48 35-45 ohms (f) (d)
Disconnect FMU 25 to 26 35-45 ohms
P1 blue Blue Cable
cable
connector at
EECU.
Measure VG
step motor
resistance
through blue
cable. Is
the
resistance
correct?
(d) FMU J19 23 to 24 35-45 ohms (e) (g)
Disconnect Blue Cable 25 to 26 35-45 ohms
FMU
connector at
P19. Measure
resistance
of VG step
motor
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
blue cable.
(f) Replace
faulty EECU.
(g) Replace
FMU.
(h) Continue
to Operate.
TABLE 139. 002-26 VG OUTPUT CH B FAULT
Electrical Check
Possible
Faulty
green cable P18
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P2 30 to 3 35-45 ohms (f) (d)
cable
connector at
EECU.
Measure VG
step motor
resistance
through
green cable.
Is the
resistance
correct?
(d) Green Cable J18 23 to 24 35-45 ohms (e) (g)
FMU
connector at
P18. Measure
resistance
of VG step
motor
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
green cable.
(f) Replace
faulty EECU.
(g) Replace
FMU.
(h) Continue
to Operate.
TABLE 140. 005-19 VG LVDT FAULT A

Electrical Check
Possible
Faulty
blue cable P19
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P1 31 to 32 70-105 ohms (f) (d)
Disconnect FMU 53 to 69 135-175
P1 blue Blue Cable 54 to 69 ohms
cable 135-175
connector at ohms
EECU.
Measure VG
LVDT
resistance
through blue
cable. Is
the
resistance
correct?
(d) FMU J19 14 to 15 70-105 ohms (e) (g)
Disconnect Blue Cable 16 to 17 135-175
FMU 18 to 17 ohms
connector at 135-175
P19. Measure ohms
resistance
of VG LVDT
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
blue cable.
(f) Replace
faulty EECU.

(g) Replace
FMU.
(h) Continue
to Operate.
TABLE 141. 006-19 VG LVDT FAULT B
Electrical Check
Possible
Faulty
green cable P18
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P2 61 to 62 70-105 ohms (f) (d)
P2 green Green Cable 60 to 41 ohms
cable 135-175
connector at ohms
EECU.
Measure VG
LVDT
resistance
through
green cable.
Is the
resistance
correct?
(d) FMU J18 14 to 15 70-105 ohms (e) (g)
Disconnect Green Cable 16 to 17 135-175
FMU 18 to 17 ohms
P18. Measure ohms
resistance
of VG LVDT
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
green cable.
(f) Replace
faulty EECU.
(g) Replace
FMU.
(h) Continue
to Operate.
TABLE 142. 008-21 VG LVDT DISAGREE FAULT
Electrical Check
Possible
Faulty
(a) Check Blue Cable P1 (b) (c1)
blue cable P2
connector P19
plug for P18
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (j) (c1)
loose
connector
plugs. Fault
cleared?
(c1) EECU P1 31 to 32 70-105 ohms (h) (c2)
cable 135-175
connector at ohms
EECU.
Measure VG
LVDT
resistance
through blue
cable. Is
the
resistance
correct?
(c2) EECU P2 61 to 62 70-105 ohms (h) (d1)
cable 135-175

connector at ohms
EECU.
Measure VG
LVDT
resistance
through
green cable.
Is the
resistance
correct?
(d1) FMU J19 14 to 15 70-105 ohms (d2) (i)
FMU 18 to 17 ohms
P19. Measure ohms
resistance
of VG LVDT
circuit at
connector
pins. Is the
resistance
correct?
(d2) FMU J18 14 to 15 70-105 ohms (e1) (i)
FMU 18 to 17 ohms
P18. Measure ohms
resistance
of VG LVDT
circuit at
connector
pins. Is the
resistance
correct?
(e1) Measure Blue Cable P1 31 to 14 <2 ohms (e2) (f)
continuity P19 32 to 15 <2 ohms
of blue 53 to 16 <2 ohms
cable for VG 69 to 17 <2 ohms
LVDT circuit 54 to 18 <2 ohms
pin
resistance.
Is the
resistance
correct?
(e2) Measure Green Cable P2 61 to 14 <2 ohms (i) (g)
of green 42 to 16 <2 ohms
pin

resistance.
Is the
resistance
correct?
(f) Replace (j) (i)
blue cable.
Is the fault
cleared?
(g) Replace (j) (i)
green cable.
Is the fault
cleared?
(h) Replace
faulty EECU.
(i) Replace
faulty FMU.
(j) Continue
to Operate.
TABLE 143. 001-20 VG SYSTEM CH A FAULT 002-20 VG SYSTEM CH B FAULT
Electrical Check
Possible
Faulty
(a) Check VG VG (d) (b)
actuating Actuating
linkage for Linkage
mechanical
damage,
looseness or
being stuck.
If damaged,
repair VG
actuating
linkage.
Fault
cleared?
(b) Replace AISBV (d) (c)
AISBV. Fault
cleared?
(c) Replace FMU
FMU.
(d) Continue
to Operate.
TABLE 144. 005-28 NG FMU FAULT A
Electrical Check

Possible
Faulty
NOTE: To check if the fault is cleared, it is necessary to motor the engine.

blue cable P19
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P1 19 to 44 500-2000 (f) (d)
Disconnect FMU ohms
P1 blue Blue Cable
cable
connector at
EECU.
Measure FMU
Ng
resistance
through blue
cable. Is
the
resistance
correct?
(d) FMU J19 1 to 2 500-2000 (e) (g)
Disconnect Blue Cable ohms
FMU
connector at
P19. Measure
resistance
of FMU Ng
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
blue cable.
(f) Replace
faulty EECU.
(g) Replace
FMU.
(h) Continue
to Operate.
TABLE 145. 006-28 NG FMU FAULT B
Electrical Check
Possible
Faulty

green cable P18
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P2 26 to 49 500-2000 (f) (d)
Disconnect FMU ohms
cable
connector at
EECU.
Measure FMU
Ng
resistance
through
green cable.
Is the
resistance
correct?
(d) FMU J18 1 to 2 500-2000 (e) (g)
Disconnect Green Cable ohms
FMU
connector at
P18. Measure
resistance
of FMU Ng
circuit at
connector

pins. Is the
resistance
correct?
(e) Replace
green cable.
(f) Replace
faulty EECU.
(g) Replace
FMU.
(h) Continue
to Operate.
TABLE 146. 008-28 NG FMU DISAGREE FAULT
Electrical Check
Possible
Faulty

(a) Check P2 (b) (c)
green cable P18
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (d) (c)
loose
connector
plugs. Fault
cleared?
(c) Replace
FMU.
(d) Continue
to Operate.
TABLE 147. 005-21 FUEL TEMP FAULT CH A
Electrical Check
Possible
Faulty
blue cable P19
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P1 36 to 57 66-178 ohms (f) (d)
Disconnect FMU
P1 blue Blue Cable
cable
connector at
EECU.
Measure Ng
T-Fuel
resistance
through blue
cable. Is
the
resistance
correct?
(d) FMU J19 7 to 8 66-178 ohms (e) (g)
Disconnect Blue Cable
FMU
connector at
P19. Measure
resistance
of Ng T-Fuel
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
blue cable.
(f) Replace
faulty EECU.
(g) Replace
FMU.
(h) Continue
to Operate.
TABLE 148. 006-21 FUEL TEMP FAULT CH B
Electrical Check
Possible
Faulty
green cable P18
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P2 67 to 76 66-178 ohms (f) (d)
Disconnect FMU
cable
connector at
EECU.
Measure Ng
T-Fuel
resistance
through
green cable.
Is the
resistance
correct?
(d) FMU J18 7 to 8 66-178 ohms (e) (g)
Disconnect Green Cable
FMU
connector at
P18. Measure
resistance
of Ng T-Fuel
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
green cable.
(f) Replace
faulty EECU.
(g) Replace
FMU.

(h) Continue
to Operate.
TABLE 149. 008-22 FUEL TEMP DISAGREE FAULT
Electrical Check
Possible
Faulty
blue cable P2
connector P19
plug for P18
looseness at
EECU and FMU
Any loose
connector
found?
(b) Tighten (e) (c)
loose
connector
plugs. Is
the fault
cleared?
(c) Replace FMU (e) (d)
the FMU. Is
the fault
cleared?
(d) Replace EECU
the EECU.
(e) Continue
to Operate.
TABLE 150. 005-18 WF LVDT FAULT CH A
Electrical Check
Possible
Faulty
blue cable P19
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (h) (c)

loose
connector
plugs. Fault
cleared?
(c) EECU P1 51 to 52 66-100 ohms (f) (d)
cable 240-500
connector at ohms
EECU.
Measure Wf
LVDT
resistance
through blue
cable. Is
the
resistance
correct?
(d) FMU J19 9 to 10 66-100 ohms (e) (g)
FMU 13 to 12 ohms
P19. Measure ohms
resistance
of Wf LVDT
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
blue cable.
(f) Replace
faulty EECU.
(g) Replace
FMU.
(h) Continue
to Operate.
TABLE 151. 006-18 WF LVDT FAULT CH B
Electrical Check
Possible
Faulty
green cable P18
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P2 14 to 39 66-100 ohms (f) (d)
cable 240-500
connector at ohms
EECU.
Measure Wf
LVDT
resistance
through
green cable.
Is the
resistance
correct?
(d) FMU J18 9 to 10 66-100 ohms (e) (g)
FMU 13 to 12 ohms
P18. Measure ohms
resistance
of Wf LVDT
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
green cable.
(f) Replace
faulty EECU.
(g) Replace
FMU.
(h) Continue
to Operate.
TABLE 152. 008-20 WF LVDT DISAGREE FAULT
Electrical Check
Possible
Faulty

(a) Check Blue Cable P1 (b) (c1)
blue cable Green Cable P2
connector P19
plug for P18
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (j) (c1)
loose
connector
plugs. Fault
cleared?
(c1) EECU P1 51 to 52 66-100 ohms (h) (c2)
cable 240-500
connector at ohms
EECU.
Measure VG
LVDT
resistance
through blue
cable. Is
the
resistance
correct?
(c2) EECU P2 14 to 39 66-100 ohms (h) (d1)
cable 240-500
connector at ohms
EECU.
Measure VG
LVDT
resistance
through
green cable.
Is the
resistance
correct?
(d1) FMU J19 9 to 10 66-100 ohms (d2) (i)
FMU 13 to 12 ohms
P19. Measure ohms
resistance

of VG LVDT
circuit at
connector
pins. Is the
resistance
correct?
(d2) FMU J18 9 to 10 66-100 ohms (e1) (i)
FMU 13 to 12 ohms
P18. Measure ohms
resistance
of VG LVDT
circuit at
connector
pins. Is the
resistance
correct?
(e1) Measure Blue Cable P1 51 to 9 <2 ohms (e2) (f)
of blue 67 to 11 <2 ohms
pin
resistance.
Is the
resistance
correct?
(e2) Measure Green Cable P2 14 to 9 <2 ohms (i) (g)
of green 40 to 11 <2 ohms
pin
resistance.
Is the
resistance
correct?
(f) Replace (j) (i)
blue cable.
Is the fault
cleared?
(g) Replace (j) (i)
green cable.
Is the fault
cleared?
(h) Replace
faulty EECU.
(i) Replace

faulty FMU.
(j) Continue
to Operate.
TABLE 153. 001-25 WF OUTPUT CH A FAULT
Electrical Check
Possible
Faulty
blue cable P19
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P1 22 to 46 37-75 ohms (f) (d)
P1 blue Blue Cable
cable
connector at
EECU.
Measure Wf
step motor
resistance
through blue
cable. Is
the
resistance
correct?
(d) FMU J19 19 to 20 37-75 ohms (e) (g)
Disconnect Blue Cable 21 to 22 37-75 ohms
FMU
connector at
P19. Measure
resistance
of Wf step
motor
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
blue cable.
(f) Replace
faulty EECU.
(g) Replace
FMU.
(h) Continue
to Operate.
TABLE 154. 002-25 WF OUTPUT CH B FAULT
Electrical Check
Possible
Faulty
green cable P18
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (h) (c)
loose
connector
plugs. Fault
cleared?
(c) EECU P2 32 to 5 37-75 ohms (f) (d)
cable
connector at
EECU.
Measure Wf
step motor
resistance
through
green cable.
Is the
resistance
correct?
(d) Green Cable J18 19 to 20 37-75 ohms (e) (g)
FMU
connector at

P18. Measure
resistance
of Wf step
motor
circuit at
connector
pins. Is the
resistance
correct?
(e) Replace
green cable.
(f) Replace
faulty EECU.
(g) Replace
FMU.
(h) Continue
to Operate.
TABLE 155. 001-21 WF SYSTEM CH A FAULT 002-21 WF SYSTEM CH B FAULT
Electrical Check
Possible
Faulty
green cable P18
connector
plug for
looseness at
EECU and
FMU. Any
loose
connector
found?
(b) Tighten (d) (c)
loose
connector
plugs. Fault
cleared?
(c) Replace FMU
FMU.
(d) Continue
to Operate.
TABLE 156. 009-27 OEI LIMITS SELECT SWITCH FAULT
Electrical Check
Possible
Faulty

(a) EECU Air-craft 45 to 9 <50 ohms (b) (e)

Disconnect Aircraft P1
aircraft P1 Wiring
connector at
EECU of both
engines.
Depress
switch on
pilot
collective
and while
depressed
check
between pins
45 and 9 on
both
engines.
Measure the
resistance.
Is the
resistance
correct?
(b) Release EECU Air-craft 45 to 9 >100K ohms (c) (e)
the switch Aircraft P1
and check Wiring
pins. Open
circuit?
(c) Replace (d) (f)
the EECU on
Engine 1.
Does the
fault clear?
(d) Replace
the EECU on
Engine 2.
(e)
Troubleshoot
aircraft
circuit for
faulty
engine.
(f) Replace
faulty EECU
permanently
and continue
to operate.
TABLE 157. 001-15 SIF FAULT CH A
Electrical Check

Possible
Faulty
(a) Pull the Aircraft Air-craft 31 to 79 <50 ohms (b) (d)
circuit EECU P1 77 to 79 >100K ohms
breakers on 78 to 79 >100K ohms
both
channels of
the FADEC.
Put the SIF
switch into
the STOP
position. At
Aircraft P1
looking
toward the
aircraft,
measure the
resistance
in the STOP,
IDLE and FLY
circuits.
Are both
IDLE and FLY
open
circuits and
STOP closed
circuit?
(b) Put the Aircraft Air-craft 31 to 79 >100K ohms (c) (d)
SIF switch EECU P1 77 to 79 <50 ohms
into the
IDLE
Position.
Measure the
resistance
in the STOP
circuit and
IDLE
circuit. Is
STOP open
and IDLE
closed?
(c) Put the Aircraft Air-craft 78 to 79 <50 ohms (e) (d)
SIF switch EECU P1
into the FLY
Position.
Measure the
resistance
in the FLY
circuit. Is
it closed?
(d)
Troubleshoot
using
Aircraft
Maintenance
Manual.
(e) Replace
the EECU.
TABLE 158. 002-15 SIF FAULT CH B
Electrical Check
Possible
Faulty
(a) Pull the Aircraft Air-craft 31 to 27 <50 ohms (b) (d)
circuit EECU P2 55 to 27 >100K ohms
breakers on 11 to 27 >100K ohms
both
channels of
the FADEC.
Put the SIF
switch into
the STOP
position. At
Aircraft P2
looking
toward the
aircraft,
measure the
resistance
in the STOP,
IDLE and FLY
circuits.
Are both
IDLE and FLY
open
circuits and
STOP closed
circuit?
(b) Put the Aircraft Air-craft 31 to 27 >100K ohms (c) (d)
SIF switch EECU P2 55 to 27 <50 ohms
into the
IDLE
Position.
Measure the
resistance
in the STOP
circuit and
IDLE
circuit. Is
STOP open
and IDLE
closed?
(c) Put the Aircraft Air-craft 11 to 27 <50 ohms (e) (d)
SIF switch EECU P2
into the FLY
Position.
Measure the
resistance
in the FLY
circuit. Is
it closed?
(d)
Troubleshoot
using
Aircraft
Maintenance
Manual.
(e) Replace
the EECU.
TABLE 159. 001-16 ENGINE OUT SIGNAL FAULT CH A FAULT
Electrical Check
Possible
Faulty
(a) Pull the Aircraft Air-craft 3 to 4 295-600 (b) (c)
circuit EECU P1 ohms
breakers on
both
channels of
the FADEC.
At Aircraft
P1 looking
toward the
aircraft,
measure the
resistance
of the
Engine Out
circuit. Is
the
resistance
correct?
(b) Replace
the EECU.
(c)
Troubleshoot
using
Aircraft

Maintenance
Manual.
TABLE 160. 002-16 ENGINE OUT SIGNAL FAULT CH B FAULT
Electrical Check
Possible
Faulty
breakers on
both
channels of
the FADEC.
At Aircraft
P2 looking
toward the
aircraft,
measure the
resistance
of the
Engine Out
circuit. Is
the
resistance
correct?
(b) Replace
the EECU.
(c)
Troubleshoot
using
Aircraft
Maintenance
Manual.
TABLE 161. 001-28 START OUTPUT CH A FAULT
Electrical Check
Possible
Faulty
breakers on
both
channels of
the FADEC.
At Aircraft
P1 looking
toward the
aircraft,
measure the
resistance
of the Start
Output
circuit. Is
the
resistance
correct?
(b) Replace
the EECU.
(c)
Troubleshoot
using
Aircraft
Maintenance
Manual.
TABLE 162. 002-28 START OUTPUT CH B FAULT
Electrical Check
Possible
Faulty
breakers on
both
channels of
the FADEC.
At Aircraft
P2 looking
toward the
aircraft,
measure the
resistance
of the Start
Output
circuit. Is
the
resistance
correct?
(b) Replace
the EECU.
(c)
Troubleshoot
using
Aircraft
Maintenance
Manual.
TABLE 163. 003-22 CROSS ENGINE BUS TX CH A FAULT 003-23 ARINC TX1 CH A
FAULT 004-23 ARINC TX1 CH B FAULT 004-22 CROSS ENGINE BUS TX CH B

Electrical Check
Possible
Faulty
(a) Replace EECU
the EECU.
TABLE 164. 003-25 ARINC RX1 CH A FAULT 004-25 ARINC RX1 CH B FAULT 003-
24 ARINC RX2 CH A FAULT 004-24 ARINC RX2 CH B FAULT
Electrical Check
Possible
Faulty
(a) Pull the Transmission (g) (b)
circuit from AMMC 1
breakers on - Aircraft
both
channels of
the FADEC.
Do both
ARINC RX1
faults
display?
(b) Do both Transmission (g) (c)
ARINC RX2 from AMMC 2
faults - Aircraft
display?
(c) Does EECU (d) (e)
only one RX1 Aircraft
or RX2
display on
channel A?
(d) EECU Air-craft 51 to 67 (f) (g)
Disconnect Aircraft P1 53 to 68
EECU at
Aircraft P1.
Looking
toward the
aircraft,
measure the
resistance.
Is the
resistance
correct?
(e) One RX1 EECU Air-craft 58 to 71 (f) (g)
or RX2 Aircraft P2 59 to 72
displays on

channel B.
Disconnect
EECU at
Aircraft P2.
Looking
toward the
aircraft,
measure the
resistance.
Is the
resistance
correct?
(f) Replace
the EECU.
(g)
Troubleshoot
aircraft
using
Aircraft
Maintenance
Manual.
TABLE 165. 003-29 28 VDC CH A FAULT
Electrical Check
Possible
Faulty
(a) Pull the EECU Air-craft 21 to 22 28 volts (b) (c)
breakers on Aircraft P1
both FADEC
channels and
disconnect
EECU at
Aircraft P1.
Put the
breakers
back on and
looking
toward the
aircraft,
measure the
voltage.
Disconnect
the breaker
again. Is
the voltage
correct?
(b) Replace
the EECU.
(c)
Troubleshoot
the aircraft
using the
Aircraft
Maintenance
Manual.
TABLE 166. 004-29 28 VDC CH B FAULT
Electrical Check
Possible
Faulty
(a) Pull the EECU Air-craft 12 to 13 28 volts (b) (c)
both FADEC
channels and
disconnect
EECU at
Aircraft P2.
Put the
breakers
back on and
looking
toward the
aircraft,
measure the
voltage.
Disconnect
the breaker
again. Is
the voltage
correct?
(b) Replace
the EECU.
(c)
Troubleshoot
the aircraft
using the
Aircraft
Maintenance
Manual.
TABLE 167. 007-22 CHANNEL A DETECTS FAULT IN BUS FROM CHANNEL B OF THE
OTHER ENGINE 007-21 CHANNEL B DETECTS FAULT IN BUS FROM CHANNEL A OF
THE OTHER ENGINE 007-14 CHANNEL B DETECTS FAULT IN BUS FROM CHANNEL B
OF THE OTHER ENGINE 007-29 CHANNEL A DETECTS FAULT IN BUS FROM CHANNEL
A OF THE OTHER ENGINE
Electrical Check
Possible
Faulty

(a) Does (g) (b)
only one
fault appear
alone?
(b) Are (c) (d)
fault word 7
bits 21 and
29 present?
(c) Pull the EECU Air-craft 58 to 71 80-120 ohms (g) (e)
both
channels of
the FADEC on
the engine
that saw the
fault. At
Aircraft P1
looking
towards the
aircraft,
measure the
resistance.
Is the
resistance
correct?
(d) Fault EECU Air-craft 10 to 37 80-120 ohms (g) (f)
word 7 bits Aircraft P2
22 and 14
are present.
Pull the
breakers on
both
channels of
the FADEC on
the engine
that saw the
fault. At
Aircraft P2
looking
towards the
aircraft,
measure the
resistance.
Is the
resistance
correct?
(e) On the EECU Air-craft 58 to 71 80-120 ohms (g) (h)
other Aircraft P1
engine,

disconnect
at Aircraft
P1 looking
towards the
aircraft and
measure the
resistance.
Is the
resistance
correct?
(f) On the EECU Air-craft 10 to 37 80-120 ohms (g) (h)
other Aircraft P2
engine,
disconnect
at Aircraft
P2 looking
towards the
aircraft and
measure the
resistance.
Is the
resistance
correct?
(g) Replace
the faulty
EECU.
(h)
Troubleshoot
using
Aircraft
Maintenance
Manual.
TABLE 168. 007-28 WF ON/OFF DISCRETE FAULT CH A
Electrical Check
Possible
Faulty
(a) Pull the EECU Air-craft 31 to 79 <50 ohms (b) (e)
breakers on Aircraft P1 32 to 79 >100K ohms
both
channels of
the FADEC.
Set SIF
switch to
STOP. At
Aircraft P1
looking
toward the
aircraft,

measure the
resistance.
Is fuel OFF
closed
circuit and
Fuel ON open
circuit?
(b) Set SIF EECU Air-craft 31 to 79 >100K ohms (c) (e)
switch to Aircraft P1 32 to 79 <50 ohms
IDLE. Is
fuel OFF an
open circuit
and Fuel ON
a closed
circuit?
(c) Set SIF EECU Air-craft 31 to 79 >100K ohms (d) (e)
IDLE. Is
fuel OFF an
open circuit
and Fuel On
a closed
circuit?
(d) Replace
the EECU.
(e)
Troubleshoot
the aircraft
using
Aircraft
Maintenance
Manual.
TABLE 169. 007-20 WF ON/OFF DISCRETE FAULT CH B
Electrical Check
Possible
Faulty
(a) Pull the EECU Air-craft 31 to 27 <50 ohms (b) (e)
breakers on Aircraft P2 32 to 27 >100K ohms
both
channels of
the FADEC.
Set SIF
switch to
STOP. At
Aircraft P2
looking
toward the
aircraft,
measure the
resistance.
Is fuel OFF
closed
circuit and
Fuel ON open
circuit?
(b) Set SIF EECU Air-craft 31 to 27 >100K ohms (c) (e)
IDLE. Is
fuel OFF an
open circuit
and Fuel ON
a closed
circuit?
(c) Set SIF EECU Air-craft 31 to 27 >100K ohms (d) (e)
IDLE. Is
fuel OFF an
open circuit
and Fuel On
a closed
circuit?
(d) Replace
the EECU.
(e)
Troubleshoot
the aircraft
using
Aircraft
Maintenance
Manual.
TABLE 170. 008-14 AI POSITION FB DISAGREEMENT
Electrical Check
Possible
Faulty
(a) EECU P1 41 to 42 >100K ohms (b) (c)
Disconnect AISBV
engine P1
blue cable
connector at
EECU.
Measure the
AISBV
resistance
through the
blue cable.
Is the
resistance
correct?
(b) EECU P2 57 to 58 <50 ohms (f) (c)
Disconnect AISBV
engine P2
green cable
connector at
EECU.
Measure the
AISBV
resistance
through the
green cable.
Is the
resistance
correct?
(c) AISBV JY 3 to 4 >100K ohms (d) (e)
Disconnect Harness
AISBV at PY
and measure
the
resistance.
Is the
resistance
correct?
(d) AISBV JX 3 to 4 <50 ohms (g) (e)
Disconnect Harness
AISBV at PX
and measure
the
resistance.
Is the
resistance
correct?
(e) Replace
the AISBV.
(f) Replace
the EECU.
(g) Replace
the harness.
TABLE 171. 008-19 COLLECTIVE DISAGREE FAULT
Electrical Check
Possible
Faulty
Collective Aircraft
signals to
CHA and CHB
do not
agree. Check
aircraft
maintenance
manual and
calibration.
TABLE 172. 009-20 LOCAL ENGINE CHANNEL A AEO LIMIT SELECTION FAULT
Electrical Check
Possible
Faulty
(a) Pull the EECU Air-craft 8 to 9 <50 ohms (b) (d)
both
channels of
the FADEC.
Depress AEO
button and
check pins.
Is the
circuit
closed?
(b) Release EECU Air-craft 8 to 9 >100K ohms (c) (d)
AEO button Aircraft P1
and check
pins. Is the
circuit
open?
(c) Replace
the EECU.
(d)
Troubleshoot
the aircraft
using
Aircraft
Maintenance
Manual.
TABLE 173. 009-21 LOCAL ENGINE CHANNEL B AEO LIMIT SELECTION FAULT
Electrical Check
Possible
Faulty
(a) Pull the EECU Air-craft 38 to 24 Closed (b) (d)
both
channels of

the FADEC.
Depress AEO
button and
check pins.
Is the
circuit
closed?
(b) Release EECU Air-craft 38 to 24 Open (c) (d)
AEO button Aircraft P2
and check
pins. Is the
circuit
open?
(c) Replace
the EECU.
(d)
Troubleshoot
the aircraft
using
Aircraft
Maintenance
Manual.
TABLE 174. 009-22 SIF DISAGREEMENT
Electrical Check
Possible
Faulty
SIF input Aircraft
from one
engine does
not agree
with SIF
input to
other
engine.
Troubleshoot
aircraft
maintenance
manual.
TABLE 175. 009-23 AI REQUEST DISAGEEMENT
Electrical Check
Possible
Faulty
(a) Pull the Air-craft 37 to 52 <50 ohms (b) (d)
breakers on P1 28 to 1
both Air-craft

channels of P2
the FADEC.
Set anti-ice
switch to
OFF and
check pins.
Is the
circuit
closed?
(b) Set Air-craft 37 to 52 >100K ohms (c) (d)
anti-ice to P1 28 to 1
ON and check Air-craft
pins. Is the P2
circuit
open?
(c) Replace
EECU.
(d)
Troubleshoot
aircraft
using
aircraft
maintenance
manual.
TABLE 176. 009-24 TRAINING INPUT DISAGREEMENT
Electrical Check
Possible
Faulty
(a) Pull the Aircraft Air-craft 35 to 36 <50 ohms (b) (g)
breakers on P1
both FADEC
channels.
With the
training
switch
depressed,
on engine 1
disconnect
at connector
aircraft P1.
Check pins.
Is it a
closed
circuit?
(b) With the Aircraft Air-craft 57 to 36 <50 ohms (c) (g)
training P1
switch
depressed,
on engine 2
disconnect
at connector
aircraft P1.
Check pins.
Is it a
closed
circuit?
(c) With the Aircraft Air-craft 35 to 36 >100K ohms (d) (g)
training P1
switch
released, on
engine 1
disconnect
connector at
aircraft P1.
Check pins.
Is it a
closed
circuit?
(d) With the EECU Air-craft 57 to 36 >100K ohms (e) (g)
training Aircraft P1
switch
released, on
engine 2
disconnect
connector
aircraft P1.
Check pins.
Is it a
closed
circuit?
(e) Replace EECU (h) (f)
EECU on Aircraft
engine 1.
Fault
cleared?
(f) Replace EECU (h) (g)
the EECU on Aircraft
engine 2.
Fault
cleared?
(g)
Troubleshoot
aircraft via
aircraft
maintenance
manual.
(h) Replace
EECU.
TABLE 177. 001-29 IGNITION, STARTER, OR ENGINE OUT RELAY FAULT CH A

Electrical Check
Possible
Faulty
(a) Is fault EECU (h) (b)
accompanied
by EECU
Isolation
Flag CH A
fault?
(b) EECU J2 38 to 37 >100K ohms (f) (c)
Disconnect Ignition 38 to con- >100K ohms
P2 green Exciter nector
cable Green Cable shell
connector at
EECU.
Measure
ignition
circuit
resistance
through the
green cable.
Is the
resistance
correct?
(c) Ignition J20 4 to 5 >100K ohms (d) (e)
Disconnect Exciter 4 to con- >100K ohms
ignition Green Cable nector
exciter at shell
P20. Measure
resistance
of exciter
at connector
pins. Is the
resistance
correct?
(d) Replace
the green
cable.
(e) Replace
the ignition
exciter.
(f) Pull the EECU Air-craft 6 to 5 >100K ohms (g) (i)
breakers for Aircraft P1 6 to con- >100K ohms
both FADEC nector
channels. At shell
aircraft P1
looking

toward the
aircraft,
measure the
resistance
of the
starter
circuit. Is
the
resistance
correct?
(g) With the EECU Air-craft 4 to 3 >100K ohms (h) (i)
breakers Aircraft P1 4 to con- >100K ohms
still nector
pulled, shell
measure the
engine out
circuit on
aircraft P1.
Is the
resistance
correct?
(h) Replace
the EECU.
(i)
Troubleshoot
aircraft
using
aircraft
maintenance
manual.
TABLE 178. 002-29 IGNITION, STARTER, OR ENGINE OUT RELAY FAULT CH B
Electrical Check
Possible
Faulty
(a) Is fault EECU (h) (b)
accompanied
by EECU
Isolation
Flag CH B
fault?
(b) EECU J2 36 to 35 >100K ohms (f) (c)
Disconnect Ignition 36 to con- >100K ohms
P2 green Exciter nector
cable Green Cable shell
connector at
EECU.
Measure
ignition
circuit
resistance
through the
green cable.
Is the
resistance
correct?
(c) Ignition J20 2 to 7 >100K ohms (d) (e)
Disconnect Exciter 2 to con- >100K ohms
ignition Green Cable nector
exciter at shell
P20. Measure
resistance
of exciter
at connector
pins. Is the
resistance
correct?
(d) Replace
the green
cable.
(e) Replace
the ignition
exciter.
(f) Pull the EECU Air-craft 2 to 3 >100K ohms (g) (i)
breakers for Aircraft P2 2 to con- >100K ohms
both FADEC nector
channels. At shell
aircraft P2
looking
toward the
aircraft,
measure the
resistance
of the
starter
circuit. Is
the
resistance
correct?
(g) With the EECU Air-craft 4 to 5 >100K ohms (h) (i)
breakers Aircraft P2 4 to con- >100K ohms
still nector
pulled, shell
measure the
engine out
circuit on
aircraft P2.
Is the
resistance

correct?
(h) Replace
the EECU.
(i)
Troubleshoot
aircraft
using
aircraft
maintenance
manual.
TABLE 179. 008-18 TEST CELL PAL DISAGREE FAULT
Electrical Check
Possible
Faulty
Troubleshoot Test Cell
the test
cell and
calibration
of the PAL.
TABLE 180. 005-16 TEST CELL PAL FAULT A
Electrical Check
Possible
Faulty
(a) Pull the EECU Air-craft 29 to 28 50-100K (b) (c)
breakers for Test Cell P1 1 to 2 ohms
both FADEC 30 to 2 50-100K
channels. 29 to con- ohms
Disconnect nector 50-100K
EECU at back-shell ohms
aircraft P1 28 to con- >100K ohms
and looking nector >100K ohms
toward the back-shell >100K ohms
aircraft, 1 to con- >100K ohms
measure the nector >100K ohms
resistance. back-shell
Is the 2 to con-
resistance nector
correct? back-shell
30 to con-
nector
back-shell
(b) Change
the EECU.
(c)
Troubleshoot
the test
cell.
TABLE 181. 006-16 TEST CELL PAL FAULT B
Electrical Check
Possible
Faulty
(a) Pull the EECU Air-craft 65 to 76 50-100K (b) (c)
breakers for Test Cell P2 29 to 51 ohms
both FADEC 30 to 51 50-100K
channels. 65 to con- ohms
Disconnect nector 50-100K
EECU at back-shell ohms
aircraft P2 76 to con- >100K ohms
and looking nector >100K ohms
toward the back-shell >100K ohms
aircraft, 29 to con- >100K ohms
measure the nector >100K ohms
resistance. back-shell
Is the 51 to con-
resistance nector
correct? back-shell
30 to con-
nector
back-shell
(b) Change
the EECU.
(c)
Troubleshoot
the test
cell.
TABLE 182. 009-18 CRANK SIGNAL DISAGREE FAULT
Electrical Check
Possible
Faulty
(a) Pull the EECU Air-craft 56 to 79 <50 ohms (b) (d)
breakers for Aircraft P1 47 to 27 <50 ohms
both FADEC Air-craft
channels. P2
Hold the SIF
switch in
the crank
position.
Looking
toward the
aircraft,
measure the
resistance
on aircraft
P1 and P2.
Are the
resistances
correct?
(b) Release EECU Air-craft 56 to 79 >100K ohms (c) (d)
the SIF from Aircraft P1 47 to 27 >100K ohms
the crank Air-craft
position. P2
Measure the
resistance
on aircraft
P1and P2.
Are the
resistances
correct?
(c) Replace
EECU.
(d)
Troubleshoot
the
aircraft.
TABLE 183. 009-29 NR SIGNAL DISAGREE FAULT
Electrical Check
Possible
Faulty
Two Nr Aircraft
channels
from the
aircraft to
the EECU
disagree.
Troubleshoot
the
aircraft.
TABLE 184. 009-28 LOAD SHARE SELECTION SWITCH DISAGREE BETWEEN ENGINES
FAULT
Electrical Check
Possible
Faulty
Load share Aircraft
switch
signal
disagrees

from
aircraft to
engines.
Troubleshoot
aircraft.
TABLE 185. 009-26 LOAD SHARE SELECTION SWITCH LOCAL ENGINE DISAGREE
FAULT
Electrical Check
Possible
Faulty
(a) Pull Air-craft 63 to 14 <50 ohms (b) (d)
breakers for P2 46 to 14 >100K ohms
both FADEC
channels.
Put the load
share switch
in the
torque
position.
Looking
toward the
aircraft,
measure the
resistance
at aircraft
P2. Are the
resistances
correct?
(b) Put the Air-craft 63 to 14 >100K ohms (c) (d)
load share P2 46 to 14 <50 ohms
switch in
the ITT
position.
Measure the
resistance
at aircraft
P2. Are the
resistances
correct?
(c) Replace
the EECU.
(d)
Troubleshoot
aircraft
using the
Aircraft
Maintenace
Manual.

TABLE 186. 001-19 OVERSPEED SYSTEM TEST #1 CH A FAULT 001-17 OVERSPEED

SYSTEM TEST #3 CH A FAULT
Electrical Check
Possible
Faulty
(a) Are any (b) (c)
other fault
codes
present?
(b) Correct (j) (c)
other
faults. Run
engine on
ground to
idle and
shutdown.
Does the
fault clear?
(c) Check EECU P1 (d) (e)
EECU, blue FMU P19
cable, and Blue Cable
FMU for
loose
connectors.
Loose
connectors
found?
(d) Tighten EECU P1 (j) (e)
loose FMU P19
connectors. Blue Cable
Fault
cleared?
(e) EECU P1 1 to 2 7.8-21.8 (h) (f)
Disconnect FMU ohms
P1 blue Blue Cable
cable
connector at
EECU.
Measure
Overspeed
Solenoid
resistance
through blue
cable. Is
the
resistance
correct?
(f) FMU J19 3 to 4 7.8-21.8 (g) (i)
Disconnect Blue Cable ohms

FMU
connector at
P19. Measure
resistance
of Overspeed
Solenoid
circuit at
connector
pins. Is the
resistance
correct?
(g) Replace
blue cable.
(h) Replace
faulty EECU.
(i) Replace
FMU.
(j) Continue
to Operate.
TABLE 187. 002-19 OVERSPEED SYSTEM TEST #1 CH B FAULT 002-17 OVERSPEED
SYSTEM TEST #3 CH B FAULT
Electrical Check
Possible
Faulty
(a) Are any (b) (c)
other fault
codes
present?
(b) Correct (j) (c)
other
faults. Run
engine on
ground to
idle and
shutdown.
Does the
fault clear?
EECU, green FMU P18
cable, and Green Cable
FMU for
loose
connectors.
Loose
connectors
found?
(d) Tighten EECU P2 (j) (e)

loose FMU P18
connectors. Green Cable
Fault
cleared?
(e) EECU P2 19 to 20 7.8-21.8 (h) (f)
Disconnect FMU P18 ohms
P2 Green Cable
greencable
connector at
EECU.
Measure
Overspeed
Solenoid
resistance
through
green cable.
Is the
resistance
correct?
(f) FMU J18 3 to 4 7.8-21.8 (g) (i)
Disconnect Green Cable ohms
FMU
connector at
P18. Measure
resistance
of Overspeed
Solenoid
circuit at
connector
pins. Is the
resistance
correct?
(g) Replace
green cable.
(h) Replace
faulty EECU.
(i) Replace
FMU.
(j) Continue
to Operate.
TABLE 188. 001-18 OVERSPEED SYSTEM TEST #2 CH A FAULT 002-18 OVERSPEED
SYSTEM TEST #2 CH B FAULT
Electrical Check
Possible
Faulty
(a) Check EECU P1 (b) (c)
EECU, green Blue Cable P2

cable, blue Green Cable J18
cable, and FMU J19
FMU for
loose
connectors.
Loose
connectors
found?
(b) Tighten EECU P1 (e) (c)
loose Blue Cable P2
connectors. Green Cable J18
Fault FMU J20
cleared?
(c) Replace EECU (e) (d)
the FMU. Run FMU
engine on
ground to
idle and
shutdown.
Does the
fault clear?
(d) Replace
the EECU.
(e) Continue
to Operate.
TABLE 189. 003-14 OVERSPEED SYSTEM TEST NOT COMPLETE CH A FAULT 004-14
OVERSPEED SYSTEM TEST NOT COMPLETE CH B FAULT
Electrical Check
Possible
Faulty
(a) Are any (b) (c)
other fault
codes
present?
(b) Correct (g) (c)
other
faults. Run
engine on
ground to
idle and
shutdown.
Does the
fault clear?
EECU, green FMU P2
cable, blue Blue Cable P18
cable, and Green Cable P19

FMU for
loose
connectors.
Loose
connectors
found?
(d) Tighten EECU P1 (g) (e)
loose FMU P2
connectors. Blue Cable P18
Run engine Green Cable P19
on ground to
idle and
shutdown.
Fault
cleared?
(e) Replace FMU (g) (f)
FMU. Run EECU
engine on
ground to
idle and
shutdown.
Fault
Cleared?
(f) Replace
EECU.
(g) Continue
to Operate.

CT7-2 - MM72-00-00, FAULT ISOLATION 002, CONFIG 2E1 - NON-FADEC FAULT ISOLATION CT7-2E1
CT7-2 MAINTENANCE MANUAL Dated: 10/15/2013

NON-FADEC FAULT ISOLATION CT7-2E1
* * * FOR CT7-2E1

TASK 72-00-00-810-810
A. Purpose.
The fault isolation procedures provided in this section are to be used as a guide for locating
and correcting faults. Use of these procedures will reduce delays and maintenance
downtime. It will also reduce unnecessary replacement of engine parts.
B. Procedures.
• The correct operating procedures have been followed.
• The fault isolation is caused by a single failure or malfunction.
(1) Get as much information as possible from the flight crew that reports the problem. In
many cases, this information will describe the fault completely. If possible, the fault
should be confirmed by a ground test run, if there is no danger of causing engine
damage.
(2) The fault isolation procedures are given in logic diagram format. The logic diagrams are
organized by specific symptoms and ask a question which is answered by either a yes or
a no. The answer will lead either to another question or to a final solution.
(a) See DESCRIPTION AND OPERATION for a schematic diagram of the engine
electrical system.
(b) See system and component checks (TEST) for electrical checks, circuit checks at
S39 connector, etc. whenever such checks are called for by the logic diagrams.
(c) Many faults, particularly if intermittent and not corrected by paragraph C., are best
isolated by swapping with known good parts from other engine with suspect parts,
one at a time. When fault follows suspect part onto known good engine, isolation is
assured.
(3) Use the following procedural guidelines when doing fault isolation:
(a) If possible, confirm the reported fault with a ground test run.
(b) Troubleshoot according to the symptoms.
(c) Complete the checks required (TEST).
(d) Confirm fault has been fixed with a ground test run.
C. Any fluctuation of engine related parameters, such as Ng speed, Np speed, torque, or TGT,
may be due to dirty or inadequately secured electrical connectors. Contamination, moisture
or looseness is particularly suspect when fault is intermittent. Such engine and airframe
electrical connectors will be disconnected, inspected (74-00-00, INSPECTION), and cleaned
(74-00-00, CLEANING) prior to the next engine test and prior to any line replaceable unit
D. Unusual Engine Noise.
file:///C|/Users/ssantos/Desktop/sei570/pb72-00-00-1002e1-002.htm[10/23/2013 11:46:54 AM]

(1) If an unusual high-pitched whining sound is heard, do the following:
NOTE: • Certain compressor damage can cause a high-pitched whining sound. The noise will
vary with gas generator speed and should be much higher than usual engine noise
level.
• Compressor rotors with repaired stage 1 blades produce a higher pitched noise than is
present on undamaged compressor rotors. This higher pitch is not harmful to
personnel or material, and should not be cause for engine removal from an aircraft.
(a) Reduce power and stop running the engine as soon as practical to avoid damaging
compressor.
(b) Review engine records to determine if stage 1 compressor rotor blades have been
repaired.
(c) If stage 1 blades have not been repaired, borescope the compressor (INSPECTION).
(2) Before break-in, a new gas generator rotor and stator could emit a rubbing sound from
the outer balance piston seal, this is normal.
2. Symptom Index.
A. See Table 101 for a list of fault isolation symptoms.
TABLE 101. SYMPTOM INDEX
Symptom Figure
Engine Flames Out (Combustion Stops Indicated by a Drop in TGT) Figure 101
Np Does Not Accelerate to Flight Idle Speed (EECU Will Not Allow the Figure 102
Engine to Go to 70% Ng Speed)
Np Low at Ground Idle Speed (Idle Speed is below Limits in TEST) Figure 103
Uncontrolled Deceleration (Ng) (Ng and TGT Decrease Without Figure 104
Switching SIF Switch or Collective Pitch)
Stall Above Ground Idle Speed (Acceleration or Deceleration Above Figure 105
Ground Idle Speed)
Starting Stalls (Audible Popping or Whining During Ng Acceleration to Figure 106
Ground Idle Speed)
Abnormally High TGT During Start Figure 107
Combustor Rumble During Start Figure 108
No Start (Fuel Mist Seen Coming From Tailpipe; No Rise in TGT) Figure 109
No Start (No Compressor Rotor Rotation) Figure 110
No Start (No Fuel Mist Seen Coming From Tailpipe; No Rise) Figure 111
Slow or Hung Start (TGT Increases But Hangs) (On a Hung Start, Figure 112
Engine Lights Off But Does Not Accelerate To Idle Speed. Speed Hangs
Up Between Lightoff and Idle)
Engine Exceeds TGT Operating Limits Figure 113
Excessive Fuel Leaking from Overboard Drain While Engine is Figure 114
Operating at Ground Idle Speed
Fuel Filter Bypass Light On Figure 115
Electrical Chip Detector Light On During Engine Operation Figure 116
Excessive Oil Leakage at Overboard Drain Figure 117
Excessive Leakage at Service Port Scupper Figure 118
High Oil Consumption Figure 119
High Oil Level Figure 120

High Oil Pressure Figure 121
No Oil Pressure Figure 122
Oil Filter Impending Bypass Light Comes On Without a Fault Code Figure 123
Oil Pressure Below Limits Figure 124
Oil Pressure Fluctuates Figure 125
Oil Temperature Exceeds Limits (Exceeds Normal Operating Figure 126
Temperatures for Affected Engine)
Smoke in Exhaust Figure 127
Low Engine Performance (Indication of Low Margin by Power Assurance Figure 128
Check) (Torque Indicator is Low for a Given Ng and TGT, with Possible
Torque Split Figure 129
Unstable Operation at Flight on Ground (Ng, TGT, Torque and Np Figure 130
Fluctuate Greater Than 5% With Engine at Flight)
No Ng Signal from Engine to Aircraft AMMC Figure 131
* Refer to para 1.C. before you start troubleshooting procedures.
* * * FOR CT7-2E1

Figure 101 (Sheet 1) Engine Flames Out (Combustion Stops Indicated by a Drop in TGT)
* * * FOR CT7-2E1
Figure 101 (Sheet 2) Engine Flames Out (Combustion Stops Indicated by a Drop in TGT)
* * * FOR CT7-2E1

Figure 102 Np Does Not Accelerate to Flight Idle Speed (EECU Will Not Allow the Engine to Go to
70% Ng Speed)
* * * FOR CT7-2E1

Figure 103 Np Low at Ground Idle Speed (Idle Speed is below Limits in TEST)
* * * FOR CT7-2E1

Figure 104 Uncontrolled Deceleration (Ng) (Ng and TGT Decrease Without Switching SIF Switch or
Collective Pitch)
* * * FOR CT7-2E1

Figure 105 (Sheet 1) Stall Above Ground Idle Speed (Acceleration or Deceleration Above Ground Idle
Speed)
* * * FOR CT7-2E1

Speed)
* * * FOR CT7-2E1

Speed)
* * * FOR CT7-2E1

Figure 106 (Sheet 1) Starting Stalls (Audible Popping or Whining During Ng Acceleration to Ground
Idle Speed)
* * * FOR CT7-2E1

Figure 106 (Sheet 2) Starting Stalls (Audible Popping or Whining During Ng Acceleration to Ground
Idle Speed)
* * * FOR CT7-2E1

Figure 107 Abnormally High TGT During Start
* * * FOR CT7-2E1

Figure 108 Combustor Rumble During Start
* * * FOR CT7-2E1

Figure 109 (Sheet 1) No Start (Fuel Mist Seen Coming From Tailpipe; No Rise in TGT)
* * * FOR CT7-2E1

Figure 109 (Sheet 2) No Start (Fuel Mist Seen Coming From Tailpipe; No Rise in TGT)
* * * FOR CT7-2E1

Figure 110 (Sheet 1) No Start (No Compressor Rotor Rotation)
* * * FOR CT7-2E1

Figure 110 (Sheet 2) No Start (No Compressor Rotor Rotation)
* * * FOR CT7-2E1

Figure 111 No Start (No Fuel Mist Seen Coming From Tailpipe; No Rise)
* * * FOR CT7-2E1

Figure 112 Slow or Hung Start (TGT Increases But Hangs) (On a Hung Start, Engine Lights Off But
Does Not Accelerate To Idle Speed. Speed Hangs Up Between Lightoff and Idle)
* * * FOR CT7-2E1

Figure 113 Engine Exceeds TGT Operating Limits
* * * FOR CT7-2E1

Figure 114 (Sheet 1) Excessive Fuel Leaking from Overboard Drain While Engine is Operating at
Ground Idle Speed
* * * FOR CT7-2E1

Figure 114 (Sheet 2) Excessive Fuel Leaking from Overboard Drain While Engine is Operating at
Ground Idle Speed
* * * FOR CT7-2E1

Figure 115 Fuel Filter Bypass Light On
* * * FOR CT7-2E1

Figure 116 (Sheet 1) Electrical Chip Detector Light On During Engine Operation
* * * FOR CT7-2E1

* * * FOR CT7-2E1

* * * FOR CT7-2E1

* * * FOR CT7-2E1

* * * FOR CT7-2E1

Figure 117 (Sheet 1) Excessive Oil Leakage at Overboard Drain
* * * FOR CT7-2E1

Figure 117 (Sheet 2) Excessive Oil Leakage at Overboard Drain
* * * FOR CT7-2E1

Figure 118 (Sheet 1) Excessive Leakage at Service Port Scupper
* * * FOR CT7-2E1

Figure 118 (Sheet 2) Excessive Leakage at Service Port Scupper
* * * FOR CT7-2E1

Figure 119 (Sheet 1) High Oil Consumption
* * * FOR CT7-2E1

* * * FOR CT7-2E1

* * * FOR CT7-2E1

* * * FOR CT7-2E1

Figure 120 High Oil Level
* * * FOR CT7-2E1

Figure 121 (Sheet 1) High Oil Pressure
* * * FOR CT7-2E1

Figure 121 (Sheet 2) High Oil Pressure
* * * FOR CT7-2E1

* * * FOR CT7-2E1

* * * FOR CT7-2E1

Figure 123 Oil Filter Impending Bypass Light Comes On Without a Fault Code
* * * FOR CT7-2E1

* * * FOR CT7-2E1

* * * FOR CT7-2E1

* * * FOR CT7-2E1

* * * FOR CT7-2E1

* * * FOR CT7-2E1

Figure 126 (Sheet 1) Oil Temperature Exceeds Limits (Exceeds Normal Operating Temperatures for
Affected Engine)
* * * FOR CT7-2E1

Affected Engine)
* * * FOR CT7-2E1

Affected Engine)
* * * FOR CT7-2E1

* * * FOR CT7-2E1

* * * FOR CT7-2E1

* * * FOR CT7-2E1

Figure 128 (Sheet 1) Low Engine Performance (Indication of Low Margin by Power Assurance Check)
(Torque Indicator is Low for a Given Ng and TGT, with Possible Torque Split at High Power)
* * * FOR CT7-2E1

* * * FOR CT7-2E1

* * * FOR CT7-2E1

Figure 129 Torque Split
* * * FOR CT7-2E1

Figure 130 Unstable Operation at Flight on Ground (Ng, TGT, Torque and Np Fluctuate Greater Than
5% With Engine at Flight)
* * * FOR CT7-2E1

Figure 131 No Ng Signal from Engine to Aircraft AMMC
GE PROPRIETARY INFORMATION - Subject to the restrictions on the media.

MM72-00-00
ENGINE - SPECIAL PROCEDURES
* * * FOR ALL
TASK 72-00-00-800-802
This section provides instructions to determine the extent of maintenance required
to return the engine to a serviceable condition.
2. Care of Records.
Check all failure data (tags, forms, etc.) accompanying engine to determine reason
for removal from service. Do not remove failure data from engine. If failure data
is missing, request instructions from the engine owner.
3. Maintenance Analysis.
Refer to Table 201 for maintenance analysis checklist required to return engine to
service.
TABLE 201. MAINTENANCE ANALYSIS CHECKLIST
See
Condition Paragraph
Aircraft Accident 10
Damaged Engine During Shipping 11
Engine Inlet Blockage 13

Exposure to Fire-Extinguishing 9
Agents
Lightning Strike 14
Engine Oil System Contamination 12
Over-Serviceable Limit 15
Extensions
* Ng Overspeeed (Gas Generator 7

* Turbine Rotor) 8
* Np Overspeed (Power Turbine 4
Rotor)
Engine Overtemperature
* Overtorque 6
* Sudden Stoppage (Rotor Blade 5
Impact)
Low Oil Level Clearing 17
Procedure
Unserviceable Circumferential 16
Rubs on Power Turbine Drive
Shaft Assembly
Inspection of Engine After High 18

MM72-00-00
Speed Shaft Failure

Inspection of Misaligned Engine 19
Inspection of Engine After 20
Operation in Volcanic Ash
Environment
Special 50 Hour Borescope 21
Inspection of GG Rotors Sand
Environment
* In excess of limits in Table 501 (TEST) (CT7-2A) or Table 502 (TEST) (CT7-2D/-
2D1), or Table 503 (TEST) (CT7-2E1).
4. Inspection of Engine Following Engine Overtemperature.
This inspection procedure must be followed when investigating a reported engine
overtemperature. This procedure provides information to determine whether an
actual overtemperature did exist. It also gives further inspection requirements to
determine the extent of possible engine damage, and gives corrective maintenance
requirements.
An overtemperature can damage the stage 1 nozzle vanes and turbine blades. The
damage may be identified visually, depending upon the extent and duration of the
overtemperature. Damage to stage 1 nozzle vanes can vary from complete vane burn-
through to swelling and minor cracking. Damage to turbine blades can vary from
complete burnaway of the blade to blade roughness, to dark discoloration at the
blade tip, and to blade CODEP coating changes in the form of flaking, blistering,
and wrinkling, with the most notable changes at blade tip area.
A. The warning that follows is for viton parts and must be obeyed.
WARNING: VITON EXPOSED TO FIRE DAMAGE
• COMBUSTION CAN PRODUCE HIGHLY TOXIC FUMES OF HYDROGEN FLUORIDE AND CARBONYL
FLUORIDE AT TEMPERATURES OVER 527°F (275°C).
• WATER FROM FIREFIGHTING EFFORTS AND MOISTURE FROM EYES, SWEATY SKIN, AND
LUNGS MAY COMBINE WITH HYDROGEN FLUORIDE GAS OR RESIDUE TO FORM
HYDROFLUORIC ACID.
• EXPOSURE TO HYDROFLUORIC ACID WILL CAUSE BLURRED VISION, PAIN, AND
BREATHING DIFFICULTY. IN SUFFICIENT CONCENTRATION, EXPOSURE MAY LEAD TO
PERMANENT LUNG DAMAGE OR DEATH.
• IF EYES OR SKIN IS EXPOSED TO HYDROGEN FLUORIDE, IMMEDIATELY FLUSH AFFECTED
AREA THOROUGHLY WITH WATER. GET IMMEDIATE MEDICAL ATTENTION.
• SELF-CONTAINED BREATHING APPARATUS, GOGGLES, AND PROTECTIVE CLOTHING SHALL
BE WORN WHEN FIGHTING FIRES ASSOCIATED WITH VITON.
• WEAR NEOPRENE GLOVES WHEN HANDLING REFUSE FROM A VITON FIRE, EVEN IF
MATERIAL IS COOL.
• ALLOW FOR ADEQUATE COOL-DOWN AND AIR-OUT PERIODS IN A WELL VENTILATED AREA
BEFORE REPAIRING EQUIPMENT DAMAGED BY A FIRE INVOLVING VITON.
B. Verify reported overtemperature by comparing reported time spent at maximum
temperature. Go to Table 501 (TEST) (CT7-2A) or Table 502 (TEST) (CT7-2D/-
2D1), item T4.5, and see Figure 502 (TEST) (CT7-2A) or Figure 503 (TEST) (CT7-
2D/-2D1) for limits.
C. Check aircraft/engine temperature indicating system:
MM72-00-00
• Aircraft E1 harness (refer to applicable Aircraft Maintenance Manual)

• Yellow cable overtemperature check (TEST).
D. Repair aircraft/engine temperature indicating system as required. If no
problems exist in the aircraft/engine temperature indicating system; it must
be assumed that actual overtemperature did take place. In that case, remove
hot section module (REMOVAL AND INSTALLATION) and do a detailed inspection
(72-40-00, INSPECTION).
E. If out-of-limit damage is found during a visual or a borescope inspection,
remove the hot section module and the power turbine module (REMOVAL AND
INSTALLATION) and send both modules to an authorized overhaul facility for
metallurgical analysis. If damage cannot be determined and overtemperature was
verified, return gas generator rotor assembly and gas generator stator
assembly only to an authorized overhaul facility.
* * * FOR CT7-2E1
Verify reported overtemperature by comparing reported time spent at maximum
temperature (Figure 505 (TEST)). If engine was installed in the aircraft when
the overtemperature was reported, verify using aircraft HUMS using ARINC Label
260. If engine was not installed in the aircraft, use STATUS WORD 3 bit 21 to
verify overtemperature. The CT7-2E1 engine limits the number of temperature
exceedences to six times. All exceedences should be recorded in the engine log
book as the EECU may be changed. Figure 205 defines the limits and inspections
required.
Area A: Perform a borescope inspection of the hot section module including the
combustor and stage one nozzle as well as inspection of the power turbine
module. If out-of-limit damage is found during a visual or a borescope
inspection, remove the hot section module and the power turbine module
(REMOVAL AND INSTALLATION) and send both modules to an authorized overhaul
facility for metallurgical analysis. Results of the inspection shall be
recorded in the engine log book and a ground power assurance check be made
prior to flight. Three OEI excursions are permitted per flight for 2 flights
maximum. If the number of OEI excursions exceeds either three events per
flight or six total events then remove power turbine module and hot section
module and return to an approved CT7 turboshaft overhaul facility for
metallurgical inspection of parts.
Area B: Operation in this area is not permitted. If engine is operated in this
area: remove power turbine module and hot section module and return to an
approved CT7 Turboshaft overhaul facility for metallurgical inspection of
parts.
* * * FOR ALL
5. Inspection of Engines Following Sudden Stoppage (Rotor Blade Impact).
A. Engines that have stopped suddenly because of rotor blade impact must be
inspected as follows:
(1) Borescope-inspect the engine (INSPECTION).
(2) Remove the radial drive shaft (72-60-00), and inspect the shaft (72-60-00).
If the shaft shows distress, remove the power takeoff drive assembly (PTO)
(72-30-00). Inspect the PTO (72-32-00).
(3) Remove the A-sump output shaft assembly (72-30-00) and the power turbine

MM72-00-00
module (72-50-00), and send both assemblies to an authorized overhaul

facility for inspection of the shaft splines and the bearings.
(4) Inspect the swirl frame in the area of the main frame brackets (72-30-00).
(5) Inspect the aft engine mounting lugs on the diffuser and midframe casing
assembly (72-39-00).
(6) Inspect the electrical chip detector and the scavenge screens (79-00-00).
B. Inspect the engine mounts (refer to the applicable Aircraft Maintenance
Manual).
6. Maintenance Required Following Overtorque.
Verify the reported overtorque. Refer to Table 501 (TEST) for CT7-2A, Table 502
(TEST for CT7-2D/-2D1, or Table 503 (TEST) for CT7-2E1 - Output Shaft Torque - for
the limits. Check the aircraft torque indicating system for calibration error. If
you find errors with the indicating system, the overtorque cannot be verified,
then correct the indicating system. Do an E1 harness and blue cable checks (TEST).
For CT7-2E1, verify overtorque via the aircraft Health Usage Monitoring System
(HUMS). If the indicating system and the harness checks are OK, it must be assumed
that an actual overtorque occurred. If an actual overtorque occurred, test engine
per Figure 506 Engine overtorque using the torque values specified in Table 501,
Table 502, or Table 503 for the appropriate engine model.
7. Maintenance Required Following Gas Generator Turbine Rotor (Ng) Overspeed.
The engine must be returned to an overhaul facility for a detailed inspection of
the compressor rotor and the gas generator turbine rotors if either one of the
events below occurred; otherwise, no maintenance action is required.
A. The gas generator speed exceeded 47,440 rpm (106%).
NOTE: Transient Ng operation (as defined in Table 501, TEST) is permitted.
B. The 2-1/2 minute (OEI) limit was exceeded for more than 12 seconds (refer to
Table 501, TEST for CT7-2A; Table 502, TEST for CT7-2D/-2D1); or Table 503,
TEST for CT7-2E1).
* * * FOR CT7-2E1
Verify speed and duration of Np overspeed using the HUMS data from the
aircraft.
* * * FOR ALL
8. Maintenance Required Following Power Turbine Rotor (Np) Overspeed.
If power turbine speed was higher than 25,300 rpm and lower than 27,200 rpm for
more than 15 seconds or exceeded 27,200 rpm for any period of time, return power
turbine module to overhaul for a detailed inspection of the power turbine rotor.
Otherwise, no maintenance action required; continue to operate.
* * * FOR CT7-2E1
Verify speed and duration of Np overspeed using the HUMS data from the aircraft.
* * * FOR ALL
9. Removal of Fire-Extinguishing Agents.

MM72-00-00
HYDROFLUORIC ACID.
• SELF-CONTAINED BREATHING APPARATUS, GOGGLES AND PROTECTIVE CLOTHING SHALL
MATERIAL IS COOL.
B. Using instructions in Table 202, clean engines that have residue of fire
extinguishing agents.
TABLE 202. REMOVAL OF RESIDUAL FIRE-EXTINGUISHING AGENTS
Extinguishing
Material Chemical Composition Corrective Action
Animal protein Not applicable. Water-wash (CLEANING 000 (CT7-2A/-
2D/-2D1) or CLEANING 000 (CT7-2E1))
or steam-clean (GEK 9250, 70-21-03)
to remove residue.
Carbon dioxide CO2 Carbon dioxide has no residue. No
cleaning is needed.
Detergent foam Not applicable. Water-wash (CLEANING 000 (CT7-2A/-
2D/-2D1) or CLEANING 000 (CT7-2E1))
or steam-clean (GEK 9250, 70-21-03)
to remove residue.
WARNING: COMPRESSED AIR

• WHEN USING COMPRESSED AIR FOR ANY COOLING, CLEANING, OR DRYING OPERATION, DO
NOT EXCEED 30 PSIG AT THE NOZZLE.
• EYES CAN BE PERMANENTLY DAMAGED BY CONTACT WITH LIQUID OR LARGE PARTICLES
PROPELLED BY COMPRESSED AIR. INHALATION OF AIR-BLOWN PARTICLES OR SOLVENT
VAPOR CAN DAMAGE LUNGS.
• WHEN USING AIR FOR CLEANING AT AN AIR-EXHAUSTED WORKBENCH, WEAR APPROVED
GOGGLES OR FACE SHIELD.
• WHEN USING AIR FOR CLEANING AT AN UNEXHAUSTED WORKBENCH, WEAR APPROVED
RESPIRATOR AND GOGGLES.
WARNING: ISOPROPYL ALCOHOL

TT-I-735
• FLAMMABLE - DO NOT USE NEAR OPEN FLAMES, NEAR WELDING AREAS, OR ON HOT

MM72-00-00
SURFACES.
• DO NOT SMOKE WHEN USING IT, AND DO NOT USE IT WHERE OTHERS ARE SMOKING.
• INHALATION OF VAPORS CAN CAUSE DROWSINESS, DIZZINESS, AND HEADACHE. CONTACT
OF LIQUID WITH SKIN MAY CAUSE DERMATITIS AND IRRITATION.
• IF ANY LIQUID CONTACTS SKIN OR EYES, IMMEDIATELY FLUSH AFFECTED AREA
THOROUGHLY WITH WATER. REMOVE SOLVENT-SATURATED CLOTHING. IF VAPORS CAUSE
DROWSINESS, GO TO FRESH AIR.
• WHEN HANDLING LARGE QUANTITIES (GREATER THAN ONE GALLON), WORK AT AIR-
EXHAUSTED WORKBENCH OR COVERED TANK.
• STORE SOLVENT AND DISPOSE OF LIQUID-SOAKED CLOTHES IN APPROVED METAL SAFETY
CONTAINER.
• METAL CONTAINERS OF LIQUID MUST BE GROUNDED TO MAINTAIN ELECTRICAL
CONTINUITY.
WARNING: ISOBUTYL ALCOHOL

TT-I-730
• FLAMMABLE - DO NOT USE NEAR WELDING AREAS, NEAR OPEN FLAMES OR SPARKS, OR ON
HOT SURFACES.
• USE ONLY WITH ADEQUATE VENTILATION.
• PROLONGED OR REPEATED BREATHING OF VAPORS MAY CAUSE DROWSINESS, DIZZINESS, OR
HEADACHE.
• PROLONGED OR REPEATED CONTACT WITH SKIN MAY CAUSE DERMATITIS AND IRRITATION.
• WEAR APPROVED GLOVES WHEN HANDLING.
• STORE IN APPROVED METAL SAFETY CONTAINERS. KEEP CONTAINER TIGHTLY COVERED
WHEN NOT IN USE.
CAUTION: UNDER CERTAIN CONDITIONS, DRY CHEMICAL AGENT CAN COMBINE WITH MOISTURE,
WHICH CAN CAUSE SEVERE CORROSION DAMAGE TO ENGINE PARTS. ENGINES EXPOSED TO
PKP WILL BE INSPECTED AND PROCESSED AS SOON AS POSSIBLE.
Dry chemical PKP Potassium bicarbonate covered Using compressed air or vacuum
with silicone (methyl tools, remove as much loose powder
polysilidoxane) to prevent as possible. Remove residue using a
moisture absorption. mixture of 60% isopropyl alcohol
and 40% isobutyl alcohol. Steam-
clean parts (GEK 9250, 70-21-03).
CAUTION: UNDER CERTAIN CONDITIONS, HALON 1011 CAN COMBINE WITH MOISTURE, WHICH CAN
CAUSE SEVERE CORROSION DAMAGE TO ENGINE PARTS. ENGINE EXPOSED TO HALON 1011
WILL BE INSPECTED AND PROCESSED AS SOON AS POSSIBLE.
Halon 1011 Bromo chloromethane CH2BrCL. Halon 1011 is not water soluble.
Remove residue, using a mixture of
60% isopropyl alcohol and 40%
isobutyl alcohol. Steam-clean parts
(GEK 9250, 70-21-03).
Halon 1211 Bromochlorodifluoromethane Halon 1211 has no residue. No
CF2ClBr. cleaning is needed.

MM72-00-00
Halon 1301 Bromo trifluoromethane CF3Br. Halon 1301 has no residue. No

cleaning is needed.
Light Water Foam* Proprietary to 3M Company. Remove residue by water-washing
(CLEANING 000 (CT7-2A/-2D/-2D1) or
CLEANING 000 (CT7-2E1)) or steam-
cleaning (GEK 9250, 70-21-03).
*Registered trademark of 3M Company.
10. Inspection of Engine Involved in Accidents or Incidents.
HYDROFLUORIC ACID.
MATERIAL IS COOL.
CAUTION: THE MAINTENANCE MANUAL PROVIDES THE ACTIONS NECESSARY TO KEEP AN ENGINE IN
PROPER SERVICEABLE CONDITION FOR OPERATION IN NORMAL OPERATING EXPOSURE
CONDITIONS. AN ACCIDENT, INCIDENT, OR EQUIVALENT MISHAP MAY RESULT IN
CONCEALED DAMAGE TO AN ENGINE AND WILL BE CONSIDERED ABNORMAL OPERATION.
ANY ENGINE EXPOSED TO ABNORMAL CONDITIONS REQUIRES SPECIAL INSPECTION AND
PART DISPOSITIONS IN EXCESS OF NORMAL MANUAL REQUIREMENTS AND LIMITS. SOME
OF THE ABNORMAL CONDITIONS TO WHICH AN ENGINE MAY BE EXPOSED ARE:
• SHOCK LOADING, COLLISION IMPACT, CRASH DAMAGE OR SEPARATION FROM THE
AIRCRAFT, HANDLING OR TRANSPORTATION MISHAP.
• STRUCTURAL OVERSTRESS; THE ENGINE STRUCTURE SUPPORTING THE WEIGHT OF THE
AIRCRAFT AS IN FAILURE OR SEPARATION OF THE LANDING GEAR.
• SUDDEN SEIZURE OR STOPPAGE OF THE ENGINE ROTOR OR ROTORS.
• G-LOADING DURING OPERATION IN EXCESS OF AIRFRAME MANUAL LIMITS.
• EXTREME INGESTION EVENTS.
• FIRE EXPOSURE;
- FIRE CONSUMING AIRCRAFT, ALL OR PORTION THEREOF,
- POST CRASH ENGINE EXTERIOR FIRE, ENGINE ONLY,
- ENGINE UNDERCOWL FIRE,

MM72-00-00
- FIRE IN STORAGE OR TRANSPORT.

• THERMAL QUENCH BY SUBMERSION INTO WATER WHILE OPERATING.
• EXPOSURE TO CORROSIVES; CHEMICALS, SALT WATER OR SEWAGE; POST MISHAP
UNPROTECTED STORAGE.
• IMPACT OR EXPLOSION FROM BOMB, ROCKET OR MISSILE ATTACK.
• EXPOSURE TO FIRE-FIGHTING MATERIALS.
THESE EVENTS ARE HIGHLY VARIABLE AND THE CONDITIONS TO WHICH ENGINES
INVOLVED ARE EXPOSED ARE UNPREDICTABLE. THIS PREVENTS ESTABLISHING A SINGLE,
ALL INCLUSIVE PROCEDURE. BEFORE PROCEEDING WITH A POST-MISHAP SALVAGE ACTION
TO REINSTATE AIRWORTHINESS, CONTACT GE AIRCRAFT ENGINES FOR SPECIAL
INSPECTION REQUIREMENTS.
DEPENDING UPON THE CIRCUMSTANCES OF THE EVENT, INSTANCES OF LOCALIZED,
LIMITED DAMAGE CAN BE DISPOSITIONED BY NORMAL CHANNELS. FOR MAJOR EVENTS
SUCH AS AN ACCIDENT, INCIDENT, OR EQUIVALENT MISHAP, EXECUTION OF A SPECIAL
INSPECTION WORKSCOPE IS REQUIRED FOR DISPOSITION OF EACH OF THE ENGINES
INVOLVED.
ASSURANCE OF A PART'S AIRWORTHINESS IS DERIVED FROM CONTROL OF MATERIAL
PROCESSING AND MANUFACTURING, OPERATION WITHIN DEFINED LIMITS AND
MAINTENANCE WITHIN DEFINED LIMITS AND PROCESSES AS WELL AS BY INSPECTION.
PARTS EXPOSED TO ABNORMAL CONDITIONS, SUCH AS ACCIDENTS OR INCIDENTS, MAY
APPEAR TO BE GOOD WHEN IN FACT THE ACTUAL STATE OF THE MATERIAL CANNOT BE
ASCERTAINED EVEN BY THE MOST ADVANCED NONDESTRUCTIVE TESTING AND INSPECTION
METHODS. FOR ONGOING AIRWORTHINESS THE RECORDS OF THE COMPONENT OPERATING
HISTORY MUST BE UNBROKEN, CONTINUOUS AND KNOWN TO BE WITHIN NORMAL
CONTROLLED CONDITIONS. PARTS WHICH HAVE BEEN INVOLVED IN A MISHAP MUST BE
FORMALLY REVIEWED FOR SEVERITY OF OPERATION BEYOND THE NORMAL WORKING
ENVIRONMENT AND DISPOSITIONED AS THE NECESSITY FOR A SPECIAL INSPECTION
WORKSCOPE. THE OWNER/OPERATOR HAS THE RESPONSIBILITY FOR CONTINUED
AIRWORTHINESS OF THE ENGINE, INCLUDING REPLACEMENT OF PARTS. THE OPERATOR
THEREFORE, SHOULD VERIFY THAT THE SERVICE HISTORY OF MAJOR USED REPLACEMENT
PARTS IS KNOWN AND THAT, WHEN APPLICABLE, THE REQUIRED SPECIAL INSPECTION
AND PART DISPOSITION FOLLOWING EXPOSURE TO ABNORMAL CONDITIONS HAVE BEEN
COMPLETED AND THE PART IS AIRWORTHY.
B. An engine involved in an accident or incident must be processed through
maintenance as soon as it has been released by the Accident Review Board. The
maintenance facility repairing the engine must provide a description of
accident and condition of engines to:
GE Aircraft Engines Manager, CT7 Turboshaft Product Support Engineering 1000
Western Avenue - Mail Zone 240B7 Lynn, MA 01910 USA
C. After receipt of the above required information, GE Aircraft Engines will
provide a special workscope.
11. Inspection of Mishandled or Damaged Engine During Shipping.
A. General Instructions.
(1) If engine is suspected of being mishandled or damaged during shipping,
assess possible damages only by a thorough external inspection of the
shipping container and engine.
(2) It is recommended by GE Aircraft Engines that the following inspections be
performed if engines have been mishandled or damaged during shipment.
MM72-00-00
B. Inspection.
(1) Visually inspect swirl frame, main frame, and diffuser/midframe casing
assembly external surfaces. Also inspect all tubes and hoses, including
fittings, for evidence of damage.
(2) Hand-crank engine at radial drive shaft assembly (SERVICING). Any binding,
dragging, or locking-up of rotating components indicates internal damage.
(3) Remove HMU or FMU (73-00-00) and inspect mounting flanges for cracks or
visible damage. No cracks or damage are allowed on mounting flange.
Fluorescent penetrant-inspect mounting flange (GEK 9250, 70-32-02, Class C)
to confirm the extent of any cracks.
(4) Fluorescent penetrant-inspect (GEK 9250, 70-32-02, Class C) the mounting
flanges of the following components:
• Main frame
• Diffuser and midframe casing assembly
• Exhaust frame
(5) Assemble engine, and prepare engine for test (TEST).
(6) Do a complete acceptance test of engine (TEST).
(7) If engine meets all acceptance criteria, return engine to service.
12. Engine Oil System Contamination Cleaning Procedure.
A. If engine has been operated above ground idle with oil filter impending bypass
light on, indicating an impending or actual bypass condition due to oil system
contamination or internal failure, do the following:
(1) Drain oil tank (SERVICING).
(2) If oil filter is operating at impending bypass level (cockpit light on),
replace oil filter element and clean filter bowl (79-00-00).
(3) Remove, clean, inspect, and reinstall or replace the following (79-00-00):
• All scavenge screens
• Main frame oil strainer
• Oil cooler
• B-sump check valve
• Oil and scavenge pump
• Electrical chip detector
• Oil tubes, hoses, oil manifold, and oil fittings
(4) Service oil tank with new oil (SERVICING).
(5) Do a serviceability test (TEST).
B. After completion of test and inspections, drain and reservice oil system.
Replace oil filter element before flight activity.
13. Engine Inlet Blockage Detection, Inspection and Corrective Action.
If inlet blockage is detected, open IGVs to the full open position for maximum
viewing. Go to Table 203.
TABLE 203. CORRECTIVE ACTION FOR INLET BLOCKAGE
Area of Blockage Usable Limits Corrective Action
CAUTION: ENGINE INLET BLOCKAGE (COMPRESSOR AIRFLOW DISRUPTION) COULD CAUSE FATIGUE

MM72-00-00
FAILURE TO COMPRESSOR ROTOR BLADES AND STATOR VANES.

A. Air inlet. Not allowed. a. Remove foreign material
and inspect engine
(refer to applicable
Aircraft Maintenance
Manual).
b. Borescope-inspect
compressor
(INSPECTION).
B. Swirl frame forward vanes, Not allowed. a. Remove foreign
scavenge passage, and vanes in material, and inspect
core passage of swirl frame. swirl frame (72-30-00).
b. Borescope-inspect
compressor
(INSPECTION).
C. Inlet guide vanes for:
(1) Foreign material wrapped Not allowed. Remove foreign material,
around leading edge (full and borescope-inspect
height) of any number of compressor (INSPECTION).
nonadjacent single vanes
(Figure 201, view A), or
two adjacent single vanes.
(2) Foreign material wrapped Not allowed. Remove engine, and return
around leading edge (full engine and blockage
height) of more than two material to overhaul.
adjacent single vanes.
(3) Foreign material spanning Not allowed. Remove foreign material,
two vanes (full height) and borescope-inspect
(view B). compressor (INSPECTION).
(4) Foreign material spanning Not allowed. Remove engine, and return
more than two vanes (full engine and blockage
height). material to overhaul.
(5) Foreign material, more Not allowed. Remove engine, and return
than 1/2 inch wide, engine and blockage
spanning three vanes (two material to overhaul.
passages) or more (view
C).
(6) Light debris (view D). Not allowed. Remove debris, and
borescope-inspect stage 1
compressor rotor blades
(INSPECTION).
(7) Debris that are nested so Not allowed. Remove engine, and return
as to create blockage engine and blockage
similar to that in items material to overhaul.
(2), (4), or (5).

MM72-00-00
* * * FOR ALL
Figure 201 Inlet Guide Vanes - Inspection

14. Engine Checks Required After a Lightning Strike.
HYDROFLUORIC ACID.
MM72-00-00

MATERIAL IS COOL.
B. In the event of a lightning strike, check engines for continued serviceability
by doing the following checks (TEST):
• Anti-Icing Bleed and Start Valve Check
• Overspeed Check.
C. Functionally check chip detector warning light system and aircraft fuel and
oil impending bypass warning system in cockpit (refer to applicable Aircraft
Maintenance Manual).
D. Remove and inspect electrical chip detector (79-00-00).
E. Visually inspect all engine and associated aircraft wiring for evidence of
physical damage, such as burn marks, broken wires, etc. Repair or replace any
components found to be unserviceable. Do an ECU circuit check (TEST).
* * * FOR CT7-2E1
F. Review aircraft system for FADEC fault messages. If present, troubleshoot and
repair any faults. If a fault code indicates the FADEC has failed, replace the
FADEC.
G. Start engine, operate at idle and shutdown. Review aircraft system for FADEC
fault messages. If present, troubleshoot and repair any faults. If a fault
code indicates the FADEC has failed, replace the FADEC.
H. Inspect engine externally for indication(s) of a lightning strike (burn marks,
charring). If present, replace damaged component.
I. Functionally check chip detector warning light system and aircraft fuel and
oil impending bypass warning system in cockpit (refer to applicable Aircraft
NOTE: Continue to monitor chip detector for any signs of bearing distress.
* * * FOR ALL
15. Over-Serviceable Limit Extensions.
In the course of inspection/checks of the engine, there will be occasions when a
specific defect will exceed the "Maximum Serviceable" Limit. The corrective action
given for the condition may exceed the maintenance capability at a given location.
To permit the engine to be returned to location where the defect can be corrected,
or to permit the necessary maintenance to be scheduled within the extension
period, go to Table 204 for the over-serviceable limit extensions.
NOTE: • The limit extensions are a one-time extension only. Appropriate action must be
taken at the completion of the extended serviceable period.
• Cycle extensions are based on one cycle per flight.
TABLE 204. OVER-SERVICEABLE LIMIT EXTENSIONS
MM72-00-00
Condition Max Extension

A. Compressor foreign object 10 cycles provided the engine:
damage resulting in engine
whine or detected by
borescope inspection;
visible on any stage. (One
engine per aircraft
allowed.)
(1) Has not suffered performance loss which would
jeopardize single engine capability using that
engine.
(2) Has no evidence of blade crack as detectable by
borescope inspection.
(3) Has no detectable increase in vibration level.
B. Stage 1 turbine blades for:
(1) Radial cracks or 50 cycles.
missing pieces in Area
A (Figure 202) up to
3/16 inch from blade
tips; no axial cracks
allowed.
(2) Radial cracks or 50 cycles.
missing pieces in Area
B (Figure 202) up to
5/16 inch from blade
tips; no axial cracks
allowed.
C. Stage 2 turbine blades for:
Radial cracks or missing 50 cycles.
pieces in blade tips up to
3/16 inch from tip, no
axial cracks allowed.
D. Stage 1 turbine nozzle for:
(1) Cracks, any number less 50 cycles.
than 1/2 inch long, if
cracks do not
intersect.
(2) Missing pieces in 50 cycles.
trailing edge up to 1/2
inch long.
E. Oil filter impending bypass 4 engine flight hours or 24 elapsed hours maximum
light illumination. from time of event if:
(1) Engine oil pressure and temperature are within
limits.
(2) No detectable increase in vibration level.

MM72-00-00
F. Oil consumption.
CAUTION: • OPERATION WITH OIL QUANTITY LESS THAN 3.5 QUARTS WILL RESULT IN DAMAGE TO
BEARINGS DUE TO OIL FROTHING/STARVATION.
• IF THE OIL CONSUMPTION EXCEEDS 0.3 LB/HR, ENGINE OPERATION IS NOT ALLOWED
UNLESS OVER-SERVICEABLE LIMIT EXTENSIONS (PARA 15) REQUIREMENTS ARE MET OR OIL
CONSUMPTION IS REDUCED BELOW 0.3 LB/HR.
• ENGINES THAT ARE BEING MONITORED FOR HIGH OIL CONSUMPTION OR FOR KNOWN OIL
LEAKAGE MUST HAVE OIL LEVEL CHECKED AT LEAST DAILY UNTIL THE PROBLEM IS
CORRECTED.
NOTE: • To accurately calculate an oil consumption rate, the following information
must be recorded for each oil servicing event:
• Date
• Time
• Quantity of Oil Added
• If the oil consumption rate cannot be readily determined from engine records,
then an Oil Consumption Check (TEST) must be done.
12 engine flight hours if:
(1) Oil temperature and oil pressure are within
limits.
(2) No detectable increase in engine vibration level
is noted.
(3) Oil consumption does not exceed one quart in one
hour.
(4) Oil level is checked after each flight. (Do not
exceed 2 hours maximum flight time.)
(5) Engine is visually inspected at each oil level
check for evidence of leaks or wetness. (If oil
leakage or wetness exists, take corrective
action.)
G. Particle Separator Blower 1 ferry flight up to 4 engine flight hours, if:
Inoperative.
(1) Inspection shows packing on blower drive shaft
will remain in proper position during continued
operation.
CAUTION: DO NOT REMOVE BROKEN SECTION OF SHEARED DRIVE SHAFT BECAUSE PACKING MAY
BECOME DAMAGED.
(2) An Oil Consumption Check (TEST) is done which
shows the following:
(a) Oil consumption does not exceed one quart in
two hours.
(b) Visual inspection after check shows no
evidence of leakage from Axis-G or blower
exhaust.

MM72-00-00
(3) Oil temperature and oil pressure are within

limits.
(4) No detectable increase in engine vibration level
noted.
H. Blower Differential 4 engine flight hours, if inspection shows blower
Pressure Switch operation is OK; otherwise, he requirements of
Inoperative. Condition G must be met.

MM72-00-00
* * * FOR ALL
Figure 202 Stage 1 Turbine Blade - Inspection

16. Inspection of Engine Following Unserviceable Circumferential Rubs on Power Turbine
Drive Shaft Assembly.
If inspection of power turbine drive shaft (INSPECTION) revealed that
circumferential rubs on PT shaft are unserviceable, do the following:
A. Remove A-sump output shaft assembly (72-30-00) and do the following:
(1) Inspect external surfaces of No. 1 and No. 2 bearing housing for cracks. No
cracks are allowed.
(2) Check to be sure that No. 2 bearing retaining ring is fully engaged in No.
1 and No. 2 bearing housing.
B. Inspect compressor rotor assembly (72-38-00) and compressor stator assembly
MM72-00-00
(72-36-00) for unacceptable rubs. Inspect the compressor ID along the full
length of the tie rod for rub.
C. Remove power turbine module (REMOVAL AND INSTALLATION) and send to an
authorized overhaul facility.
D. Inspect swirl frame (72-30-00).
17. Low Oil Level Clearing Procedure.
CAUTION: IF THE ENGINE REQUIRES MORE THAN 3.8 QUARTS OF OIL DURING ANY SINGLE OIL
SERVICING EVENT, AND THE ENGINE HAS BEEN OPERATED ABOVE FLIGHT IDLE, IT MUST
BE REPLACED (REFER TO APPLICABLE AIRCRAFT MAINTENANCE MANUAL) DUE TO THE
POSSIBILITY OF OIL FROTHING/STARVATION RESULTING IN BEARING DISTRESS.
* * * FOR CT7-2E1
Use HUMS data to analyze and confirm time and pressure.
* * * FOR ALL
If the engine requires 3.0-3.8 quarts during a single oil servicing event, and the
engine has been operated above FLIGHT IDLE, then proceed as follows:
A. Remove and inspect chip detector and scavenge screens for magnetic material
and debris (79-00-00). If debris or material is found, refer to FAULT
ISOLATION 000 for debris analysis and corrective actions.
B. If there are carbon particles in the caged screen assembly of the chip
detector, do the following:
(1) Clean the screen.
(2) Replace the oil cooler.
(3) Return the replaced oil cooler to an approved overhaul facility for
cleaning and flow check.
C. If no material is found, or if material is of the "ALLOWABLE" category, clean
and reinstall chip detector and scavenge screens (79-00-00).
D. Check to be sure that the oil tank is FULL (SERVICING).
E. Do an Oil Consumption Check (TEST).
F. Remove and reinspect chip detector and scavenge screens (79-00-00). If debris
or material is found, refer to FAULT ISOLATION 000 for debris analysis and
corrective actions.
G. If no material is found, or if material is of the "ALLOWABLE" category, clean
and reinstall chip detector and scavenge screens (79-00-00).
H. If oil consumption rate is out-of-limits, then troubleshoot for High Oil
Consumption (FAULT ISOLATION 000).
I. If oil consumption rate is within limits, continue with engine operation.
18. Inspection of Engine After High Speed Shaft Failure.
A. General.
(1) This procedure gives instructions to inspect an engine that has operated
with a failed, or disengaged aircraft high-speed shaft.
B. Procedure.
NOTE: If the engine has operated with a failed, or disengaged aircraft high-speed
shaft, it must be inspected before returning it to service.

MM72-00-00
(1) Determine if the engine has exceeded NG or NP limits and disposition the
engine in accordance with overspeed inspections as well as this task.
(2) White light inspect visible areas of the following components for cracks,
indications of airframe contact, or other damage:
• Engine mount lugs
• Visible drive splines
• Engine exterior
(3) Rotate the compressor (around the AGB axis "A") and make sure that the
rotation is normal.
(4) Rotate the Power Turbine and make sure that the rotation is normal.
(5) Inspect the chip detector.
(6) Contact the GE Field Service Representative for disposition of the output
drive assembly.
19. Inspection of Misaligned Engine.
A. General.
(1) This procedure gives instructions to inspect an engine that has operated in
a misaligned condition.
B. Procedure.
NOTE: If the engine was operated with a failed, damaged, or disengaged engine mount
bolt or strut, the engine may be misaligned. Inspect the engine before
returning it to service.
(1) Check the mount bolts. If a bolt is missing, replace the engine.
(2) Measure the misalignment of the engine mount lug.
(a) If the misalignment is more than 0.125 in., replace the engine.
(b) If the misalignment is 0.125 in. or less, notify the General Electric
Field Service Engineer and do the steps that follow.
1 White light inspect visible areas of the following components for
cracks, indications of airframe contact, or other damage:
• Inlet particle separator
• Output Drive Assembly
• Exhaust pipe
• Engine mount lugs
• Visible drive splines
• Tubes and hoses
• Bleed air system interfaces.
2 Rotate the compressor using AGB axis "A" and make sure that the
rotation is normal.
3 Rotate the Power Turbine and make sure that the rotation is normal.
4 Check the electrical harnesses, clips, and brackets for indications
of pulling or stretching.
5 Inspect the chip detector.
6 Contact the GE Field Service Representative for disposition of the
output drive assembly.
20. Inspection of the Engine After the Operation in a Volcanic Ash Environment.
MM72-00-00
A. General.
(1) This procedure gives instructions to inspect and maintain the engine when
operated in an area that contains or can contain volcanic ash. Conditions
and circumstances can occur that are beyond the scope of this procedure.
Contact General Electric if further guidance is necessary.
B. Procedure.
(1) Parked aircraft:
(a) If engine is fully covered (both inlet and exhaust) and parked, remove
covers and perform an inlet and exhaust inspection. If no visible ash
is found within the engine inlet or exhaust, no further action is
required. Make sure the aircraft and tarmac are clean before starting
the engines.
(b) Install inlet and exhaust covers on aircraft parked in a volcanic ash
environment to minimize accumulating volcanic ash in the engine inlet
or flow path.
(c) Before the next engine start, when ash conditions have subsided, clean
the aircraft and tarmac as follows:
NOTE: These actions are recommended for engines that are parked (not operated
on the ground or inflight) in a volcanic ash environment.
1 Remove volcanic ash from the area in front of engine inlet and
exhaust.
2 Dry motor the engine at maximum motoring speed for two minutes to
blow volcanic ash out of the engine. Repeat a second time for two
minutes.
CAUTION: ADHERE TO STARTER DUTY CYCLE TO AVOID DAMAGING THE ENGINE.
(2) Operation in a heavy ash environment.
(a) Clean the engines that have operated (on the ground or in-flight) in a
volcanic ash environment.
NOTE: These actions are recommended, before the next engine start, and after
the aircraft and tarmac are cleaned.
1 If possible, operate the engine at "FLY" in "clean" air for 30
minutes prior to next flight. This will help remove ash from
internal cooling passages of the engine.
2 If the power check shows the engine is out of limits, borescope
inspect the combustor and stage 1 nozzle. If ash has hardened in the
engine, an evaluation must be done for performance recovery. Contact
General Electric.
NOTE: GE advises against engine water wash for engines exposed in any
form of volcanic ash unless the power check has deteriorated out of
limits. For discussion of water-wash in an ash environment, refer
to paragraph 20.B.(3).
3 Continue daily performance monitoring (power check data) to look for
possible effects on engine performance.
(3) Water-wash in an ash environment.
CAUTION: OPERATION IN A SALT-WATER ENVIRONMENT RESULTS IN ACCUMULATION OF SALT
ON INTERIOR COMPONENTS. ACCUMULATED SALT CAN DECREASE PERFORMANCE AND
MM72-00-00
CAUSE CORROSION.
CAUTION: RINSING THE ENGINE CAN CAUSE THE ASH MATERIAL TO HARDEN AND REMAIN IN
THE ENGINE.
(a) Each operator must determine if ash is being accumulated in their
engine. If there is no ash accumulation, a daily rinse or water-wash
must be performed. This is an individual determination by each operator
based on the environment they are operating in.
NOTE: The daily water rinse procedures are intended to prevent the salt
accumulation issues. When the engine operates in an ash environment it
can accumulate within the engine (particularly the hot section).
(b) Borescope inspect to confirm if ash is being accumulated in the engine.
Because of the time required to borescope, GE recommends borescope
inspections be done only after other indications of ash are present
(power check changes, ash in the inlet, etc.). If ash is found to be
accumulating,contact GE.
(c) Report any effects of volcanic ash to GE.
NOTE: GE requests that any observations of engine condition be reported. This
will assist in future maintenance recommendations.
21. Special 50 Hour Borescope Inspection of GG Rotors Operating in a Sand or Dirt
Environment.
A. General.
(1) This procedure gives instructions for a special 50 hour borescope
inspection of GG rotors operating in a sand or dirt environment. Engines
operating in a sand environment can experience accelerated deterioration of
the GG Stage 1 airfoils. This is due to blocked cooling circuits in the
airfoil preventing full flow of cooling air. The deterioration is visibly
noticeable in the form of erosion, blocked cooling holes, or material loss.
This condition can reduce the power margin as well. Refer to Figure 203 for
examples of blades with permitted erosion, delamination, plugged cooling
holes, and missing material.
B. Procedure.
NOTE: Examples of acceptable conditions in this inspection are only applicable to
engines operating in a sand or in a dirt environment and are being inspected
every 50 hours.
(1) Do a borescope inspection to the GG stage 1 rotor every 50 hours beginning
at 400 hours GG rotor operating time, or if the power margin is 20 degrees,
or less when the engine is operating in a sand or in a dirt environment.
Discontinue this if the rotor blades are replaced at overhaul. Refer to
Table 205 and Figure 204 for non-permitted conditions.
TABLE 205. NON-PERMITTED CONDITIONS
Inspection Repairable Limits Corrective Action
A. GG Stage 1 rotor (refer to
Figure 203) for:
(1) Raised platforms. Not permitted. Replace the GG
rotor.
(2) Extruded dampers between Not permitted. Replace the GG

MM72-00-00
I blades. rotor.
I
(3) Cracks tears in lower Not permitted. Replace the GG
half of airfoil or in rotor.
platform.

MM72-00-00
* * * FOR ALL
Figure 203 Examples of Blades with Permitted Erosion, Delamination,

Plugged Cooling Holes, and Missing Material

MM72-00-00
* * * FOR ALL
Figure 204 Example of a Rotor and Blade with Non-permitted Conditions

MM72-00-00
ENGINE - SERVICING
* * * FOR ALL
TASK 72-00-00-600-802
CAUTION: ENGINE OIL MUST BE REMOVED FROM THE OIL TANK AND ALL ENGINE SUMPS BEFORE
TURNING THE ENGINE TO A VERTICAL (FRONT END OR AFT END DOWN) POSITION. THIS
WILL PREVENT A COMPRESSOR ROTOR OUT-OF-BALANCE CONDITION WHICH WOULD DAMAGE
THE ENGINE.
This section provides information for engine and accessory preservation and for
oil and fuel servicing. It also contains procedures for removing and installing
the engine from and into the shipping and storage container and from and into the
maintenance stand. Unless otherwise specified, all illustrations apply to the CT7-
2A/-2D/-2D1/-2E1 engines, even though only one representative view is shown.
2. Preservation of Engine to be Inactive for 14 to 45 Days.
A. Preservation Procedures.
(1) Inspect engine for removed or disconnected parts. Be sure that all
discrepancies are entered in engine records.
(2) Be sure that engine, accessories, and inlet area are clean and free from
corrosion and foreign material.
(3) Clean the engine (CLEANING 000 (CT7-2A/-2D/-2D1) or CLEANING 000 (CT7-
2E1)).
(4) Install protective covers on engine inlet and exhaust. If covers are not
available, seal openings with barrier material MIL-B-131 or equivalent, and
secure wrap with adhesive tape PPP-T-60.
(5) Cover other engine openings, blower exhaust, fuel pump inlet, and customer
bleeds.
(6) Record date and extent of engine preservation in engine records.
B. Maintenance During 14 to 45 Day Storage.
(1) No engine run required.
(2) If engine remains in storage for more than 45 days, the engine must be
prepared for storage (para 3).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
3. Preservation of Engine to be Inactive for 45 to 180 Days.
NOTE: To do the preservation procedure for CT7-2E1 engines, go to SERVICING 003.
(1) Inspect engine for removed or disconnected parts. Be sure that all
discrepancies are entered in engine records.
(2) Be sure that engine, accessories, and inlet area are clean and free from
corrosion and foreign material.
(3) Clean the engine (CLEANING 000).
(4) Let the engine cool enough to prevent auto-ignition; then, before you
remove the engine from the aircraft, preserve the fuel system as follows:
(a) Ignition switch must be OFF.

MM72-00-00
ENGINE - SERVICING

IRRITATION.
ATTENTION.
• WHEN HANDLING LIQUID, WEAR RUBBER GLOVES. IF PROLONGED CONTACT WITH
MIST IS LIKELY, WEAR APPROVED RESPIRATOR.
(b) Disconnect the fuel supply inlet line. Connect a line between a clean,
vented 5-gallon container and fuel boost pump inlet. Fill the container
with Grade 1010 oil (MIL-L-6081), or equivalent. Place the container
above the engine fuel inlet. Cap the disconnected fuel line with
protective cap FF-26.
(c) Disconnect the sequence valve or ODV overboard drain line, if
necessary, to prevent oil from entering aircraft fuel cell. Insert the
drain line into a 5-gallon container.
(d) Advance PAS control to LOCKOUT.
CAUTION: DO NOT EXCEED THE STARTER DUTY CYCLE. MOTORING CAN BE DONE IN SHORTER
PERIODS. OBSERVE REQUIRED STARTER COOL DOWN TIMES BETWEEN OPERATING
CYCLES.
NOTE: As engine is motored, fuel and oil will be discharged from engine
overboard drain.
(e) Motor the engine for a maximum of 4 minutes (cumulative), or until
clear oil can be seen flowing from overboard drain.
(f) Return PAS control to OFF.
(g) Disconnect the line from the pump inlet, and connect the fuel line.
(h) Remove and discard fuel filter. Install new fuel filter (73-00-00).
(i) Tag engine and cyclic stick with following information: ENGINE FUEL
SYSTEM HAS BEEN PRESERVED WITH LUBRICATING OIL MIL-L-6081, GRADE 1010
(or equivalent). FLUSHING IS REQUIRED PRIOR TO OPERATION.
(5) Install engine inlet and exhaust protective covers. If covers are not
available, seal openings with barrier material MIL-B-131 or equivalent, and
secure wrap with adhesive tape PPP-T-60.
(6) Cover other engine openings, blower exhaust, fuel pump inlet, and customer
bleeds.
(7) Record date and extent of engine preservation in engine records.
B. Maintenance During 45 to 180 Days Storage.
No maintenance is required during 45 to 180 day storage.
C. Dimensions and Weights of Lightweight Shipping and Storage Container
2C90066G02.
Length ........................ 52 inches
Width ......................... 36 inches
Height ........................ 32 inches
MM72-00-00
ENGINE - SERVICING
Weight (with engine) .......... 525 lb

Weight (empty) ................ 125 lb
Cubic Displacement ............ 34 cu ft.
D. Dimensions and Weights of Reusable Metal Shipping and Storage Container
2C90376G02.
Length ........................ 67 inches
Width ......................... 40 inches
Height ........................ 48 inches
Weight:
Empty ......................... 625 lb
With engine ................... 1040 lb
Cubic Displacement:
Internal ...................... 48 cu ft.
External ...................... 74 cu ft.
E. Inspection of Relative Humidity in Reusable Metal Shipping and Storage
Container 2C90376G02.
(1) Check relative humidity not later than 30 days following engine
installation into shipping and storage container.
NOTE: A blue humidity indicator indicates that humidity is less than 40%. A pink
humidity indicator indicates that humidity is 40% or more.
(2) Inspect relative humidity by checking color of humidity indicator (1,
Figure 301).
(3) If relative humidity is less than 40%, record inspection in engine records,
but change inspection interval to 1 week.
(4) If relative humidity is 40% or more, do the following:
(a) Remove container cover (2) (para F).
(b) Inspect gasket on flange of bottom half of container for nicks, cuts,
and gouges. Replace gasket if damaged.
(c) Carefully inspect engine exterior for signs of corrosion.
(d) If there are not signs of corrosion, engine is serviceable. Replace
desiccant and humidity indicator card and reinstall container cover (2)
(para G).
(e) If there are signs of corrosion, change desiccant, reinstall container
cover (2) (para G), and send engine to an approved overhaul facility
for detailed inspection and repair.
F. Removal of Reusable Metal Shipping and Storage Container Cover 2C90376P02
(Part of 2C90376G02).
(1) Remove engine records from record receptacle (2, Figure 302) on container
as follows:
(a) Remove two thumbscrews that secure record receptacle cover to bottom of
record receptacle (2).
(b) Remove engine records from receptacle.
(c) Reinstall cover and thumbscrews.
NOTE: A blue humidity indicator indicates that humidity is less than 40%. A pink
humidity indicator indicates that humidity is 40% or more.

MM72-00-00
ENGINE - SERVICING
(2) Read humidity indicator (1). Record indication in engine records.

WARNING: REMOVING SHIPPING CONTAINER COVER
TO PREVENT PERSONAL INJURY, DO NOT LOOSEN NUTS AND BOLTS THAT SECURE
COVER UNTIL SHIPPING CONTAINER HAS BEEN DEPRESSURIZED.
(3) Depressurize container as follows:
(a) Remove two stud collar hex nuts (9).
(b) Remove service receptacle cover (8).
(c) Remove valve cap from air-filler valve (10).
(d) Remove core of valve (10), using valve cap.
(e) After pressure has been released, reinstall core of valve (10) and
valve cap onto air-filler valve.
(f) Reinstall cover (8).
(g) Reinstall nuts (9).
(4) Remove 32 bolts (3) and 32 nuts (4) from container cover (7).
(5) Attach lifting cable (6) to lifting eyes (5).
WARNING: HOISTING UPPER SECTION OF SHIPPING CONTAINER
• DO NOT STAND UNDER UPPER SECTION OF CONTAINER WHILE IT IS SUSPENDED FROM
A HOIST OR WHILE IT IS BEING MOVED FROM ONE AREA TO ANOTHER ON A HOIST.
• HOISTING OF CONTAINER SHALL ONLY BE PERFORMED BY DESIGNATED PERSONNEL.
• THE LOAD CAPACITY RATING SHALL BE CLEARLY MARKED ON HOIST. DO NOT EXCEED
LOAD RATING.
• INSPECTION AND TESTING FOR CRACKS OR DEFECTS IN HOIST SYSTEM SHALL BE
PERFORMED ON A REGULAR BASIS.
• BEFORE LIFTING, ALERT PERSONNEL IN IMMEDIATE AREA.
(6) Attach hoist to lifting cable (6). Raise container cover (7) and place it
on the floor.
(7) To remove engine from shipping and storage container, refer to paragraph
12.
G. Installation of Reusable Metal Shipping and Storage Container Cover 2C90376P02
(Part of 2C90376G02).
(1) Be sure inside container is dry and free of debris.
(2) Attach hoist to lifting cable (6, Figure 302).
(3) Attach lifting cable (6) to lifting eyes (5) on container cover (7).
WARNING: HOISTING UPPER SECTION OF SHIPPING CONTAINER
• DO NOT STAND UNDER UPPER SECTION OF CONTAINER WHILE IT IS SUSPENDED FROM
A HOIST OR WHILE IT IS BEING MOVED FROM ONE AREA TO ANOTHER ON A HOIST.
• HOISTING OF CONTAINER SHALL ONLY BE PERFORMED BY DESIGNATED PERSONNEL.
• THE LOAD CAPACITY RATING SHALL BE CLEARLY MARKED ON HOIST. DO NOT EXCEED
LOAD RATING.
• INSPECTION AND TESTING FOR CRACKS OR DEFECTS IN HOIST SYSTEM SHALL BE
• BEFORE LIFTING, ALERT PERSONNEL IN IMMEDIATE AREA.
MM72-00-00
ENGINE - SERVICING
(4) Raise cover (7) to a position near, but not over, bottom half of container.
(5) Wipe mating flanges and gasket with a clean cloth to remove any dirt or
particles which could prevent sealing. Lower top half of container onto
lower half.
(6) Secure container halves using 32 nuts (4) and 32 bolts (3). Torque bolts to
70-75 lb ft.
(7) Store engine records in record receptacle (2).
(8) Pressurize container to 5 psig at air-filler valve (10), using dry,
filtered, compressed air.
(9) Using Leak Test Oxygen System Solution, inspect container for leaks at the
following locations.
• At air-filler valve (10)
• At humidity indicator (1)
• Between container mating flanges
(10) If leak is seen between container mating flanges, check torque (70-75 lb
ft) on nuts (4). Then repeat leak check. If a leak is still seen,
depressurize container (step F(3)), replace gasket and pressurize
container (step (8)). Repeat leak check.
(11) If leak is seen at other inspection locations (step (9)), depressurize
container (step F (3)), replace defective part, and pressurize container
(step (8)). Repeat leak check.
(12) Install service receptacle cover (7, Figure 301).
(13) Install two self-locking nuts (12). Torque hex nuts to 30-60 lb in.

MM72-00-00
ENGINE - SERVICING
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 301 Inspection of Relative Humidity in Reusable Metal Shipping

and Storage Container 2C90376G02

MM72-00-00
ENGINE - SERVICING
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 302 Removal and Installation of Reusable Metal Shipping and

Storage Container Cover 2C90376G02
* * * FOR ALL
4. Preservation of Engine Involved in Accident.
CAUTION: IF AN ENGINE HAS BEEN INVOLVED IN AN ACCIDENT IN WHICH ENGINE FAILURE OR
MALFUNCTION IS SUSPECTED TO HAVE BEEN A FACTOR, IT SHOULD NOT BE TREATED
FOR CORROSION PROTECTION, AND THE FUEL SYSTEM SHOULD NOT BE PRESERVED.
A. Without disconnecting lines or fittings, make every effort to prevent the
remaining fuel and oil in the engine from leaking out.
B. Seal all openings with covers. If covers are not available, seal with barrier
material MIL-B-131 or equivalent and secure with adhesive tape PPP-T-60.

MM72-00-00
ENGINE - SERVICING
C. Plug all ports and cap all fittings.

D. Install the engine in a shipping container.
5. Preservation of Engine Immersed in Salt Water or Exposed to Fire-Extinguishing
Agents.
A. This procedure prescribes the minimum emergency preservation which must be
applied to engine after immersion in salt water or after involvement in
crashes or fires where fire-fighting agents other than CO2 have been used. If
CO2 has been used exclusively, no corrective action is required. If fire
extinguishing agent bromotrifluoromethane is discharged on external engine
surfaces no corrective action is required. Inspect engine for fire damage.
B. This preservation must be performed as soon as possible after recovery of
engine from water or following extinguishing of fire. No preservation will be
accomplished prior to obtaining release of engine from any board of inquiry
involved with accident. However, it is important that this emergency treatment
be applied as soon as possible to reduce the accelerated corrosive attack
induced by water and presence of fire-fighting agents. The emergency
preservation consists of removal of all salt deposits and fire-fighting agent
residues, using fresh water, steam, or both, followed by prompt application of
corrosion preventative compound MIL-C-16173, Grade 3 or equivalent and,
thorough drying of parts and assemblies using heaters, ovens or any other
available means where temperature can be controlled.
C. When engines are involved in salt water crashes, it is assumed that all
internal areas are contaminated, and disassembly must progress (as far as
available facilities permit) to the point where it can be definitely
established that all contaminants have been removed and all surfaces have been
effectively cleaned and inhibited against corrosive attack.
HYDROFLUORIC ACID.
• SELF-CONTAINED BREATHING APPARATUS, GOGGLES, AND PROTECTIVE CLOTHING SHALL
MATERIAL IS COOL.
NOTE: If engine has been subjected to internal or external fires extinguished by use
of a dry chemical fire extinguisher containing sodium bicarbonate or potassium
bicarbonate (PKP), it must be tagged with an appropriate water-crash-fire
damage tag and sent expeditiously to a specified overhaul facility for further
disposition.
MM72-00-00
ENGINE - SERVICING
D. Tag all parts removed from engines with an appropriate salt water- crash-fire
damage tag. This tag must remain with part until disposal action is complete
or overhaul of part or assembly involved is accomplished. The tag must
specify:
WATER-CRASH-FIRE-DAMAGE PART
Part No.....................
Nomenclature................
Serial No...................
Preserved Method............
Date........................
Name of Activity............
EXPEDITE HANDLING
E. Surfaces cleaned during emergency preservation must not remain uncoated due to
lack of any specified preservatives. In any emergency, use any preservative
available. If no preservative oil is at hand, any clean unused light petroleum
based oil may be substituted. The application of a non-preservative light oil
will be better than allowing part to remain uncoated because of lack of a
specified preservative.
F. To protect salvageable components of an engine during emergency preservation,
observe the following procedures:
(1) Disassemble engine, as far as is possible with available facilities to
expose all possible contaminated surfaces. Be careful during disassembly to
prevent additional engine damage.
(2) Thoroughly clean all removed components; use steam or hot, fresh water or
cold, fresh water, in this order of preference. Continue steam-cleaning or
flushing until all visible salt or other chemical deposits have been
removed.
WARNING: CORROSION PREVENTIVE COMPOUND
MIL-C-16173
• COMBUSTIBLE - DO NOT USE NEAR OPEN FLAMES, NEAR WELDING AREAS, OR ON HOT
SURFACES.
• PROLONGED CONTACT WITH SKIN CAN CAUSE IRRITATION AND DERMATITIS.
PROLONGED INHALATION OF VAPOR CAN CAUSE DIZZINESS, HEADACHE, AND
INTOXICATION.
• IF THERE IS ANY PROLONGED CONTACT WITH SKIN, WASH AFFECTED AREA WITH
SOAP AND WATER. IF LIQUID CONTACTS EYES, FLUSH EYES THOROUGHLY WITH
WATER. REMOVE CONTAMINATED CLOTHING. IF VAPORS CAUSE LIGHT-HEADEDNESS,
GO TO FRESH AIR. IF LIQUID IS SWALLOWED, DO NOT TRY TO VOMIT. GET
MEDICAL ATTENTION.
• WHEN HANDLING LIQUID, WEAR APPROVED GLOVES AND GOGGLES (OR FACE SHIELD).
• DISPOSE OF LIQUID-SOAKED RAGS IN APPROVED METAL CONTAINER.
WARNING: HANDLING HOT PARTS
• WHEN HANDLING HOT PARTS, WEAR APPROVED GLOVES.
• HANDLING OF HOT PARTS WITH BARE HANDS MAY CAUSE REDDENING AND BLISTERING
OF SKIN, OR THIRD-DEGREE BURNS.
• IF SKIN IS BURNED, IMMERSE CONTACTED AREA IN COLD WATER FOR 10 MINUTES.
MM72-00-00
ENGINE - SERVICING
IF PAIN OR BLISTERING PERSISTS, IMMEDIATELY GET MEDICAL ATTENTION.

(3) Use drying ovens or portable heaters, if available, to dry the cleaned
components. If heating facilities are not available, dry all components
with a suitable wiping cloth and coat all parts with water-displacing
corrosion preventive compound, Specification MIL-C-16173, Grade 3 or
equivalent.
(4) Coat parts with soft film corrosion preventive compound, Specification MIL-
C-16173, Grade 3 or equivalent.
(5) After or during treatment of removed components, immerse balance of engine
in fresh hot water agitated sufficiently to flush all components. If
complete immersion cannot be accomplished, flood engine with large
quantities of fresh hot water, spraying stream of water back and forth
across compressor vanes, blades, turbine blades, etc.
(6) On portions of enclosed sections which cannot be reached by direct
flushing, purge with fresh water by directing a stream of water to an
appropriate opening and allowing water to flow through all internal
passages.
WARNING: OBSERVE THE WARNING FOR COMPOUND MIL-C-16173, PARAGRAPH F. STEP (2).
(7) After engine has been thoroughly flushed and purged of all chemical and
salt deposits, drain and dry all parts thoroughly; then, apply water-
displacing corrosive preventive compound, Specification MIL-C-16173, Grade
3 or equivalent to all surfaces.
(8) Reassemble engine so that it may be installed in engine container.
(9) Attach salt water-crash-fire tag, described in step D, to engine.
(10) If engine is shipped to another activity, or is not immediately inducted
for overhaul, install engine in shipping container. Double the amount of
desiccant normally used.
G. Engines preserved after salt water immersion or fire-fighting damage must have
the outside of the shipping container plainly marked in at least two locations
with an appropriate salt water-crash fire damage tag requesting Expedite
Handling.
6. Preservation of Damaged, Cannibalized, or Failed Engines.
Inoperable engines that are idle because they require parts or maintenance must be
preserved as required (depending on storage time) and stored in a shipping
container or in a clean, dry area, adequately protected from dirt, corrosion, and
physical damage.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
7. Accessory Preservation.
Fuel system Line Replaceable Units (LRUs) which are removed from engine for more
than 48 hours for maintenance, or are to be returned for overhaul, or are to be
stored, must be preserved as follows:
NOTE: To do the preservation procedure for CT7-2E1 engines, go to SERVICING 002.
A. Hydromechanical Control Unit (HMU).
(1) Install a protective cap or plug in P3 fitting (located at the 8 o'clock
position on rear face of HMU) and a protective cap over the electrical
connector.

MM72-00-00
ENGINE - SERVICING
CAUTION: PROTECT SPLINE FROM DAMAGE WHEN ROTATING PAS; OTHERWISE, SPLINES MAY BE
DAMAGED.
(2) Set PAS to full increase position (full clockwise rotation).
WARNING: AVIATION TURBINE FUEL (JET FUEL)
SURFACES.
• CONTACT OF SKIN WITH LIQUID CAN IRRITATE SKIN. CONTACT OF EYES WITH
LIQUID CAN CAUSE SEVERE IRRITATION AND BLURRED VISION. INHALATION OF
VAPOR CAN CAUSE IRRITATION, HEADACHE, NAUSEA, AND DIZZINESS.
• IF LIQUID CONTACTS EYES, FLUSH THEM THOROUGHLY WITH WATER. IMMEDIATELY
REMOVE FUEL-SATURATED CLOTHING. IF VAPORS CAUSE DIZZINESS, GO TO FRESH
AIR. IF LIQUID IS SWALLOWED, DO NOT TRY TO VOMIT; GET MEDICAL ATTENTION.
• WHEN HANDLING LARGE QUANTITIES OF LIQUID (MORE THAN ONE GALLON) AT AN
UNEXHAUSTED WORKBENCH, WEAR APPROVED RESPIRATOR AND GOGGLES OR FACE
SHIELD.
• METAL CONTAINERS OF FUEL MUST BE GROUNDED TO MAINTAIN ELECTRICAL
CONTINUITY.
(3) Hold HMU over a suitable container and drain fuel from fuel discharge
fitting, from fitting on side of HMU, and from fuel inlet port. Move the VG
actuator rod in and out several times and rotate HMU as fuel drains.
(4) Place HMU in a clean drip pan so that forward flange is up.
IRRITATION.
ATTENTION.
CAUTION: DO NOT ALLOW PRESERVATION OIL TO ENTER P3 PORT; OTHERWISE HMU MAY BE
DAMAGED.
NOTE: Oil will flow into HMU slowly.
(5) Pour oil MIL-L-6081, Grade 1010 or equivalent, from a new can into fuel
inlet port. (Hamilton Standard) Rotate drive shaft and (Hamilton Standard
or Woodward Governor) stroke VG actuator rod several times as oil is being
poured.
(6) Hold finger over inlet port and shake HMU so that all internal areas are
coated.
(7) Drain oil from HMU. Move VG actuator rod several times while oil is
draining.
MM72-00-00
ENGINE - SERVICING
(8) Hold HMU so that fuel outlet port is facing up and pour oil from a new can
into the outlet port. When full, turn HMU over and drain oil.
(9) Cap or plug inlet and output openings with protective caps.
(10) Coat external bare-metal surfaces, including splines, with Grade 1010 oil
(MIL-L-6081), or equivalent.
(11) Attach a tag to HMU stating: THIS PART PRESERVED WITH LUBRICATING GRADE
1010 OIL MIL-L-6081, (or equivalent).
(12) Attach a properly filled out unserviceable-repairable tag.
(13) Prepare forms and place in a plastic bag PPP-B-26 (to be stored with the
HMU in shipping container).
(14) Package HMU for shipment (para 8).
B. Sequence Valve or ODV.
(1) Install a protective cap in P3 fittings and a protective cap over
electrical connector.
OBSERVE WARNING IN PARAGRAPH 7.A.(3) WHEN USING AVIATION TURBINE FUEL
(JET FUEL).
(2) Hold sequence valve or ODV over a suitable container and drain all fuel.
OBSERVE WARNING IN PARAGRAPH 7.A.(4) WHEN USING LUBRICATING OIL.
CAUTION: DO NOT ALLOW PRESERVATION OIL TO ENTER P3 PORT.
(3) Place valve in a clean drip pan and pour Grade 1010 oil MIL-L-6081, or
equivalent into the inlet and outlet ports.
(4) Drain oil from valve and install plugs in inlet and outlet ports.
(5) Coat external bare-metal surfaces with Grade 1010 oil MIL-L-6081, or
equivalent.
(6) Attach a tag to sequence valve or ODV stating: THIS PART PRESERVED WITH
LUBRICATING GRADE 1010 OIL, MIL-L-6081, (or equivalent).
(8) Prepare forms and place in a plastic bag PPP-B-26 (to be stowed with the
sequence valve or ODV in shipping container).
(9) Package sequence valve or ODV for shipment (para 8).
C. Fuel Pump.
(1) Place fuel pump in a clean drip pan and pour oil MIL-L-6081, Grade 1010 or
equivalent into inlet port. Turn pump drive shaft and continue pouring
until oil runs from discharge port.
(2) Drain oil from pump and cap or plug inlet, outlet, oil, and drain port.
(3) Coat external bare-metal surfaces including splines with oil MIL-L-6081,
Grade 1010 or equivalent.
(4) Attach a tag to fuel pump stating: THIS PART PRESERVED WITH LUBRICATING
OIL, MIL-L-6081, GRADE 1010 (or equivalent).
MM72-00-00
ENGINE - SERVICING

fuel pump in shipping container).
(7) Package fuel pump for shipment (para 8).
D. Oil Cooler.
OBSERVE WARNING IN PARAGRAPH 7.A.(3) WHEN USING AVIATION TURBINE FUEL
(JET FUEL).
(1) Hold oil cooler over a suitable container and drain all fuel.
WARNING: LUBRICATING OIL MIL-L-6081, GRADE 1010
(2) Fillout cooler fuel passages with oil MIL-L-6081, Grade 1010 or equivalent.
(3) Slosh oil around in cooler so that all internal fuel passages are coated.
(4) Drain oil from cooler, and cap or plug inlet and outlet ports.
(5) Coat external bare metal surfaces with oil MIL-L-6081, Grade 1010 or
equivalent.
(6) Attach a tag to oil cooler stating: THIS PART PRESERVED WITH LUBRICATING
OIL, MIL-L-6081, GRADE 1010 (or equivalent).
oil cooler in shipping container).
(9) Package oil cooler for shipment (para 8).
8. Packaging Fuel System Line Replaceable Units (LRUs) For Shipment or Storage.
A. Attach envelop containing forms to the preserved LRU, and wrap forms and LRU
with barrier material MIL-B-131 or equivalent. Secure the wrap with adhesive
tape PPP-T-60 or equivalent.
NOTE: To do the packaging procedure for CT7-2E1 engines, go to SERVICING 003.
B. Use a metal, cardboard, fiberboard, or wooden shipping container, and package
LRU as follows:
(1) Line the container with a minimum of 2 inches of dry cushioning material
PPP-C-1120.
(2) Place 16 units (one bag) of desiccant MIL-D-3464, Type I or equivalent, and
wrapped LRU and forms into container.
(3) Cover LRU with a minimum of 2 inches of cushioning material PPP-C-1120.
(4) Secure lid on container.
C. Cross out old markings on container that do not apply to LRU inside. Using
stencil ink TT-I-559, mark the following on top half of container.
• Form control number
• Serial number
• Date packed
• Reinspection date (6 months after date packed)
9. Installation of Engine into Lightweight Shipping and Storage Container 2C90066G02.

MM72-00-00
ENGINE - SERVICING
A. Preliminary Information.
NOTE: The lightweight shipping and storage container is used for engine
transportation and short-term storage of engines in a dry environment. The
container is not water- or humidity-proof and must not be stored outside.
(1) The frame (5, Figure 303) of the lightweight shipping and storage container
has been designed so that it can be removed and the stand (1) placed on top
of frame. This puts the stand and engine at a convenient working level.
(2) It is recommended that the regular maintenance stand (not lightweight
shipping stand) be used for maintenance (para 14).
(3) Use a fork lift when moving lightweight shipping and storage container.
Entire container, with or without engine, must not be moved by pushing or
pulling.
(4) Lift frame by hand.
NOTE: The lightweight shipping and storage container does not require
pressurizing for shipment or storage.
B. Inspection of Engine Before Shipping or Storage.
(1) Inspect engine for general condition and for removed or discarded parts.
(2) Record discrepancies in engine log book.
C. Preservation Procedures.
(1) Before removing engine from aircraft, preserve engine fuel system with
lubricating oil as outlined for 45 - 180 day storage (para 3).
(2) Cover all openings, electrical connectors, and pads.
(3) Drain oil tank (para 18).
(4) Attach tag, marked with following information to fuel inlet shipping plug:
ENGINE FUEL SYSTEM HAS BEEN PRESERVED WITH LUBRICATING OIL MIL-L-6081,
GRADE 1010 (OR EQUIVALENT). FLUSHING IS REQUIRED BEFORE OPERATION.
D. Preparation of Engine for Hoisting.
(1) Prepare engine for hoisting, using lifting sling 2C90081G02 (Figure 304).
CAUTION: • DO NOT LIFT ENGINE WITH SHIPPING CONTAINER BASE AND STAND ATTACHED.
• QUICK-RELEASE PINS ARE USED TO SECURE THE SLING AND ADAPTERS. THE BUTTON
ON THE PIN MUST BE PRESSED TO INSTALL OR REMOVE THE PIN.
• LANYARDS ARE USED TO SECURE PINS TO SLING AND ADAPTERS.
• THE MAXIMUM LIFT CAPACITY OF THE SLING IS 700 LBS.
(2) Using quick-release pin (5, Figure 304), lock lifting eye (4) into position
4.
(3) Using quick-release pin (2), lock adapter (3) on forward lifting lug (1).
Install pin from right side of engine (forward looking aft).
(4) Using quick-release pin (7), lock hanger (6) on rear lifting lug (8).
Install pin from forward side. Engine is now ready for lifting.
E. Installation.
(1) Attach lifting sling 2C90081G02 to engine (step D).
(2) Remove two front supports (9, Figure 305) from support posts (12). Install
two front support (9), onto main frame pads at the 3 and 9 o'clock

MM72-00-00
ENGINE - SERVICING
positions, using four bolts (10) and four torque bolts to 100-120 lb in.
washers (11) that are stored in plates of supports.
(3) Remove rear mount (5) from base of stand. Install rear mount (5) onto the
two 6 o'clock lugs on the diffuser case, using two bolts (13) and two nuts
(14) (boltheads facing aft). Using a crowfoot wrench, torque bolts to 480-
570 lb in.
WARNING: USING HOISTING DEVICES
• HOISTING SHALL ONLY BE DONE BY DESIGNATED PERSONNEL.
• DO NOT EXCEED LOAD CAPACITY RATING MARKED ON HOIST.
• INSPECTION AND TESTING FOR CRACKS OR DEFECTS IN HOISTING SYSTEM SHALL BE
• USE ONLY PINS, LINKS, AND HOOKS RECOMMENDED FOR HOISTING SPECIFIC
COMPONENTS.
• BEFORE HOISTING, BALANCE THE LOAD.
• DO NOT STAND UNDER LOAD WHILE IT IS BEING MOVED FROM ONE AREA TO ANOTHER
ON A HOIST. DO NOT STAND UNDER LOAD TO DO MAINTENANCE WORK.
• HOISTING DEVICES MADE OF NYLON, POLYESTER, POLYPROPYLENE, OR ALUMINUM
SHALL NOT BE USED IN AREAS WHERE CAUSTICS ARE HANDLED.
• THE MAXIMUM LIFTING CAPACITY OF THE SLING IS 700 POUNDS.
(4) Position stand (15) under engine, and lower engine onto stand aligning
front supports (9) with support posts (12) and rear mount (5) with
shouldered studs (4).
(5) Attach two front supports (9) to support posts using eight bolts (7), eight
washers (8), and eight nuts (6).
(6) Attach rear mount (5) to shouldered studs (4), using two nuts (2) and two
washers (3).
(7) Release and remove hoist. Remove lifting sling from engine.
(8) Carefully install soft cover (2, Figure 303) over engine.
(9) Secure soft cover (2) to inner cradle by pressing hook and nap (Velcro)
fastening strips together. Begin at one corner and continue around
fastening strip to starting point.
(10) Record (in engine records) date engine was preserved. Enclose records in
receptacle on soft cover (2).
(11) Be sure to align access door on hard cover with record receptacle on soft
cover (2).
(12) Lift frame (5) by hand over engine, and lower it onto stand (1).
(13) Secure frame (5) to stand (1) with 10 bolts (3) and 10 flat washers (4).
(14) Install sleeve (6) over frame (5). Install cover (7).

MM72-00-00
ENGINE - SERVICING
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 303 Lightweight Shipping Container 2C90066G02

MM72-00-00
ENGINE - SERVICING
* * * FOR CT7-2A, CT7-2D, CT7-2D1
1. Fcrw;lrd lilting leg

2. QKk·releue pin
3. MIJIIer
4. lilng eye
5. QKk-releue pin
6. Hanger
7. QKk-reluSf: pin
8. Rear tilling Ie9
Figure 304 Lifting Sling 2C90081G02

MM72-00-00
ENGINE - SERVICING
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 305 Removal and Installation of Engine from or into Lightweight

Shipping Container 2C90066G02
10. Installation of Engine into Reusable Metal Shipping and Storage Container
2C90376G02.
NOTE: To install CT7-2E1 engines in a shipping and storage container, go to
SERVICING 005.
NOTE: Engines may be stored out-of-doors in this container.
(1) The reusable metal shipping and storage container (Figure 301, Figure 302)
is an all-steel, pressurized container that is suitable for shipping and
for outside storage of engines.
MM72-00-00
ENGINE - SERVICING
(2) Use a fork lift when moving reusable metal shipping and storage container,
with or without engine. Container must not be moved by pushing or pulling.
B. Inspection of Engine Prior to Shipping or Storage.
(1) Inspect engine for general condition and for removed or discarded parts.
(2) Record discrepancies in engine log book.
C. Preservation Procedures.
(1) Before removing engine from aircraft, preserve engine fuel system with
lubricating oil as outlined for 45 to 180 day storage (para 3).
(2) Cover all openings, electrical connectors, and pads.
(3) Drain oil tank (para 18).
(4) Attach tag marked with following information to fuel inlet shipping plug:
ENGINE FUEL SYSTEM HAS BEEN PRESERVED WITH LUBRICATING OIL, MIL-L-6081,
GRADE 1010 (OR EQUIVALENT). FLUSHING IS REQUIRED PRIOR TO OPERATION.
D. Preparation of Engine for Hoisting.
(1) Prepare engine for hoisting, using lifting sling 2C90081G02 (Figure 304).
NOTE: • Quick-release pins are used to secure the sling and adapters. Button on
pin must be pressed to install or remove pin.
• Lanyards are used to secure pins to sling and adapters.
• Maximum lift capacity of sling is 700 lbs.
(2) Using quick-release pin (5), lock lifting eye (4) in position 4.
(3) Using quick-release pin (2), lock the adapter (3) on forward lifting lug
(1). Install pin from right side of engine (forward looking aft).
(4) Using quick-release pin (7), lock hanger (6) on rear lifting lug (8).
Install pin from forward side. Engine is now ready for lifting.
E. Installation.
(1) Attach lifting sling 2C90081G02 to engine (step D).
COMPONENTS.
CAUTION: DROPPED ENGINE
• ENGINES THAT ARE DROPPED DURING HANDLING MUST BE RETURNED TO OVERHAUL.
• DO NOT LIFT ENGINE WITH BOTTOM OF SHIPPING STORAGE CONTAINER ATTACHED OR
WITH STAND ATTACHED.

MM72-00-00
ENGINE - SERVICING
(2) Using hoist, lift engine clear of maintenance stand. Then move maintenance
stand out of way.
(3) Secure two front supports (5, Figure 306) on main frame pads at 3 and 9
o'clock positions, using eight bolts (14) and washers (13). Torque bolts to
100-130 lb in.
CAUTION: BOLTS (12) MUST BE INSTALLED SO THAT BOLTHEADS FACE AFT TO PREVENT
DAMAGING ENGINE MOUNT LUG HOLE.
(4) Install two aft supports (11) on rear side of diffuser flange at 3 and 9
o'clock positions. Install two bolts (12) (boltheads facing aft) and nuts
(2) for each support. Torque bolts to 480-560 lb in.
CAUTION: WHEN LOWERING ENGINE, BE SURE THAT YELLOW CABLE, T2 SENSOR TUBE, AND
ANTI-ICING BLEED DUCT CLEAR FRONT SUPPORT PADS.
(5) Place bottom half of container (8) under engine. Lower engine into
container, aligning supports (5, 11) with mating flanges of frame (10) in
container.
(6) Secure two front supports (5) to frame of container (10) using four bolts
(6), four washers (4), and for nuts (3). Torque bolts to 140-160 lb in.
(7) Secure two aft supports (11) to frame (10) of container using four bolts
(6), four washers (4), and four nuts (3). Torque bolts to 140-160 lb in.
(8) Release and remove hoist; remove lifting sling (1) from engine.
(9) Place four 16-unit bags of desiccant in desiccant basket (9).
(10) Replace humidity indicator card if it is white or pink-colored as follows:
(a) Remove humidity indicator (1, Figure 301) with an open-end wrench.
(b) Remove hex insert that contains humidity indicator card.
(c) Remove humidity indicator card.
(d) Install new card and reinstall hex insert.
(e) Reinstall and hand-tighten humidity indicator (1). Be sure printed
section of card can be read from outside of container.

MM72-00-00
ENGINE - SERVICING
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 306 Removal and Installation of Engine into Reusable Metal

Shipping and Storage Container, 2C90376G02
11. Removal of Engine from Lightweight Shipping and Storage Container 2C90066G02.
A. Remove cover (7, Figure 303) and sleeve (6).
B. Remove 10 bolts (3) and 10 flat washers (4).
C. Lift frame (5) from stand (1) by hand.
D. Remove engine records from record receptacle in soft cover (2).
E. Soft cover (2) is attached to the inner cradle by hook and nap fastening
strips. Remove soft cover by carefully pulling lower edge away from cradle to
release fastener. Lift cover up and off.

MM72-00-00
ENGINE - SERVICING
F. Install lifting sling onto engine (para 9).

CAUTION: • DO NOT LIFT ENGINE WITH BASE ATTACHED. REMOVE ENGINE FROM BASE, LEAVING
TWO FRONT SUPPORTS (9, Figure 305) AND REAR MOUNT (5) ATTACHED TO ENGINE.
• ENGINES THAT ARE DROPPED DURING HANDLING MUST BE INSPECTED AND TESTED
ACCORDING TO MAJOR MAINTENANCE REQUIREMENTS. THIS MUST INCLUDE ACCESSORY
DRIVE GEARBOX AND DRIVE SYSTEM GEARING. 100% PARTS INSPECTION MAY BE
REQUIRED DEPENDING ON EXTENT OF DAMAGE.
G. Attach hoist to lifting eye (4, Figure 304), and raise hoist until weight of
engine is supported by sling.
H. Remove two nuts (2, Figure 305) and two washers (3) from shouldered studs (4)
on rear mount (5).
I. Remove eight nuts (6), eight bolts (7), and eight washers (8) from two front
supports (9).
J. Lift engine clear of stand, and lower engine to a convenient working height.
Place guard over hoist controls to prevent accidental or inadvertent
activation of hoist.
K. Remove eight bolts (10) and eight washers (11) from front supports (9), and
store them in spaces provided on plates. Remove supports (9) from engine, and
install them on support posts (12) on base.
L. Remove two nuts and two bolts (14, 13) from rear mount (5), and remove mount
from engine. Install mount on shouldered studs (4) on suspended base of stand.
12. Removal of Engine from Reusable Metal Shipping and Storage Container 2C90376G02.
A. Remove container cover (para 3.F).
NOTE: To install CT7-2E1 engines in a shipping and storage container, go to
SERVICING 005.
COMPONENTS.
• DO NOT STAND UNDER LOAD WHILE IT IS BEING MOVED FROM ONE AREA TO ANOTHER ON
A HOIST. DO NOT STAND UNDER LOAD TO DO MAINTENANCE WORK.
• HOISTING DEVICES MADE OF NYLON, POLYESTER, POLYPROPYLENE, OR ALUMINUM SHALL
NOT BE USED IN AREAS WHERE CAUSTICS ARE HANDLED.
CAUTION: DO NOT LIFT ENGINE OR MODULE WITH BOTTOM OF SHIPPING AND STORAGE CONTAINER
ATTACHED OR WITH STAND ATTACHED. THIS IS TO PREVENT ENGINE WEIGHT FORM
EXCEEDING THE SLING LIFTING CAPACITY OF 700 POUNDS.
CAUTION: DROPPED ENGINE
• ENGINES OR MODULES THAT ARE DROPPED DURING HANDLING MUST BE RETURNED TO
OVERHAUL.
• DO NOT LIFT ENGINE OR MODULE WITH BOTTOM OF SHIPPING AND STORAGE CONTAINER

MM72-00-00
ENGINE - SERVICING
ATTACHED OR WITH STAND ATTACHED.

B. Install engine lifting sling 2C90081G02 (Figure 307) on engine, and remove
engine from container as follows:
(1) Slide lifting eye (4) until number 4 (marked on tube) can be seen in cutout
of lifting eye; then, secure eye using quick-release pin (5).
(2) Place adapter (3) onto forward lifting lug (1); secure adapter (3) to
forward lifting lug (1) by installing quick-release pin (2) from the right
side, aft looking forward.
(3) Place hanger (6) onto rear lifting lug (8) (ear of diffuser case); secure
it by installing quick-release pin (7) from the aft side.
(4) Remove four bolts (6, Figure 306), eight washers (4), and four nuts (3)
from two front supports (5).
(5) Remove four bolts (6), eight washers (4), and four nuts (3), from two aft
supports (11).
COMPONENTS.
(6) Lift the engine clear of container bottom half (8).
(7) Remove eight bolts (14) and eight washers (13) from two front supports (5).
(8) Reinstall front support (5) on frame (10).
(9) Remove four bolts (12) and four nuts (2) from two aft supports (11).
(10) Reinstall aft supports (11) on frame (10).

MM72-00-00
ENGINE - SERVICING
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 307 Lifting Sling 2C90081G02 for Engine and Modules

* * * FOR ALL
13. Activating Engine After Removal from Lightweight or Reusable Shipping and Storage
Container.
A. Remove and store protective covers in shipping container.
WARNING: DRY CLEANING SOLVENT (STODDARD SOLVENT)
P-D-680
SURFACES.
• PROLONGED CONTACT OF SKIN WITH LIQUID CAN CAUSE DERMATITIS. REPEATED

MM72-00-00
ENGINE - SERVICING
INHALATION OF VAPOR CAN IRRITATE NOSE AND THROAT AND CAN CAUSE DIZZINESS.
DIZZINESS, GO TO FRESH AIR.
• WHEN HANDLING LIQUID OR WHEN APPLYING IT IN AN AIR-EXHAUSTED, PARTIALLY
COVERED TANK, WEAR APPROVED GLOVES AND GOGGLES.
• WHEN HANDLING LIQUID OR WHEN APPLYING IT AT UNEXHAUSTED, UNCOVERED TANK OR
WORKBENCH, WEAR APPROVED RESPIRATOR, GLOVES, AND GOGGLES.
B. Remove any barrier material and tape. Remove tape residue, using dry cleaning
solvent.
C. Clean the external engine surfaces, as necessary.
D. Check engine and historical records for any components that may not have been
installed or that may have been removed. Be sure that any removed,
uninstalled, or disconnected components have been installed.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
E. Depreserve the engine fuel system as follows:
(1) Pressurize the aircraft fuel system (refer to the applicable Aircraft
(2) Advance PAS control to LOCKOUT until a steady stream of oil-free fuel is
draining from engine overboard drain into a suitable container.
* * * FOR CT7-2E1
E. Depreserve the engine fuel system as follows:
(1) Pressurize the aircraft fuel system (refer to the applicable Aircraft
(2) Disconnect green cable from exciter.
(3) Disconnect FMU D4 drain line.
(4) Place SIF to IDLE until a steady stream of oil-free fuel is draining from
D4, drain into a suitable container. Don't exceed 30 sec or A/C starter
duty cycles.
* * * FOR ALL
14. Installation of Engine into Horizontal Maintenance Stand 21C7220G01 or Alternate
GETD 2725, or onto Transportation Adapter 21C7082G02.
A. Prepare the engine for hoisting, using lifting sling 2C90081G02, as follows:
NOTE: To install CT7-2E1 engines in a horizontal maintenance stand, go to SERVICING
001.
COMPONENTS.

MM72-00-00
ENGINE - SERVICING
CAUTION: • DO NOT LIFT THE ENGINE WITH SHIPPING CONTAINER BASE AND STAND ATTACHED.
• THE MAXIMUM LIFT CAPACITY OF THE SLING IS 700 POUNDS.
(1) Lock the lifting eye (4, Figure 307) in required position, using quick-
release pin (5) as follows:
• Bare engine - position number 4 (Figure 308, view A)
• Cold section module - position number 2 (view B)
• Engine with QECA equipment - position number 3 (view not shown).
(2) Lock the adapter (3, Figure 307) on the engine forward lifting lug (1),
using quick-release pin (2). Install pin from right side of engine (forward
looking aft).
(3) Install lifting sling 2C90081G02.
(4) Lock the hanger (6) on the engine rear lifting lug (8), using quick-release
pin (7). Install the pin from the aft side. Lift the engine.
NOTE: • If you have the maintenance stand GETD 2725 shown in Figure 309, refer to
the procedure in step B.
• If you have the horizontal maintenance stand 21C7220G01 shown in Figure
309A, refer to the procedure in step C.
B. Install the engine in the maintenance stand GETD 2725 (Figure 309) as follows:
(1) Remove four setcrews (3) and two lockpins (9) from the upper halves of
support posts (4) and remove two mounts (2).
(2) Install two mounts (2) to main frame mounting pads with eight bolts (1).
Tighten the bolts to 100-120 lb in.
(3) Lower the engine until the mounts (2) rest on the lower half of support
post (5).
(4) Install the quick-disconnect pin (6) through the diffuser/midframe lug (7,
view A) and maintenance stand lug (8).
(5) Install the upper halves of support posts (4) with four setscrews (3), and
tighten.
(6) Remove the engine sling.
C. Install the engine in the maintenance stand 21C7220G01 (1, Figure 309A) as
follows:
CAUTION: CAPTIVE BOLTS IN FORWARD ADAPTER ARE SPECIAL HIGH-STRENGTH BOLTS. DO NOT
USE ANY OTHER BOLTS IN FORWARD ADAPTER.
(1) Remove the quick-release pin (9) that attaches the forward adapter (3) to
the forward bracket (2) and remove the forward adapter (3).
(2) Align the forward adapter (3) with the centerline of the engine and do as
follows:

MM72-00-00
ENGINE - SERVICING
(a) Install the adapter (3) on the engine at the 6 o'clock main frame
mounting pad.
(b) Attach the adapter (3) to the 6 o'clock main frame mounting pad with
the four captive screws (4). Tighten (30° wrench arc) the screws.
(3) Remove the two quick-release pins (9) that attach the rear adapter (8) to
the rear bracket (10) and remove the rear adapter (8).
(4) Position the rear adapter (8) with the rounded flanges facing the two
diffuser case mount lugs and do as follows:
(a) Position the head of one pin (5) facing forward with the flat surface
facing the diffuser case.
(b) Align and insert the pin (5) through the adapter (8) and the diffuser
case mount lugs. Attach the key (6) and the dowel (7) to secure the pin
(5).
(c) Repeat steps (a) and (b) for the other pin (5).
(5) Attach the engine to the horizontal maintenance stand (1) as follows:
(a) Align and slowly lower the engine so that the forward and rear adapters
(3, 8) engage the forward and rear brackets (2, 10).
(b) Install the quick-release pin (9) to attach the forward adapter (3) to
the forward bracket (2).
(c) Install the two quick-release pins (9) to attach the rear adapter (8)
to the rear bracket (10).
(6) Remove the quick-release pins (2, 7, Figure 307) from the lifting sling and
remove the lifting sling from the engine.
D. Install the engine in the transportation adapter 21C7082G02 (11, Figure 309B,
view B) as follows:
(1) With the engine supported by the hoist and lifting sling 21C7081G02,
install two adapters (8, view A) at the 3 and 9 o'clock positions on the
main frame. Tighten four captive screws on each adapter (8).
(2) Secure the rail adapter rollers to the rails by tightening the handwheel
clamps (2, views A and B).
(3) Chock the wheels of the trailer (10, view B) to prevent adapter movement.
(4) Pull up the T-handle (1, view A) to remove the quick-disconnect pins (7,
view A) from the center area of the adapter.
(5) Use the hoist and carefully lower the engine into the center of the
adapter. The aft end of the engine must be near the center of the trailer.
(6) Align the flanges of the adapters (8, view A) with mating slots. Push the
captive screws (6) in place.
(7) Install two quick-disconnect pins (7) to lock the adapters (8).

MM72-00-00
ENGINE - SERVICING
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 308 Lifting Modes, Using Sling 2C90081G02

MM72-00-00
ENGINE - SERVICING
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 309 Horizontal Maintenance Stand GETD 2725 - Engine Removal and
Installation

MM72-00-00
ENGINE - SERVICING
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 309A. Horizontal Maintenance Stand 21C7220G01 - Engine Removal

and Installation

MM72-00-00
ENGINE - SERVICING
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 309B. Engine Transportation Adapter 21C7082G02 - Removal and

Installation of Engine
15. Removal of Engine from Horizontal Maintenance Stand 21C7220G01 or Alternate GETD
2725, or from Transportation Adapter 21C7082G02.
A. Prepare the engine for hoisting, using lifting sling 2C90081G02, as follows:
NOTE: To remove CT7-2E1 engines from a horizontal maintenance stand, go to SERVICING
004.
MM72-00-00
ENGINE - SERVICING
• THE MAXIMUM LIFT CAPACITY OF THE SLING IS 700 POUNDS.

(1) Lock the lifting eye (4, Figure 307) in required position, using quick-
release pin (5) as follows:
• Bare engine - hole number 4 (Figure 308, view A)
• Cold section module - hole number 2 (view B)
• Engine with QECA equipment - hole number 3 (view not shown).
(2) Lock the adapter (3, Figure 307) on the engine forward lifting lug (1),
using quick-release pin (2). Install the pin from the right side of the
engine (forward looking aft).
(3) Install the lifting sling 2C90081G02.
COMPONENTS.
(4) Lock the hanger (6) on engine rear lifting lug (8), using quick-release pin
(7). Install the pin from aft side. Lift the hoist until engine weight is
supported by sling.
NOTE: • If you have the maintenance stand GETD 2725 shown in Figure 309, refer to the
procedure in step B.
• If you have the horizontal maintenance stand 21C7220G01 shown in Figure 309A,
refer to the procedure in step C.
B. Remove the engine from the maintenance stand GETD 2725 (Figure 309) as
follows:
(1) Remove four setscrews (3) and two upper halves of the support post (4).
(2) Remove the quick-disconnect pin (6) from the diffuser/midframe lug (7, view
A) and from the maintenance stand lug (8).
(3) Lift the engine until the mounts (2) clear the lower half of the support
posts (5).
(4) Remove eight bolts (1) that secure the mounts (2) to the main frame.
(5) Move the engine clear of the stand. Reinstall the pin (6) into the lug (8)
and set the mounts (2) on the posts (5); secure with posts (4) and
setscrews (3). Attach eight bolts (1) to the stand with masking tape.
C. Remove the engine from the horizontal maintenance stand 21C7220G01 (1, Figure
309A) as follows:
CAUTION: CAPTIVE BOLTS IN FORWARD ADAPTER ARE SPECIAL HIGH-STRENGTH BOLTS. DO NOT
USE ANY OTHER BOLTS IN FORWARD ADAPTER.

MM72-00-00
ENGINE - SERVICING
(1) Remove the quick-release pin (9) that attaches the forward adapter (3) to
the forward bracket (2).
(2) Remove the two quick-release pins (9) that attach the rear adapter (8) to
the rear bracket (10).
WARNING: EQUIPMENT USED TO LIFT LOADS
BALANCE THE PARTS TO BE LIFTED BEFORE YOU OPERATE THE EQUIPMENT. DO NOT
STAY BELOW THE EQUIPMENT WHEN YOU LIFT THE PART. DO NOT LIFT MORE THAN
THE SPECIFIED WEIGHT. IF THE PARTS ACCIDENTALLY MOVE OR FALL, A BAD
INJURY CAN OCCUR.
(3) Lift the engine clear of the horizontal maintenance stand (1) and move the
maintenance stand away from the engine.
(4) Loosen, but do not remove, the four captive screws (4) that attach the
forward adapter (3) to the 6 o'clock main frame mounting pad until the
adapter (3) is separated from the mounting pad.
(5) Install the forward adapter (3) on the forward bracket (2) and attach the
quick-release pin (9).
(6) Remove the rear adapter (8) as follows:
(a) Remove the two dowels (7) and the two keys (6) that secure the two pins
(5).
(b) Remove the pins (5) that attach the rear adapter (8) to the diffuser
case mount lugs.
(c) Remove the rear adapter (8) from the diffuser case mount lugs.
(7) Install the rear adapter (8) on the rear bracket (10) and attach the two
pins (5), the two keys (6), and the two dowels (7).
D. Remove the engine from the transportation adapter 21C7082G02 (11, Figure 309B,
view B) as follows:
(1) Make sure that the rail adapter rollers are locked to the rails. Tighten
the handwheel clamp (2, views A and B).
(2) Use the hoist, and take up the slack to partially support the weight of the
engine.
(3) Remove the quick-disconnect pins (7, view A) from the adapters (8) at the 3
and 9 o'clock positions.
(4) Remove two quick-disconnect pins (4) from the aft engine mounts (5).
(5) Lift the engine clear of the transportation adapters (11, view B).
(6) Remove the adapters (8, view A) from the engine and return them to the
transportation adapter.

MM72-00-00
ENGINE - SERVICING
* * * FOR ALL
Figure 310 Handcranking Engine through Radial Drive Shaft

16. Handcranking the Engine.
A. Handcranking the Engine at the Radial Drive Shaft (Axis-A).
CAUTION: WHEN REMOVING AXIS-A COVER ASSEMBLY, USE EXTREME CARE TO PREVENT CONTACT
AND DAMAGE TO AXIS-A OIL JET.
(1) Remove radial drive shaft cover boot (4, Figure 310), retaining ring (3)
and radial drive shaft axis-A cover assembly (2).
CAUTION: WHEN YOU HANDCRANK THE ENGINE THROUGH THE AXIS-A RADIAL DRIVE SHAFT, USE
EXTREME CARE TO AVOID CONTACT AND DAMAGE TO AXIS-A OIL JET. DO NOT USE
BOX END OR OPEN END WRENCH.
(2) Crank the radial drive shaft counterclockwise, using a socket, and
MM72-00-00
ENGINE - SERVICING
extension, and a ratchet.

(3) Inspect packing for nicks, cuts, or looseness. Replace packing if
necessary.
CAUTION: WHEN INSTALLING AXIS-A COVER ASSEMBLY, USE EXTREME CARE TO AVOID CONTACT
(4) Install Axis-A cover assembly (2), retaining ring (3), and cover boot (4).
B. Handcranking the Accessory Gearbox at the Radial Drive Shaft (Axis-A).
CAUTION: WHEN REMOVING AXIS-A COVER ASSEMBLY, USE EXTREME CARE TO PREVENT CONTACT
(1) Remove radial drive shaft cover boot (4, Figure 310), retaining ring (3),
and radial drive shaft Axis-A cover (2).
(2) Withdraw radial drive shaft (1) about 7-1/2 inches so that the power take-
off drive spline (lower spline) on radial drive shaft engages spline within
gearbox.
(3) Using a socket with a ratchet, crank the radial drive shaft. The gearbox
drive train will turn without turning the compressor rotor.
(4) Slide radial drive shaft into gearbox until engaged.
(5) Inspect packing for nicks, cuts, or looseness. Replace packing if
necessary.
CAUTION: TO PREVENT ANY OIL LOSS AND POSSIBLE IN-FLIGHT SHUTDOWN, BE SURE AXIS-A
COVER IS REINSTALLED PROPERLY.
(6) Install Axis-A cover assembly (2), retaining ring (3) and cover boot (4).
17. Electrical Chip Detector.
A. Removal.
CAUTION: DO NOT USE HARD-JAW PLIERS WHEN YOU LOOSEN THE KNURLED COUPLING RING ON
THE ELECTRICAL CONNECTOR. DAMAGE TO THE CABLE ASSEMBLY CAN OCCUR.
(1) Use you hand and disconnect the green cable electrical connector (1, Figure
312). If the electrical connector is difficult to loosen, do as follows:
NOTE: The use of soft-jaw pliers (padded) is recommended to loosen the
(a) Use soft-jaw pliers and loosen the knurled coupling ring on the
electrical connector of the cable.
(b) Use your hand and disconnect the electrical connector from the mating
connector on the electrical chip detector.
(c) Use protective caps and cover the electrical connector.
(2) Loosen two captive bolts (3).
NOTE: Rocking the electrical chip detector (2) back and forth gently may be
necessary, when removing it from gearbox.
(3) Grasp and pull outward on knurled end of detector (2) to remove it from
gearbox; discard packing (6). If detector is extremely difficult to remove,
use an open-end wrench; this will give more leverage (view A).
(4) Grasp knurled end of detector (2) in one hand, and grasp screen end (5) in
the other. Unscrew the screen end counterclockwise. Handle the detector
carefully to avoid disturbing any debris that may have been captured in the

MM72-00-00
ENGINE - SERVICING
detector gap.
(5) Examine the outer surface of the screen and sensor gap for particles or
debris.
(6) Analyze debris (Figure 313).
B. Cleaning.
(1) Clean electrical connectors by using Preferred Method step (a) or Alternate
Method step (b); proceed as follows:
WARNING: MILLER-STEPHENSON SOLVENT MS-160 (OR FREON TP-35)
• VAPORS ARE HARMFUL; DO NOT USE SOLVENT NEAR OPEN FLAMES OR ON HOT
SURFACES. USE IT ONLY WITH ADEQUATE VENTILATION.
• DO NOT USE IT NEAR WELDING AREAS, A SOURCE OF CONCENTRATED
ULTRAVIOLET RAYS. INTENSE ULTRAVIOLET RAYS CAN CAUSE THE FORMATION
OF TOXIC GAS.
• DO NOT SMOKE WHEN USING IT.
• DO NOT TAKE IT INTERNALLY.
• PROLONGED OR REPEATED CONTACT CAN CAUSE SKIN IRRITATION. WEAR
APPROVED GLOVES AND GOGGLES (OR FACE SHIELD) WHEN HANDLING, AND WASH
HANDS THOROUGHLY AFTER HANDLING.
• STORE IT IN APPROVED METAL SAFETY CONTAINERS.
• WHEN USING COMPRESSED AIR FOR ANY COOLING, CLEANING, OR DRYING
OPERATION, DO NOT EXCEED 30 PSIG AT THE NOZZLE.
• EYES CAN BE PERMANENTLY DAMAGED BY CONTACT WITH LIQUID OR LARGE
PARTICLES PROPELLED BY COMPRESSED AIR. INHALATION OF AIR-BLOWN
PARTICLES OR SOLVENT VAPOR CAN DAMAGE LUNGS.
• WHEN USING AIR FOR CLEANING AT AN AIR-EXHAUSTED WORKBENCH, WEAR
APPROVED GOGGLES OR FACE SHIELD.
• WHEN USING AIR FOR CLEANING AT AN UNEXHAUSTED WORKBENCH, WEAR
APPROVED RESPIRATOR AND GOGGLES.
(a) Preferred Method: Holding spray nozzle from 4 to 6 inches away, spray
electrical connector with solvent MS-160 or equivalent to loosen
contaminants. Drain excess liquid immediately or blow it out with low
velocity air pressure. Go to step (2).
(b) Alternate Method: Clean connector, using, dry, small, soft-fiber brush
or blow it out with low velocity air pressure. Go to step (2).
(2) Grasp knurled end of electrical chip detector (2, Figure 312) in one hand,
and grasp screen end (5) in the other. Unscrew the screen end
counterclockwise.
WARNING: ENGINE OIL
IRRITATION.

MM72-00-00
ENGINE - SERVICING

ATTENTION.
(3) Immerse both parts, except electrical connector, in a container of clean
lubricating oil (Type I or Type II).
(4) Swish parts around to dislodge any foreign material, especially material
caught in the screen.
(5) Wipe parts dry with clean, lint-free towel.
(6) Brush parts lightly with soft-fiber brush.
(7) Inspect for any remaining chips across detecting gap (4). If not clean,
repeat procedure.
C. Inspection and Repair.
NOTE: Repair of electrical chip detector is limited to procedures specified in
corrective action column of Table 301.
TABLE 301. INSPECTION OF ELECTRICAL CHIP DETECTOR
Max Repairable Corrective
Inspect Usable Limits Limits Action
Chip Detector for:
A. Contamination. Not allowed. Any amount. Clean.
B. Continuity Must indicate Not repairable. Replace
(use continuity. detector.
multimeter
connected to
pins 1 and 2
and short out
detecting gap
(4, Figure
312)).
C. Damaged Not allowed. Not repairable. Replace
threads on bolts.
captive bolts
(3).
D. Installation.
(1) Install packing (6, Figure 312) onto electrical chip detector (2).
(2) Install chip detector into gearbox mounting flange (7).
(3) Tighten two captive bolts (3). Torque bolts to 45-50 lb in.
(4) Connect the electrical connector (1) as follows:
(a) Remove the protective caps from the electrical connectors.
CAUTION: • DO NOT USE HARD-JAW PLIERS WHEN YOU TIGHTEN THE KNURLED COUPLING
RING ON THE ELECTRICAL CONNECTORS. DAMAGE TO THE CABLE ASSEMBLY CAN
OCCUR.
• DO NOT LUBRICATE THE ELECTRICAL CONNECTORS. DAMAGE TO THE ELECTRICAL
MM72-00-00
ENGINE - SERVICING
SYSTEM CAN OCCUR.

(b) Use your hand and thread the knurled coupling ring (on the cable
connector) onto the mating receptacle connector. If the coupling ring
is difficult to thread, do an inspection of the connectors for crossed
threads, bent pins, and damaged keys or slots.
(c) Alternately, push the backshell of the cable connector into the
receptacle, and turn the coupling ring with your hand until the
connector is firmly seated onto its mating connector (the colored
witness line is covered). Tighten the knurled coupling ring to its
maximum extent.
(d) If you cannot turn the knurled coupling ring beyond the colored witness
line or to its maximum extent, use soft-jaw pliers and turn the knurled
coupling ring to fully cover the colored witness line, and to tighten
the connector to its maximum extent.
(5) Do a leakage check (TEST).

MM72-00-00
ENGINE - SERVICING
* * * FOR ALL
Figure 311 Handcranking Engine through Radial Drive Shaft

MM72-00-00
ENGINE - SERVICING
* * * FOR ALL
Figure 312 Electrical Chip Detector Removal and Installation

MM72-00-00
ENGINE - SERVICING
* * * FOR ALL
Figure 313 Electrical Chip Detector (Contamination)

18. Oil Tank Servicing.
CAUTION: • IF THE ENGINE OIL CONSUMPTION EXCEEDS 0.3 lb/hr, ENGINE OPERATION IS NOT
ALLOWED UNLESS OVER-SERVICEABLE LIMIT EXTENSIONS (SPECIAL PROCEDURES)
REQUIREMENTS ARE MET OR OIL CONSUMPTION IS REDUCED BELOW 0.3 lb/hr.
• ENGINES THAT ARE BEING MONITORED FOR HIGH POWER UNIT OIL CONSUMPTION OR FOR
KNOWN OIL LEAKAGE MUST HAVE OIL LEVEL CHECKED AT LEAST DAILY UNTIL THE
PROBLEM IS CORRECTED.
• IF THE ENGINE REQUIRES MORE THAN 3.8 QUARTS OF OIL DURING ANY SINGLE OIL
SERVICING EVENT, AND THE ENGINE HAS BEEN OPERATED ABOVE FLIGHT IDLE, IT
MUST BE REPLACED (REFER TO APPLICABLE AIRCRAFT MAINTENANCE MANUAL) DUE TO
THE POSSIBILITY OF OIL FROTHING/STARVATION RESULTING IN BEARING DISTRESS.
MM72-00-00
ENGINE - SERVICING
• IF THE ENGINE REQUIRES 3.0-3.8 QUARTS DURING ANY SINGLE OIL SERVICING
EVENT, AND THE ENGINE HAS BEEN OPERATED ABOVE FLIGHT IDLE, THEN A "POWER
UNIT LOW OIL LEVEL CLEARING PROCEDURE" (SPECIAL PROCEDURES) MUST BE DONE.
(1) For a listing of approved engine oils and recommendations for mixing of
oils refer to INTRODUCTION.
(2) Engine must be in level position to get an accurate reading of oil level;
otherwise, the reading could be inaccurate by as much as 2 quarts.
(3) Wait a minimum of 20 minutes after engine shutdown to allow oil to drain
back into oil tank before checking engine oil tank level.
CAUTION: WHEN YOU FILL THE OIL TANK, DO NOT ADD OIL ABOVE THE SIGHT GLASS FULL
LINE. THE OIL WILL BE FORCED OUT OF THE ENGINE IF THE OIL LEVEL IS ABOVE
THE FULL LINE.
(4) The oil level must be at the FULL line on the oil level indicator (Figure
314, view B) before the engine is operated.
(5) The oil tank capacity to the oil level indicator FULL line is 7.3 quarts.
(6) The maximum usable oil quantity is 3.8 quarts.
(7) The unusable oil quantity is 3.5 quarts.
(8) The oil quantity at the ADD line on the oil level indicator is
approximately 5.3 quarts or 2.0 quarts below the FULL line.
(9) Oil level above the FULL line on the oil level indicator is not allowed.
Oil tank capacity above the FULL line is approximately 0.75 quart.
(10) If oil is contaminated, go to paragraph E.
B. Oil Tank Servicing (Oil Tank Containing Oil).
NOTE: Before checking oil tank level, wait a minimum of 20 minutes after engine
shutdown to allow oil to drain back into tank.
(1) Check oil level (Figure 314, view B) as follows:
(a) Check oil level. If oil level is at the FULL line on the oil level
indicator, do not add any oil.
LINE. THE OIL WILL BE FORCED OUT OF THE ENGINE IF THE OIL LEVEL IS
ABOVE THE FULL LINE.
(b) If oil level is between the ADD and FULL lines on the oil level
indicator, add oil (step (2)) until oil level is at the FULL line.
CAUTION: • IF THE ENGINE REQUIRES MORE THAN 3.8 QUARTS OF OIL DURING ANY SINGLE
OIL SERVICING EVENT, AND THE ENGINE HAS BEEN OPERATED ABOVE FLIGHT
IDLE, THE ENGINE MUST BE REPLACED (REFER TO APPLICABLE AIRCRAFT
MAINTENANCE MANUAL) DUE TO THE POSSIBILITY OF OIL
FROTHING/STARVATION RESULTING IN BEARING DISTRESS.
• IF THE ENGINE REQUIRES 3.0-3.8 QUARTS DURING ANY SINGLE OIL
SERVICING EVENT, AND THE ENGINE HAS BEEN OPERATED ABOVE FLIGHT IDLE,
THEN A "LOW OIL LEVEL CLEARING PROCEDURE" (SPECIAL PROCEDURES) MUST
BE DONE.
(c) If oil level is below the ADD line on the oil level indicator, add oil
(step (2)) until the oil level is at the FULL line. Be sure to

MM72-00-00
ENGINE - SERVICING
accurately measure the quantity of oil being added and take corrective
action, as necessary.
(2) Remove cap assembly (3, Figure 315, view A) as follows:
(a) Lift locking lever (2, view C).
(b) Rotate lever (2) fully counterclockwise (CCW) toward the open position
(view B).
(c) Remove cap assembly (3, view A) and let it hang loose.
IRRITATION.
ATTENTION.
(d) Add oil as determined in step (1).
(3) Install cap assembly (3, Figure 315) as follows:
(a) Inspect packing (4, view A) for cuts, nicks, or deformation. Replace
packing if necessary.
(b) Be sure that locking lever (2) is turned fully CCW toward the open
position.
(c) Position cap assembly (3) with slot (1) between 9 and 12 o'clock
positions (view A).
(d) Seat cap assembly (3, view B).
(e) Turn lever (2) fully clockwise toward the close position (view C). This
will lock cap assembly. Do not press lever down.
CAUTION: IMPROPERLY INSTALLED CAP ASSEMBLY (3) WILL RESULT IN LOSS OF OIL.
(f) Grasp lever (2) and firmly pull upward. If properly positioned, the cap
assembly (3) will remain locked on tank.
(g) Press down lever (2, view D).
C. Oil Tank Draining.
(1) Place an empty 2-gallon (minimum) container under main frame (2, Figure
314).
(2) Wait a minimum of 10 minutes after engine shutdown to allow oil to drain
back into oil tank before draining oil.
(3) Remove safety wire (1) from main frame oil strainer (6) and from oil drain
plug (5).
(4) Remove oil drain plug (5) as follows:
WARNING: DRAINING OF OIL TANK
TO PREVENT BEING BURNED BY HOT OIL, WEAR PROTECTIVE GLOVES WHEN

MM72-00-00
ENGINE - SERVICING
DRAINING OIL.
IRRITATION.
ATTENTION.
(a) Wearing rubber gloves, remove oil drain plug (5) from oil drain insert
(3) at 6 o'clock position at tank bottom.
(b) Allow oil to drain into container for at least 10 minutes.
(c) Remove and discard packing (4) from oil drain plug (5).
(5) Install oil drain plug (5) as follows:
(a) Clean and inspect drain plug (79-00-00).
(b) Install packing (4, Figure 314) on drain plug (5).
(c) Before installing drain plug (5) into oil drain insert (3), inspect oil
drain insert (79-00-00).
(d) Install drain plug (5) into oil drain insert (3). Tighten (15° wrench-
arc) drain plug.
(6) Using a piece of 0.032-inch diameter safety wire, safetywire oil strainer
(6) and drain plug (5) (GEK 9250, 70-11-00).
D. Refilling Empty Oil Tank.
(1) Remove cap assembly (3, Figure 315, view A) as follows:
(a) Lift locking lever (2, view C).
(b) Rotate lever (2) fully counterclockwise (CCW) toward the open position
(view B).
(c) Remove cap assembly (3, view A) and let it hang loose.
IRRITATION.
ATTENTION.
(d) Fill oil tank with 7.3 quarts of oil.

MM72-00-00
ENGINE - SERVICING
LINE. THE OIL WILL BE FORCED OUT OF THE ENGINE IF THE OIL LEVEL IS
ABOVE THE FULL LINE.
(e) Check oil tank level at oil level indicator. If oil level is at FULL
line of indicator, no oil is required. If oil level is below FULL line,
add oil until level is at the FULL line of oil level indicator.
(2) Install cap assembly (3, Figure 315) as follows:
(a) Inspect packing (4, view A) for cuts, nicks, or deformation. Replace
packing if necessary.
(b) Be sure that locking lever (2) is turned fully CCW toward the open
position.
(c) Position cap assembly (3) with slot (1) between 9 and 12 o'clock
positions (view A).
(d) Seat cap assembly (3, view B).
(e) Turn lever (2) fully clockwise toward the close position (view C). This
will lock cap assembly. Do not press lever down.
CAUTION: IMPROPERLY INSTALLED CAP ASSEMBLY (3) WILL RESULT IN LOSS OF OIL.
(f) Grasp lever (2) and firmly pull upward. If properly positioned, the cap
(g) Press down lever (2, view D).
E. Oil Tank Draining and Refilling When Oil is Contaminated.
(1) Drain oil from oil tank (para C).
(2) Clean oil filter bowl (79-00-00).
(3) Replace oil filter element (79-00-00).
(4) Clean oil strainer (79-00-00).
(5) Clean scavenge screens (79-00-00).
(6) Clean chip detector (CLEANING). For chip and debris analysis, refer to
FAULT ISOLATION.
(7) Clean B-sump delta P tube and delta P cavity of oil pressure transmitter
(refer to applicable Aircraft Maintenance Manual).
(8) Refill oil tank with new oil (para D).
(9) Run engine at GROUND IDLE speed for 5 minutes (79-00-00, TEST).
(10) Shut down engine (79-00-00, TEST).
(11) Repeat steps (1) through (10).
(12) Return engine to service.

MM72-00-00
ENGINE - SERVICING
* * * FOR ALL
Figure 314 Oil Tank Servicing

MM72-00-00
ENGINE - SERVICING
* * * FOR ALL
Figure 315 Cap Assembly (Typical) - Removal and Installation

19. Oil Filter Servicing When Impending Bypass Light Comes ON.
NOTE: If oil filter impending bypass light comes on, filter element is dirty and
must be replaced. Once light comes on, light cannot be reset until filter bowl
and element are removed.
A. Remove oil filter bowl and element (79-00-00).
B. Inspect scavenge screens for debris (79-00-00).
C. Clean oil filter bowl (79-00-00).
D. Replace oil filter element (79-00-00).
E. Install oil filter bowl and new element (79-00-00).

MM72-00-00
ENGINE - SERVICING
20. Fuel Filter Servicing When Impending Bypass Light Signal Comes ON.
A. Remove fuel filter bowl and element (73-00-00).
B. Clean fuel filter bowl (73-00-00).
C. Replace fuel filter element (73-00-00).
D. Install fuel filter bowl and new element (73-00-00).
21. Scavenging of A-, B-, and C-Sumps.
A. Remove A-sump forward scavenge screen (11, Figure 316) from A-sump forward
port (5) on accessory gearbox.
B. Remove and discard packing (10).
C. Using oil sump scavenge unit 21C7385G01 (3) or equivalent, scavenge sump as
follows:
(1) Remove cap (7) from adapter (8). Remove adapter (8) from fitting (9).
(2) Install packing PN J221P906 (6) onto adapter (8). Thread adapter into port
(5). Tighten (15° wrench-arc) adapter.
(3) Install fitting (9) onto adapter (8). Tighten (15° wrench-arc) fitting.
(4) Remove cap (1) from end of discharge line (17), and place end of discharge
line into container (2).
(5) Connect electrical cable (4) to a 120 V, 60 Hz power source.
(6) Turn power switch on. Run oil sump scavenge unit (3) for one minute until
all oil is scavenged. Turn power switch off.
(7) Remove adapter (8) from port (5); remove and discard packing (6).
(8) Install new packing (10) onto scavenge screen (11).
(9) Install scavenge screen (11) into port (5). Torque scavenge screen (11) to
145-150 lb in.
(10) Remove A-sump aft scavenge screen (16) from port on accessory gearbox.
D. Scavenge C-sump as follows:
(1) Remove C-sump forward scavenge screen (13) from port on accessory gearbox.
(2) Repeat step C.(2) through (7).
(3) Remove C-sump aft scavenge screen (14) from port on accessory gearbox.
(5) Remove C-sump cover scavenge screen (15) from port on accessory gearbox.
E. Scavenge B-sump as follows:
(1) Remove B-sump scavenge screen (12) from port on accessory gearbox (79-00-
00).
(2) Install fitting (9) onto adapter (8). Tighten (15° wrench-arc) fitting.
(3) Install B-sump scavenge screen (79-00-00).
F. Remove oil sump scavenge unit (3) as follows:
(1) Disconnect electrical cable (4) and remove discharge line (17) form
container (2).

MM72-00-00
ENGINE - SERVICING
(2) Install cap (1) on discharge line (17) handtight.

(3) Remove fitting (9) from adapter (8).
(4) Install cap (7) onto adapter (8) handtight. Install adapter onto fitting
handtight.

MM72-00-00
ENGINE - SERVICING
* * * FOR ALL
Figure 316 A-, B-, and C-Sump - Scavenging

MM72-00-00, SERVICING 001
INSTALLING THE ENGINE INTO THE HORIZONTAL MAINTENANCE STAND 2C90859G01
* * * FOR CT7-2E1
TASK 72-00-00-610-801
1. General.
A. This procedure gives instructions to install the engine into the horizontal
maintenance stand 2C90859G01.
2. Procedure.
A. Prepare the engine for hoisting as follows:
INJURY CAN OCCUR.
CAUTION: • DO NOT LIFT ENGINE WITH SHIPPING CONTAINER BASE OR STAND ATTACHED.
• THE MAXIMUM LIFT CAPACITY OF THE SLING IS 800 LBS.
• ENGINES THAT ARE DROPPED DURING HANDLING MUST BE INSPECTED AND TESTED
ACCORDING TO MAJOR MAINTENANCE REQUIREMENTS. 100% PARTS INSPECTION MAY
BE REQUIRED DEPENDING ON EXTENT OF DAMAGE.
(1) Position the lifting sling 2C90050G01 as shown in Figure 301.
(2) Place the lifting eye (4) at the full engine range position.
NOTE: The quick-release pin (2) is installed from the right side of the engine.
(3) Place the adapter (3) onto forward lifting lug (1) and install the quick-
release pin (2).
NOTE: The quick-release pin (6) is installed from aft end of the engine.
(4) Place the hanger (5) onto rear lifting lug (7) and install the quick-
release pin (6).
B. Connect the hoist to the lifting sling 2C90050G01. Take up slack, but do not
lift the engine.
BALANCE THE PARTS TO BE LIFTED BEFORE YOU OPERATE THE EQUIPMENT. DO NOT STAY
BELOW THE EQUIPMENT WHEN YOU LIFT THE PART. DO NOT LIFT MORE THAN THE
SPECIFIED WEIGHT. IF THE PARTS ACCIDENTALLY MOVE OR FALL, A BAD INJURY CAN
OCCUR.
C. Lift the engine and position it near the horizontal maintenance stand
2C90859G01.
(1) Remove the quick-release pin (19) and remove the forward adapter (10) from
horizontal maintenance stand 2C90859G01 (1). Refer to Figure 302.
(2) Align the adapter (3) with the centerline of engine, and install the engine
onto 6 o'clock front frame mounting pad (14). Secure with four bolts (4)
and tighten to 30° wrench-arc. Refer to Figure 303.

(3) Remove the two quick-release pins (19) and remove the rear adapter (18)
from horizontal maintenance stand 2C90859G01 (1). Refer to Figure 302.
(4) Position rear adapter (9) with rounded flanges toward two rear engine
mounts (13) as follows (refer to Figure 303).
(a) Position the head of one pin (6) so that it faces forward and so that
the flat surface faces diffuser case.
(b) Align and insert the pin (6) through rear adapter (9) and rear engine
mount (13).
(c) Repeat the steps (a) and (b) for the other pin (6).
(5) Secure the engine to the horizontal maintenance stand 2C90859G01 as follows
(refer to Figure 303):
(a) Align the engine so that adapter (3) and (9) engage the forward bracket
(2) and rear bracket (12).
(b) Install the quick-release pin (10) to secure the forward adapter (3).
(c) Install the two quick-release pins (10) to secure the rear adapter (9).
(6) Remove the two quick-release pins (2 and 6) and disengage the lifting sling
2C90050G01 from the engine. Remove the lifting sling 2C90050G01. Refer to
Figure 301.

* * * FOR CT7-2E1

* * * FOR CT7-2E1
I ;.,.
16
17
'"""',F 15
I- 21 14 18
19
VIEW IN DflECTION Of A
(12--"1
1 1~
'- ./
.~ . 2
LEGEND:
1. HORiZONTAl MAINTENANCe STAND 12. SCREW
2. CASlER 13. BOlTS
3. NAMEPLATE 14. lAHYARO
~ . SCREW 15. PIN
5. SCREW 16. KEY
6. LOCKWASHER 17. 00¥t'EL
7. FRAME 18. RfAR ADAPTIR
8. COM!. '9. DlD-RElEASEPiN
9. FOHWAHU 1:\HACK[f :W.St;KEW
10. fORWARD AOoV'TER 21 . RfAR IlAACKET
11 . lOCKWASliER
Figure 302 Horizontal Maintenance Stand 2C90859G01

* * * FOR CT7-2E1
Figure 303 Horizontal Maintenance Stand 2C90859G01: Engine Removal and

Installation

LINE REPLACEABLE UNIT LRU PRESERVATION, PACKAGING, SHIPMENT AND STORAGE
* * * FOR CT7-2E1
TASK 72-00-00-620-801
1. General.
A. This procedure gives instructions to do a preservation, packaging, shipment
and storage of the line replaceable unit (LRU).
2. Procedure.
NOTE: • LRUs which are removed from the power unit and are not reinstalled within 48
hours must be preserved and packaged before shipment or storage.
• LRUs that are preserved and packaged in accordance with the following
instructions can be stored for an indefinite duration without deterioration.
A. Fuel Metering Unit (FMU).
(1) Install a protective cap or plug in all openings and a protective cap over
the electrical connector. Also cover splines on FMU.
CAUTION: PROTECT SPLINE FROM DAMAGE WHEN ROTATING PAS; OTHERWISE, SPLINES MAY BE
DAMAGED.
(2) Set the PAS and LDS to full increase position (full clockwise rotation).
DO NOT USE AVIATION TURBINE FUEL (JET FUEL) NEAR FLAMES OR HEAT, BECAUSE
THIS FUEL IS VERY FLAMMABLE. DO NOT LET THE JET FUEL STAY ON YOUR BODY OR
CLOTHES. THIS FUEL IS DANGEROUS TO YOUR SKIN AND EYES. DO NOT BREATHE THE
FUMES RELEASED FROM THIS FUEL. MAKE SURE YOU HAVE A GOOD FLOW OF AIR.
THESE FUMES ARE DANGEROUS TO YOUR LUNGS, CAN GIVE YOU A HEADACHE, AND CAN
MAKE YOU SICK.
(3) Hold the FMU over a suitable container and drain the fuel from the fuel
discharge fitting, from the fitting on the side of FMU, and from the fuel
inlet port. Move the VG actuator rod in and out several times and rotate
FMU as fuel drains.
(4) Place the FMU in a clean drip pan so that the forward flange is up.
DO NOT LET LUBRICATING OIL STAY ON YOUR SKIN. DO NOT BREATHE THE FUMES
RELEASED FROM LUBRICATING OIL FOR A LONG TIME. LUBRICATING OIL IS
DANGEROUS TO YOUR EYES, NOSE, AND LUNGS.
CAUTION: DO NOT ALLOW PRESERVATION OIL TO ENTER P3 PORT; OTHERWISE FMU MAY BE
DAMAGED.
NOTE: Oil will flow into FMU slowly.
(5) Pour oil grade 1010 (MIL-L-6801) or equivalent, from a new can into the
fuel inlet port. Rotate the drive shaft and stroke the VG actuator rod
several times as oil is being poured.
(6) Hold the finger over the inlet port and shake FMU so that all internal
areas are coated.
(7) Drain the oil from FMU. Move the VG actuator rod several times while oil is
draining.
(8) Hold the FMU so that the fuel outlet port is facing up and pour the oil

from a new can into the outlet port. When full, turn the FMU over and drain
the oil.
(9) Cap or plug the inlet and output openings with the protective caps.
(10) Coat the external bare-metal surfaces, including splines, with oil grade
1010 (MIL-L-6801) or equivalent.
(11) Attach a tag to the FMU stating: THIS PART PRESERVED WITH OIL GRADE 1010
(MIL-L-6801) (or equivalent).
(13) Prepare the forms and place in a plastic bag PPP-B-26 (to be stored with
the FMU in shipping container).
(14) Package FMU (5, refer to Figure 301) for shipment or storage as follows:
(a) Attach the envelope containing the forms, to the FMU.
(b) Wrap the envelope and FMU in barrier material (MIL-B-131) or
equivalent, and secure the material with adhesive tape (PPP-T-60) or
equivalent.
(c) Install the FMU into the shipping and storage case 21C7304P01 (4),
shaft end up.
(d) Secure the lid onto the case.
(e) Cross out old markings on the case that do not apply to FMU inside. Use
the stencil ink (TT-I-559) or equivalent, mark the following on top
half of case:
1 Form control number
2 Serial number
3 Date packed
B. Fuel Pump.
(1) Place the fuel pump in a clean drip pan and pour oil grade 1010 (MIL-L-
6801) or equivalent into the inlet port. Turn the pump drive shaft and
continue pouring until the oil runs from the discharge port.
(2) Drain the oil from pump and cap or plug the inlet, outlet oil, and drain
port.
(3) Coat the external bare-metal surfaces including splines with oil grade 1010
(MIL-L-6801) or equivalent.
(4) Attach a tag to the fuel pump stating: THIS PART PRESERVED WITH OIL GRADE
1010 (MIL-L-6801) (or equivalent).
(6) Prepare the forms and place in a plastic bag PPP-B-26 (to be stowed with
the fuel pump in shipping container).
(7) Package the fuel boost (2, refer to Figure 302) for shipment or storage as
follows:
(a) Attach the envelope containing the forms, to the fuel boost pump.
(b) Wrap the envelope and pump in the barrier material (MIL-B-131), or
equivalent, and secure material with adhesive tape (PPP-T-60) or
equivalent.
(c) Install the fuel boost pump shaft end up, into the shipping and storage
case the 21C7302P01 (1).
(d) Secure the lid onto the case.
(e) Cross out the old markings on the case that do not apply to the fuel
boost pump inside. Use a stencil ink (TT-I-559) or equivalent, mark the
following on top half of case:
2 Serial number
3 Date packed
C. Oil Cooler.
MAKE YOU SICK.
(1) Hold the oil cooler over a suitable container and drain all fuel.
(2) Fill out the cooler fuel passages with oil grade 1010 (MIL-L-6801) or
equivalent.
(3) Shake the oil around in the cooler so that all internal fuel passages are
coated.
(4) Drain the oil from the cooler, and cap or plug the inlet and outlet ports.
(5) Coat the external bare metal surfaces with oil oil grade 1010 (MIL-L-6801)
or equivalent.
(6) Attach a tag to the oil cooler stating: THIS PART PRESERVED WITH OIL GRADE
1010 (MIL-L-6801) (or equivalent).
(8) Prepare the forms and place in a plastic bag PPP-B-26 (to be stowed with
the oil cooler in shipping container).
(9) Package the oil cooler for shipment or storage as follows:
(a) Attach the envelope containing the forms, to the oil cooler.
(b) Wrap the envelope and cooler in the barrier material (MIL-B-131), or
equivalent, and secure material with adhesive tape (PPP-T-60) or
equivalent.
(c) Line a metall, cardboard, fiberboard, or wood shipping container with a
minimum of 2 inches (51 mm) of dry cushioning material (PPP-C-1120), or

equivalent.
(d) Place 16 units (one bag) of desiccant MIL-D-3464, Type 1 and wrapped
the oil cooler into container.
(e) Cover the oil cooler with a minimum of 2 inches (51 mm) of dry
cushioning material (PPP-C-1120).
(f) Secure the lid into the case.
(g) Cross out the old marking on the case that do not apply to the oil
cooler inside. Use the stencil ink (TT-I-559) or equivalent, mark the
following on top half of container:
2 Serial number
3 Date packed
D. Engine Electronic Control Unit (EECU).
(1) Preserve EECU as follows:
(a) Be sure that the protective caps are installed on all connectors.
(b) Place EECU in a plastic bag that can be folded and sealed. Place 16
units (one bag) of desiccant MIL-D-3464, Type 1 inside the bag and seal
the bag.
(2) Package EECU as follows:
(a) Attach the envelope containing the forms to the EECU.
(b) Install the EECU into suitable shipping and storage container, so that
electrical connectors are not damaged.
(c) Secure the container.
(d) Cross out the old markings on the case that do not apply to the EECU
inside. Use the stencil ink (TT-I-559) or equivalent, mark the
following on top of case:
2 Serial number
3 Date packed
E. Anti-Ice Start Bleed Valve (AISBV).
(1) Preserve the anti-icing start bleed valve as follows:
(a) Cover the inlet port and the two outlet ports and the electrical
connectors with the snug fitting plastic caps.
(b) Place the valve in the polyethylene bag and seal with masking tape.
(2) Package the anti-icing start bleed valve as follows:
(a) Attach the envelope containing the forms to the AISBV.
(b) Install the envelope and the anti-icing start bleed valve into suitable
shipping and storage container, so that the electrical connectors are
not damaged.
(c) Secure the container.
(d) Cross out the old markings on the case that do not apply to the AISBV
inside. Use the stencil ink (TT-I-559) or equivalent, mark the
following on top of case:

2 Serial number
3 Date packed
F. Oil and Scavenge Pump.
(1) Preserve the oil and scavenge pump as follows:
DO NOT LET LUBRICATING OIL STAY ON YOUR SKIN. DO NOT BREATHE THE
FUMES RELEASED FROM LUBRICATING OIL FOR A LONG TIME. LUBRICATING OIL
IS DANGEROUS TO YOUR EYES, NOSE, AND LUNGS.
WARNING: CORROSION - PREVENTIVE OIL MIL-C-8188
• IF OIL IS DECOMPOSED BY HEATING, TOXIC GASES ARE RELEASED.
• PROLONGED CONTACT WITH LIQUID OR MIST CAN CAUSE DERMATITIS AND
IRRITATION.
• WASH CONTACTED AREA WITH SOAP AND WATER. IF SOLUTION CONTACTS EYES,
FLUSH EYES WITH WATER IMMEDIATELY. REMOVE SATURATED CLOTHING.
• IF OIL SWALLOWED, DO NOT TRY TO VOMIT. GET IMMEDIATE MEDICAL
ATTENTION.
(a) Flush the pump with a mixture of nine parts lubricating oil and four
parts corrosion preventive oil (MIL-C-8188).
(b) Place the pump in a clean plastic bag.
(2) Package the oil and scavenge pump (3, refer to Figure 302) as follows:
(a) Attach the envelope containing the forms to the oil and scavenge pump.
(b) Install the envelope and the oil and scavenge pump into the shipping
and storage case, 21CC7302P01 (1) shaft end down.
(c) Secure the lid onto the case.
(d) Cross out the old markings on the case that do not apply to the oil and
scavenge pump inside. Use the stencil ink (TT-I-559) or equivalent,
mark the following on top of case:
2 Serial number
3 Date packed

* * * FOR CT7-2E1
Figure 301 Reusable Shipping and Storage Cases

* * * FOR CT7-2E1
Figure 302 Reusable Shipping and Storage Cases

PRESERVATION OF THE ENGINE TO BE INACTIVE FOR 45 TO 180 DAYS
* * * FOR CT7-2E1
TASK 72-00-00-630-801
1. General.
A. This procedure gives instructions to preserve and store an engine that will be
inactive for 45 to 180 days.
2. Procedure.
(1) Inspect the engine for removed or disconnected parts. Be sure that all
discrepancies are entered in the engine records.
(2) Be sure that the engine, accessories, and inlet area are clean and free
from corrosion and foreign material.
(3) Clean the engine. Refer to CLEANING 000.
(4) Allow the engine to cool enough to prevent auto-ignition; then, before you
remove the engine from the aircraft, preserve the fuel system as follows:
(a) Move the Master Start Switch in the cockpit to the OFF position.
(b) Disconnect the green cable from the ignition exciter box on the engine.
DO NOT USE AVIATION TURBINE FUEL (JET FUEL) NEAR FLAMES OR HEAT,
BECAUSE THIS FUEL IS VERY FLAMMABLE. DO NOT LET THE JET FUEL STAY ON
YOUR BODY OR CLOTHES. THIS FUEL IS DANGEROUS TO YOUR SKIN AND EYES.
DO NOT BREATHE THE FUMES RELEASED FROM THIS FUEL. MAKE SURE YOU HAVE
A GOOD FLOW OF AIR. THESE FUMES ARE DANGEROUS TO YOUR LUNGS, CAN GIVE
YOU A HEADACHE, AND CAN MAKE YOU SICK.
(c) Disconnect the fuel supply inlet line.
(d) Connect a line between engine preservation set 21C7445G01 (or
equivalent clean, vented 5-gallon container) and the fuel boost pump
inlet. A special fitting, consisting of an elbow and a flange, may be
required. Refer to Figure 301.
(e) Fill 21C7445G01 (or equivalent container) with Grade 1010 oil (MIL-PRF-
6081) or equivalent.
(f) Place the container above the engine fuel inlet.
(g) Cap the disconnected fuel line, use the protective cap FF-26 (or
equivalent).
(h) Disconnect the overboard drain line, if necessary, to prevent the oil
from entering into the aircraft fuel cell. Insert the drain line into a
separate container.
(i) Move the Master Start Switch to the ON position in the cockpit.
(j) Perform wet motoring as follows:
CAUTION: DO NOT EXCEED STARTER DUTY CYCLE. WET MOTORING CAN BE DONE IN
SHORTER PERIODS. OBSERVE REQUIRED STARTER COOL DOWN TIMES BETWEEN

OPERATING CYCLES.
NOTE: As the engine is wet motored, fuel and oil will be discharged from
engine overboard drain.
1 Move the SIF switch to the Idle position and motor the engine at
maximum starter speed for 30 seconds. Move the SIF Switch to the
STOP position to terminate the motoring. Expect to get a FADEC Fault
indicating that an ignition fault has occurred (exciter is not
engaged).
2 Do a visual inspection of the tailpipe for presence of oil.
3 If you see oil in the tailpipe, the fuel system is preserved, and
you do not need to motor the engine again.
4 If you do not see oil in the tailpipe, wait 10 minutes and do steps
1 through 3.
(k) Move the Master Start Switch to the OFF position in the cockpit.
(l) Reconnect the overboard drain line, if it was previously disconnected.
(m) Disconnect the line from the fuel boost pump inlet, and reconnect the
fuel line.
(n) Remove and discard the fuel filter. Install a new fuel filter. Refer to
73-00-00, REMOVAL AND INSTALLATION.
(o) Reconnect the green cable to the engine exciter box on the engine.
(p) Tag the engine and Master Start Switch with the following information:
ENGINE FUEL SYSTEM HAS BEEN PRESERVED WITH LUBRICATING OIL GRADE 1010
(MIL-L-6081) (or equivalent). FLUSHING IS REQUIRED PRIOR TO OPERATION.
(5) Drain the oil tank. Refer to SERVICING.
(6) Install the engine inlet and exhaust protective covers. If the covers are
not available, seal openings with barrier material or equivalent, and
secure wrap with adhesive tape.
(7) Cover the other engine openings, blower exhaust, fuel pump inlet, and
customer bleeds.
(8) Record the date and extent of the engine preservation in the engine
records.
B. Maintenance During 45 to 180 Day Storage.
No maintenance is required during 45 to 180 day storage.
C. Install engine into the Reusable Metal Shipping and Storage Container 421E001
Refer to SERVICING.
D. Inspection of the Relative Humidity in the Reusable Metal Shipping and Storage
Container 421E001.
(1) Check the relative humidity not later than 30 days following the engine
installation into the shipping and storage container.
(2) Remove the engine records from the record receptacle (8, Figure 301) on the
container as follows:
(a) Remove the two thumbscrews that secure the record receptacle cover to
the bottom of the record receptacle.

(b) Remove the engine records from receptacle.

NOTE: A blue humidity indicator indicates that the humidity is less than 40%. A
pink humidity indicator indicates that the humidity is 40% or more.
(3) Inspect the relative humidity by checking the color of the humidity
indicator (1).
(4) If the relative humidity is less than 40%, record the inspection in the
engine records, but change the inspection interval to 1 week.
(5) If the relative humidity is 40% or more, do the following:
(a) Remove the container cover (5). Refer to SERVICING.
(b) Inspect the gasket on the flange of the bottom half of the container
for nicks, cuts, and gouges. Replace the gasket if damaged.
(c) Carefully inspect the engine exterior for signs of corrosion.
(d) If there are no signs of corrosion, engine is serviceable. Replace
desiccant and humidity indicator card.
(e) If there are signs of corrosion, change the desiccant.
(6) Reinstall container cover (5). Refer to SERVICING.
(7) Record the relative humidity indication in the engine records.
(8) Place engine records in the record receptacle (8).
(9) Reinstall receptacle cover and thumbscrews.
(10) If there were signs of corrosion, send the engine to an approved overhaul
facility for detailed inspection and repair.

* * * FOR CT7-2E1
Figure 301 Engine Preservation Set (21C7445G01)

REMOVAL OF THE ENGINE FROM THE HORIZONTAL MAINTENANCE STAND 2C90859G01
* * * FOR CT7-2E1
TASK 72-00-00-610-802
1. General.
A. This procedure gives instructions to remove the engine from the horizontal
maintenance stand 2C90859G01.
2. Procedure.
A. Prepare the engine for hoisting as follows:
INJURY CAN OCCUR.
(1) Position the lifting sling 2C90050G01 as shown in Figure 301.
(2) Place the lifting eye (4) at the full engine range position.
NOTE: The quick-release pin (2) is installed from right side of engine.
(3) Place the adapter onto forward lifting lug (1) and install the quick-
release pin (2).
NOTE: The quick-release pin (6) is installed from aft end of engine.
(4) Place the hanger (5) onto rear lifting lug (7) and install the quick-
release pin (6).
BALANCE THE PARTS TO BE LIFTED BEFORE YOU OPERATE THE EQUIPMENT. DO NOT STAY
BELOW THE EQUIPMENT WHEN YOU LIFT THE PART. DO NOT LIFT MORE THAN THE
SPECIFIED WEIGHT. IF THE PARTS ACCIDENTALLY MOVE OR FALL, A BAD INJURY CAN
OCCUR.
B. Connect the hoist to lifting sling 2C90050G01. Take up slack, but do not lift
the engine.
C. Release the engine from the horizontal maintenance stand 2C90859G01 as follows
(refer to Figure 303):
(1) Remove the quick-release pin (10) from forward bracket (2).
(2) Remove the two quick-release pins (10) from rear bracket (12).
INJURY CAN OCCUR.
(3) Lift the engine and move the horizontal maintenance stand 2C90859G01 (1)
away from the engine. Refer to Figure 302.
(4) Loosen four bolts (4) until forward mounting adapter (3) is separated from
forward engine mounting pad (14). Refer to Figure 303. Do not remove the
bolt (4) from adapter (3).
(5) Reinstall the adapter (10) on bracket (9) as shown in Figure 302, and
install the quick-release pin (19).
(6) Remove the two pins (6) from adapter (9) and engine mount (13). Refer to
Figure 303.
(7) Reinstall two quick-release pins (19) to adapter (18) and bracket (21) as
shown in Figure 302 and reinstall the pins (15) to adapter.

* * * FOR CT7-2E1

* * * FOR CT7-2E1
I ;.,.
16
17
'"""',F 15
I- 21 14 18
19
VIEW IN DflECTION Of A
(12--"1
1 1~
'- ./
.~ . 2
LEGEND:
1. HORiZONTAl MAINTENANCe STAND 12. SCREW
2. CASlER 13. BOlTS
3. NAMEPLATE 14. lAHYARO
~ . SCREW 15. PIN
5. SCREW 16. KEY
6. LOCKWASHER 17. 00¥t'EL
7. FRAME 18. RfAR ADAPTIR
8. COM!. '9. DlD-RElEASEPiN
9. FOHWAHU 1:\HACK[f :W.St;KEW
10. fORWARD AOoV'TER 21 . RfAR IlAACKET
11 . lOCKWASliER
Figure 302 Horizontal Maintenance Stand 2C90859G01

* * * FOR CT7-2E1
Figure 303 Horizontal Maintenance Stand 2C90859G01: Engine Removal and

Installation

INSTALLATION OF THE ENGINE INTO ENGINE SHIPPING AND STORAGE CONTAINER 421E001
* * * FOR CT7-2E1
TASK 72-00-00-610-803
1. General.
A. This procedure gives instructions to install the engine into engine shipping
and storage container 421E001.
2. Procedure.
A. Be sure engine has been preserved.
B. Be sure all prep-to-ship faults have been corrected.
C. If installed, remove upper half of container.
D. Be sure inside of shipping and storage container is free of dirt and debris.
E. Remove engine from test mounting dolly.
F. Secure two front supports (11, Figure 301) to engine main frame pads at 3
o'clock and 9 o'clock positions, using eight washers (10) and eight bolts (9).
Torque bolts to 100-130 in-lbs.
G. Secure two links (14) to diffuser case flange at 3 o'clock and 9 o'clock
positions, using four ball lock pins (2).
H. Position bottom half of container (5) under engine as shown in Figure 301.
CAUTION: WHEN LOWERING ENGINE INTO SHIPPING CONTAINER, BE SURE THAT YELLOW
ELECTRICAL CABLE, T2 SENSOR HOLSTER ON SCROLL CASE, AND ANTI-ICING BLEED
DUCT CLEAR FRONT SUPPORT PADS. OTHERWISE, THEY WILL BE DAMAGED.
I. Slowly lower engine into container while aliening front frame supports (11)
with mating supports of container, and aliening links (14) with aft link
supports (4).
J. Secure two links (14) to aft support (4) with two ball lock pins (3).
K. Secure two front supports (11) to container using eight washers (12) and four
bolts (13).
L. Torque bolts (13) to 110-130 in-lbs.
M. Release and remove hoist from sling (1).
N. Check color of humidity indicator (5, Figure 302). If it is lavender or pink
colored, replace it.
O. Place all engine records into engine record receptacle (2).
P. Place 64 units (either four 16-unit bags or eight 8-unit bags) of desiccant
(MIL-D-3464) in desiccant basket (7, Figure 301).
CAUTION: ONCE DESICCANT IS PLACED IN DESICCANT BASKET, DO NOT DELAY THE INSTALLATION
OF CONTAINER UPPER HALF.
Q. Install upper half of container (1, Figure 302) as follows:
INJURY CAN OCCUR.
(1) Attach four lifting cables (7) to four lifting bars (6) and raise upper

half of container.
(2) Position upper half of container directly over bottom half of container.
(3) Using a clean cloth, wipe mating flanges and gasket of container to remove
dirt or debris.
(4) Slowly lower upper half of container until container halves are joined.
Remove lifting cables (7).
(5) Loosen jamnut (11) and locknut (10) until they are at the end of the
threads. Lift 18 latches (8) and position half-moon bars (9) into groove of
cover; then lower the latches.
(6) Moving in a clockwise direction, torque locknuts (10) to 50 in-lbs.
Retorque locknuts (10) to 105-110 in-lbs, using torque sequence in Figure
302, view B.
(7) Torque jamnuts (11) to 115-120 in-lbs.
• WHEN USING COMPRESSED AIR FOR ANY COOLING, CLEANING, OR DRYING OPERATION,
DO NOT EXCEED 30 PSIG AT THE NOZZLE.
WARNING: REFER TO THE PRODUCT LABEL AND THE MANUFACTURER'S (MATERIAL) SAFETY DATA
SHEET FOR INSTRUCTIONS ON THE HAZARDS, STORAGE, SAFE HANDLING AND PROPER
USE OF THIS PRODUCT.
CAUTION: DO NOT PRESSURIZE CONTAINER TO MORE THAN 1.4 PSIG; OTHERWISE CONTAINER MAY
BE DAMAGED.
R. Initially pressurize container to 1.0-1.4 psig through air-filler valve (3),
using dry, filtered, compressed air, or nitrogen. Refer to pressurizing
instructions.
S. Using solution, inspect container for leaks at the following locations:
• At air-filler valve (3)
• At humidity indicator (5)
• Between container mating flanges.
T. If a leak is detected, do the following:
(1) Remove upper half of container.
(2) Replace gasket and reinstall upper half of container.
(3) Pressurize container (step R.) and repeat leak check (step S.).
U. If no leak is detected, do the following:
(1) Set container pressure to 0.9-0.95 psig.
(2) Recheck pressure after 1 hour.
(3) If pressure drop is less than 0.1 psig, container is okay to ship.
(4) If pressure drop is more than 0.1 psig, repair container.
* * * FOR CT7-2E1
Figure 301 Engine Shipping and Storage Container 421E001

* * * FOR CT7-2E1
Figure 302 Preparation of Shipping and Storage Container 421E001 for

Pressurization

MM72-00-00
ENGINE - TEST
* * * FOR ALL
TASK 72-00-00-760-803
This section provides engine operating limits; instructions for testing the engine
during fault isolation; and instructions for testing the engine following repair
or replacement of parts, and following replacement of engine.
2. Description of Engine Controls.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
A. Power Available Spindle (PAS).
The PAS, located on the HMU, mechanically stop-cocks fuel or sets permissible
gas generator turbine rotor speeds for operating conditions from ground idle
through takeoff power. Engine starts are made using the cockpit control, which
is connected to the PAS on the HMU. PAS travel is 130 degrees with positions
located as follows:
0 - 5 degrees ........ Shutoff (OFF)
23.5 - 28.5 .......... Ground idle (IDLE)
115 - 120 degrees .... Normal flight power range (FLY)
125 - 130 degrees .... Fuel vapor vent and ECU lockout (LOCKOUT)
* * * FOR CT7-2E1
A. Electronic Engine Control Unit.
The CT7-2E1 control system is a modern dual-channel Full Authority Digital
Engine Control (FADEC) system. The FADEC System includes two major components:
an Electronic Engine Control Unit (EECU) and a Fuel Metering Unit (FMU). The
EECU modulates fuel flow and schedules the compressor variable geometry and
start bleed air. The following controllers are provided to protect engine and
aircraft limits:
• Power turbine speed (Np)
• Load sharing by means of ITT or Torque (pilot selectable)
• Maximum physical and corrected gas generator speed
• Minimum gas generator speed (Ng)
• Maximum gas generator acceleration rate
• Maximum gas generator deceleration rate
• Maximum interturbine temperature (ITT)
• Minimum fuel flow (to facilitate starting)
• Maximum fuel flow
• Maximum engine torque limiting.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
B. Load Demand Spindle (LDS).
The LDS, located on the HMU, is linked to the collective pitch lever. This
input is used to minimize transient rotor speed changes and to maintain
constant rotor speed for various collective pitch requirements.
* * * FOR CT7-2E1
B. Fuel System.

MM72-00-00
ENGINE - TEST
The CT7-2E1 Fuel system provides the following features:

• Accessory gearbox mounted components for accessibility and minimum fuel lines
• Suction fuel system capability
• A fuel metering unit (FMU) with an integral main pump and VG actuator
• Error-proof mounting features
• Combined VG and start-bleed valve actuation
• Fail-fixed features on fuel flow and VGs
• Use of a common valve for overspeed and normal shutoff
* * * FOR CT7-2A, CT7-2D, CT7-2D1
C. Power Turbine Rotor Speed (Np) Reference Input.
A cockpit-mounted engine trip (beep) switch system is used to supply a signal
to the ECU for trimming Np when required. The ECU has the capability of
adjusting Np from 85% to 105%.
* * * FOR CT7-2A
C. Aircraft Limits Imposed by the Engine Control System.
• AEO Torque Limiter
• OEI Torque Limiter.
* * * FOR CT7-2D1
D. CONTINGENCY POWER Switch.
A cockpit-mounted switch system is used to supply a signal to the ECU. When
switch is in the ON position, the lower T4.5 limiter in the ECU is disabled,
allowing the engine to operate at higher T4.5 limiter setting. Lower limiter
functions whenever the aircraft CONTINGENCY POWER switch is OFF.
* * * FOR ALL
3. Operating Limits.
A. Scope.
This section provides operating limits during normal engine operation, oil and
fuel limitation, and engine performance data.
B. General Operating Limits.
Observe engine operating limits in Table 501 and Table 502 and in Figure 501,
Figure 502, Figure 503, Figure 504, and Figure 506, as applicable.
C. Starting Limits.
NOTE: Refer to paragraph 5. for engine starting procedures.
Time-to-idle limits for making a normal start are shown in Figure 501. Start
time is measured from initial Ng indication (with PAS control / SIF switch at
IDLE) until idle speed is reached. Temperature limits from start to ground
idle are shown in Figure 502, Figure 503, and Figure 504, as applicable.
D. Idle Speed Limits.
Observe ground idle speed limits, shown in Figure 506.
E. In-Flight Limits.
The engine will function satisfactorily for one minute under low gravity
conditions and for 30 seconds under zero gravity conditions.
F. Shutdown Limits.

MM72-00-00
ENGINE - TEST
NOTE: Refer to paragraph 6.C. for engine shutdown procedures.

G. Oil and Fuel Limitations.
(1) See Table 4, INTRODUCTION, for approved oils to be used in the engine.
(2) See Table 5, INTRODUCTION, for approved fuels to be used in the engine.
* * * FOR CT7-2A
TABLE 501. ENGINE OPERATING LIMITS
Item Limits
NOTE: • 100% Ng = 44,700 rpm

• 100% Np = 21,000 rpm
• The equivalent speeds in % are given to the nearest whole number.
Ng 2-1/2 min. (OEI)* 103% (46,070 rpm)
5-min. takeoff power 102% (45,430 rpm)
30-min. power (OEI)* 102% (45,430 rpm)
Maximum continuous 101% (45,240 rpm)
Maximum Transient 105% (47,000 rpm)
(12-second)
Np Continuous with load 102% (21,500 rpm)
Continuous with no 105% (22,000 rpm)
load 107% (22,500 rpm)
12-second transient 24,500 ± 250 rpm
Overspeed trip range
NOTE: Avoid steady-state power turbine operation in the 24-38% (5,000-8,000 rpm) Np
and 52-71% (11,000-15,000 rpm) Np ranges.
T4.5 2-1/2 min. (OEI)* 1680°F (915°C)
5-min. takeoff power 1613°F (878°C)
30-min. power (OEI)* 1613°F (878°C)
Maximum continuous 1585°F (863°C)
12-second transient 1742°F (950°C)
Starts** 1742°F (950°C)
Output Shaft Torque 2-1/2 min. (OEI)* 500 lb ft
5-min. takeoff power 500 lb ft
30-min. power (OEI)* 500 lb ft
Maximum continuous 450 lb ft
12-second transient 700 lb ft
Outside air temperature (OAT) -65° to 131°F (-54°
to 55°C)
Fuel leakage Leakage from all 2 cc per minute
drains with engine maximum
running. (approximately 10
drops per minute)
Starting Time between ground 30 seconds minimum
starts. See Figure 501.
Time from start to 30 seconds maximum
idle speed.
Time to lightoff.
MM72-00-00
ENGINE - TEST
Ignition exciter 2 minutes on

duty cycle. 3 minutes off
2 minutes on
23 minutes off
Starter duty cycle. Refer to aircraft
operating
instructions.
NOTE: If engine does not light off, abort start, using instructions in paragraph
5.D. and 5.E.
If power turbine does not rotate within 30 seconds after reaching ground idle
speed, abort start, using instructions in paragraph 5.D. and 5.E.
Oil Pressure CAUTION: DO NOT USE TYPE II OILS WHEN
RUNNING ENGINE IN OAT BELOW -40°F
(-40°C).
NOTE: • Oil pressure limits apply to both Type I and Type II oils. (See Table 4,
INTRODUCTION, for list of approved oils.)
• Oil pressure is measured at the discharge of the oil filter and is referenced
to ambient temperature.
• It is normal for oil pressure to be high during first start when oil is cold.
Oil pressure should return to 40-100 psig after 5 minutes of operation at idle
speed. The engine may then be accelerated to any desired Ng level. After
acceleration, the pressure may rise above 100 psig for a short time until the
oil warms further.
• It is unacceptable to operate above idle speed with oil pressure above 120
psig.
Oil Pressure (psid) Ng
0-20 No steady-state
20-40 operation.
40-100 Operation up to 90%.
All operating
speeds.
100-120 Restricted to
starting and initial
operation with cold
oil.
Above 120 No operation above
ground idle.
Restricted to
starting with cold
oil. Oil pressure
may exceed 190 psig
transiently;
pressure should
start to drop within
2 minutes and return
to 40-100 psig after

MM72-00-00
ENGINE - TEST
5 minutes of
operation at idle
speed.
Oil pressure fluctuations ±5 psi maximum
CAUTION: • OPERATION OF ENGINE WITH THE OIL QUANTITY LESS THAN 3.5 QUARTS WILL RESULT
IN DAMAGE TO BEARINGS DUE TO OIL FROTHING/STARVATION.
• IF OIL CONSUMPTION EXCEEDS 0.3 LB/HR, ENGINE OPERATION IS NOT ALLOWED UNLESS
OVER-SERVICEABLE LIMIT EXTENSIONS (SPECIAL PROCEDURES) REQUIREMENTS ARE MET OR
OIL CONSUMPTION IS REDUCED BELOW 0.3 LB/HR.
CORRECTED.
NOTE: • Operators may elect to establish a program to monitor the oil consumption
rate of each engine on a periodic basis. This will permit early
identification of engines requiring oil system maintenance, allowing the
maintenance to be scheduled at a convenient opportunity.
• To accurately calculate an oil consumption rate, the following information must
be recorded for each oil servicing event:
- Date
- Time
- Quantity of Oil Added.
Maximum Oil Consumption Rate: 0.3 lb/hr
Oil Capacity: To oil level
indicator FULL line,
7.3 quarts
Maximum Usable Oil Quantity: 3.8 quarts
Minimum Oil Quantity Required for Engine Operation: 3.5 quarts
Oil temperature
Engine Power Setting Normal Temperature Max Temp.
All Range 302°F (150°C)
95°-275°F (35°-135°
C)
NOTE: Oil temperature limits apply to both Type I and Type II oils. (See Table 4,
INTRODUCTION), for list of approved oils.)
Oil temperature is measured at the engine oil filter discharge.
If oil temperature is outside these limits, there is a problem and there should
be a post-flight investigation. Do not run engine when oil is above maximum
temperature. Refer to FAULT ISOLATION.
Engine Installed in Aircraft
High-frequency vibration limits Steady-state 2.5 inch/sec maximum
Transient (less than 3.5 inch/sec maximum
5 sec duration)
Engine drain leakage from:

MM72-00-00
ENGINE - TEST
1 Fuel Manifold Drain No leakage allowed

and Fuel Filter
Drain
2 Common Drain and 2 cc/min max
Swirl Frame, HMU (running)
Vent and Sequence
Valve (combined)
3 Sequence Drain Valve 50 cc max on
shutdown
4 Swirl Frame Drain 5 cc/hr (running)
5 HMU Vent
• Running 50 cc/hr max
• Static (excluding 50 cc/hr max
leakage during
priming or vapor
venting)
6 Common Drain 35 cc/hr max
(running or static)
* One Engine Inoperative
** Refer to paragraph 5 (ENGINE STARTING PROCEDURES)
* * * FOR CT7-2D, CT7-2D1
Item Limits
NOTE: • 100% Ng = 44,700 rpm

• 100% Np = 20,900 rpm
• The equivalent speeds in % are given to the nearest whole number.
Ng 2-1/2 min. (OEI)* 103% (46,070 rpm)
5-min. takeoff power 102% (45,430 rpm)
30-min. power (OEI)* 102% (45,430 rpm)
Maximum continuous 101% (45,240 rpm)
Maximum Transient 105% (47,000 rpm)
(12-second)
load 108% (22,500 rpm)
12-second transient 25,000 ± 250 rpm
and 53-72% (11,000-15,000 rpm) Np ranges.
* * * FOR CT7-2D
T4.5 2-1/2 min. (OEI)* 1671°F (911°C)

MM72-00-00
ENGINE - TEST
30-min. power (OEI)* 1603°F (873°C)

Starts** 1733°F (945°C)
* * * FOR CT7-2D1
T4.5 2-1/2 min. (OEI)* 1577°F (858°C)

30-min. power (OEI)* 1577°F (858°C)
Starts** 1657°F (903°C)
* * * FOR CT7-2D, CT7-2D1
Output Shaft Torque 2-1/2 min. (OEI)* 500 lb ft

5-min. takeoff power 500 lb ft
30-min. power (OEI)* 500 lb ft
12-second transient 700 lb ft
Outside air temperature (OAT) -65° to 131°F (-54°
to 55°C)
drops per minute)
NOTE: • If engine does not light off, abort start, using instructions in paragraph
5.D. and 5.E.
• If power turbine does not rotate within 30 seconds after reaching ground idle
speed, abort start, using instructions in paragraph 5.D. and 5.E.
idle speed.
Time to lightoff.
2 minutes on
23 minutes off
operating
instructions.
CAUTION: DO NOT USE TYPE II OILS WHEN RUNNING ENGINE IN OAT BELOW -40°F (-40°C).
Oil Pressure:
(psig) (bars) Ng

MM72-00-00
ENGINE - TEST
0-20 0-1.4 No steady-state

operation.
21-25 1.5-1.7 Caution region; no
steady-state
operation above
ground idle.
26-100 1.8-6.9 Engine operation is
acceptable for all
engine operating
speeds.
101-120 7.0-8.3 Restricted to
high-power operation
with extremely cold
oil.
121-200 8.4-14.0 No operation above
ground idle.
• It is normal for oil pressure to be high during first start when oil is cold.
Oil pressure should return to 26-100 psid (1.8-6.9 bars) after 5 minutes of
operation at idle speed. The engine may then be accelerated to any desired Ng
level. After acceleration, the pressure may rise above 100 psid (7.0 bars) for
a short time until the oil warms further.
• It is unacceptable to operate above idle speed with oil pressure at 121-200
psid (8.4-14.0 bars).
CORRECTED.
- Date
- Time

MM72-00-00
ENGINE - TEST

7.3 quarts
Oil temperature
Engine Power Setting Normal Temperature Max Temp.
All Range 302°F (150°C)
95°-275°F (35°-135°
C)
NOTE: • Oil temperature limits apply to both Type I and Type II oils. (See Table 4,
• Oil temperature is measured at the engine oil filter discharge.
• If oil temperature is outside these limits, there is a problem and there should

5 sec duration)
and Fuel Filter
Drain
Swirl Frame, HMU (running)
Vent and Overspeed
and Drain Valve
(combined)
3 Overspeed and Drain 100 cc max on
Valve Drain shutdown
5 HMU Vent
leakage during
priming or vapor
venting)
(running or static)
* * * FOR CT7-2E1

MM72-00-00
ENGINE - TEST

Item Limits
NOTE: • 100% Ng = 44,700 rpm

• 100% Np = 21,000 rpm
Ng FLAT 30 second/2 105% (46,935 rpm)
min. (OEI)* 102.7% (45,907 rpm)
5-min. takeoff (AEO) 102.7% (45,907 rpm)
Continuous (OEI)* 102.7% (45,907 rpm)
Maximum continuous 103.2% (46,137 rpm)
(AEO)
12 Second Transient
(AEO)
load 110% (23,100 rpm)
12-second transient 25,000 (±250 rpm)
and 53-72% (11,000-15,000 rpm) Np ranges.
ITT FLAT 30 Second/2 1972°F (1078°C)
min. (OEI)* 1775°F (968°C)
5-min. takeoff (AEO) 1775°F (968°C)
Continuous (OEI)* 1727°F (942°C)
(AEO) 1766°F (963°C)
12-second transient
(AEO)
Starts**
Output Shaft Torque FLAT 30 Second/2 575 lb ft
min. (OEI)* 515 lb ft
5-min. takeoff (AEO) 515 lb ft
Continuous (OEI)* 490 lb ft
(AEO)
12-second transient
(AEO)
Outside air temperature (OAT) Sea Level -58° to 140°F** (-
50° to 60°C)
NOTE: ** EECU must be powered to warm up for 10 minutes before engine start at
temperatures below -40°C (-40°F).
drops per minute)
Leakage from all 50 cc maximum
drains on shutdown.

MM72-00-00
ENGINE - TEST

idle speed.
Time to lightoff.
2 minutes on
23 minutes off
operating
instructions.
NOTE: If engine does not light off, abort start, using instructions in paragraph
5.D. and 5.E.
CAUTION: DO NOT USE TYPE II OILS WHEN RUNNING ENGINE IN OAT BELOW -40°F (-40°C).
Oil Pressure:
• It is normal for oil pressure to be high during first start when oil is cold
(ambient temperature). Oil pressure should return to 30-100 psid after 5
minutes of operation at idle speed. The engine may then be accelerated to any
desired Ng level. After acceleration, the pressure may rise above 100 psid for
a short time until the oil further warms to normal operating temperature.
Oil Pressure (psid) Ng
0-20 No steady-state
operation.
20-30 Caution region, no
steady-state
operation above
ground idle.
30-100 Engine operation is
acceptable for all
operation speeds.
100-120 Restricted to
operation with cold
oil.
120-200 No operation above
ground idle.

MM72-00-00
ENGINE - TEST

CORRECTED.
- Date
- Time
7.3 quarts
Oil temperature
Engine Power Setting Normal Temperature Max Transient
All Range (All Power 300°F (149°C)
Settings)
270°F (132°C)
NOTE: • Oil temperature limits apply to both Type I and Type II oils. (See Table 4,
• Oil temperature is measured at the engine oil filter discharge.
• If oil temperature is outside these limits, there is a problem and there should

5 sec duration)
and Fuel Filter
Drain
Swirl Frame, FMU (running)
Vent and Overspeed
and Drain Valve
(combined)

MM72-00-00
ENGINE - TEST
3 Sequence Drain Valve 50 cc max on

shutdown
5 FMU Vent
leakage during
priming or vapor
venting)
(running or static)
* * * FOR ALL
H. Jet Blast Area.
See Figure 507 for estimated jet blast temperature and velocity profiles at
engine exhaust for ground idle and for takeoff power conditions.
I. Performance Data.
Engine performance data is provided in Table 504.
TABLE 504. PERFORMANCE RATINGS FOR UNINSTALLED ENGINE AT STATIC, SEA
LEVEL, STANDARD DAY CONDITIONS
Rated Maximum Rated
Maximum Output Specific Output Maximum
Minimum Gas Shaft Fuel Shaft Measured
Power Generator Speed Consumption Torque Gas Temp
(SHP) Speed (Ng) (Np) (SFC) (Qp) (T4.5)/ITT
Rating (hp) (rpm) (rpm) (lb/hp/hr) (lb/ft) °F (°C)
* * * FOR CT7-2A
2-1/2 Minutes (OEI) 1725 46,070 21,000 - - 431 1680 (915)

*
Takeoff (5 min.) 1625 45,430 21,000 0.474 406 1613 (878)
30 Minutes (OEI)* 1625 45,430 21,000 0.474 406 1613 (878)
Max continuous 1595 45,240 21,000 0.473 399 1585 (863)
* * * FOR CT7-2D
2-1/2 Minutes (OEI) 1725 46,070 21,000 - - 431 1671 (911)

*
Takeoff (5 Min.) 1625 45,430 21,000 0.474 406 1603 (873)
30 Minutes (OEI)* 1625 45,430 21,000 0.474 406 1603 (873)
Max continuous 1595 45,240 21,000 0.473 399 1576 (858)

MM72-00-00
ENGINE - TEST
* * * FOR CT7-2D1
2-1/2 Minutes (OEI) 1725 46,070 21,000 - - 431 1577 (858)
*
Takeoff (5 min.) 1625 45,430 21,000 0.474 406 1577 (858)
30 Minutes (OEI)* 1625 45,430 21,000 0.474 406 1577 (858)
Max continuous 1595 45,240 21,000 0.473 399 1546 (841)
* * * FOR CT7-2E1
FLAT 30 Second/2 2104 46,935 21,000 - - 575 1972
Minute (OEI)* (1078)
Continuous (OEI)* 1983 45,907 21,000 - - 515 1775 (968)
Takeoff (AEO) (5 1983 45,907 21,000 - - 515 1775 (968)
min.)
12-Second Transient N/A 46,137 - - - - 545 1785 (974)
(AEO)
Max continuous 1870 45,907 21,000 - - 490 1727 (942)
(AEO)
* * * FOR ALL
*One Engine Inoperative

MM72-00-00
ENGINE - TEST
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 501 (Sheet 1) Time-To-Idle Limits

MM72-00-00
ENGINE - TEST
* * * FOR CT7-2E1
Figure 501 (Sheet 2) Time-To-Idle Limits

MM72-00-00
ENGINE - TEST
* * * FOR CT7-2A
" 20
'1M[
Figure 502 Engine Overtemperature Limits

,-

MM72-00-00
ENGINE - TEST
* * * FOR CT7-2D
.•
TI ME

MM72-00-00
ENGINE - TEST
* * * FOR CT7-2D1
n .. 11~1IO

MM72-00-00
ENGINE - TEST
* * * FOR CT7-2E1
ITT ("5)
1100
1080
1000
1040
ITT
("" C)
1020
1000
9ao
gao
TWE (HCS)

MM72-00-00
ENGINE - TEST
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 506 (Sheet 1) Gas Generator Rotor Speed (Ng) Limits (Startup
Only)

MM72-00-00
ENGINE - TEST
* * * FOR CT7-2E1
Figure 506 (Sheet 2) Gas Generator Rotor Speed (Ng) Limits (Startup
Only)

MM72-00-00
ENGINE - TEST
* * * FOR ALL
Figure 507 Jet Blast Temperature and Velocity Profiles

4. Checkout Procedure After Replacement of Parts.
A. Table 505 lists the checks that must be made after engine parts have been
replaced.
B. If two or more checks are required, they can be done during the same run.
C. Procedures for checks listed in Table 505 are given in paragraph 6.B, 6.D,
6.E, 6.F, and 6.M.
TABLE 505. CHECKOUT PROCEDURES AFTER REPLACEMENT OF PARTS
Idle
Speed
MM72-00-00
ENGINE - TEST
Leakage Engine
Overspeed Priming Check Break-In Functional
(para (para (para Run (para Test (para
Part Replaced 6.F.) 6.B.) 6.E.) 6.M.) 6.D.)
Cold Section Module X X X X
• A-Sump X X
Output Shaft
Assembly
• No. 1 Carbon X
Seal
• Power X X
Takeoff
Drive
Assembly
• Swirl Frame X X
• Inlet X Steps (5),
Separator (7), (9)
Boot only
• Actuating X X X All
System steps
Linkage except
Assembly (4), (6)
• IGV X X X All
Actuating steps
Ring and except
Stages 1 and (4), (6)
2 Vane
Actuating
Rings
• Stator Vane X X All
Actuating steps
Rings except
(4), (6)
Hot Section Module:
• Face-type X X X All
Seal steps
except
(4), (6),
(8)
• Stage 1 X X X All
Nozzle steps
Assembly except
(4), (6),
(8)
• Gas X X X X All
Generator steps

MM72-00-00
ENGINE - TEST
Rotor and except

Stator (4), (6),
Assembly (8)
• Combustion X X X All
Liner steps
except
(4), (6),
(8)
Power Turbine Module X X X All
steps
except
(4), (6),
(8)
• C-Sump Cover X
and C-Sump
Heat Shield
Accessory Section Module X X X
• Axis-A Cover X
Assembly
• Radial Drive X
Shaft
Assembly
• Particle X
Separator
Blower and
V-Band
Coupling
Assembly
Fuel System Components:
• Fuel Filter X X
• Fuel Filter X X
Element and
Bowl
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Gearbox-to- X
HMU Hose
Assembly
• HMU and X X X X All
Grooved steps
Clamp except
Coupling (6), (8)
* * * FOR CT7-2E1
• Gearbox-to- X
FMU Hose
Assembly

MM72-00-00
ENGINE - TEST
• FMU and X X X X X
grooved
clamp
coupling
* * * FOR CT7-2A
• Primer X X
Nozzles
* * * FOR ALL
• Start Feed X X
Tube
* * * FOR CT7-2A
• Fuel Start X X
Manifold
Tube
• Sequence X X X
Valve
• Sequence X X
Valve
Manifold
* * * FOR CT7-2D, CT7-2D1

• Overspeed X X X
and Drain
Valve (ODV)
• Overspeed X X
and Drain
Valve (ODV)
Manifold
* * * FOR ALL
• Main Fuel X
Manifold and
Injectors
• Fuel Boost X X
Pump
Electrical System Components:
• Igniter Start
Plugs Attempt
only
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Electrical X X All
Control Unit steps
(ECU) Except
(1), (4),
(8)
MM72-00-00
ENGINE - TEST
* * * FOR CT7-2E1
• Electronic X X All
Engine steps
Control Unit Except
(EECU) (1), (4),
(8)
* * * FOR ALL
• Electrical X Start
Ignition Attempt
Leads only
• Ignition X Start
Exciter Attempt
Assembly only
• Green X Steps
Electrical (5), (7),
Cable (8) only
Assembly
(W3)
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Yellow X X Steps
Cable (9) only
Assembly
(W4)
* * * FOR ALL
• Blue X X Steps
Cable only
Assembly
(W5)
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• History X Step (9)
Recorder only
* * * FOR ALL
• Electrical X
Chip
Detector
• Fuel X
Pressure
Switch
• Alternator X Steps
Stator (5), (7),
(9) only
• Alternator X Steps
MM72-00-00
ENGINE - TEST
Rotor (5), (7),

(9) only
• Thermocouple X Steps
Assembly (6), (7),
(9) only
• Torque and X Steps
Overspeed (5), (7),
Sensor only
Assembly
* * * FOR CT7-2E1
• Power X Steps
turbine (5), (7)
speed / only
Torque
Sensors
(Np/Q)
• Np Sensor X Step (7)
only
Air System Components:
• Anti-Icing X X Step (8)
Bleed and only
Start Valve,
Anti-Icing
Seal
Housing,
Anti-Icing
Seal
Retainer,
Lanyard and
Clip
Assembly,
Auxiliary
Bleed Tube
• T2 Sensing X
Tube and
Nonmetallic
Temperature
Sensing Tube
• Compressor X
Leakage Air
Tube
• Forward Seal X
Pressure
Tube
• Seal X
Pressure and
Scavenge

MM72-00-00
ENGINE - TEST
Tube
Assembly
• Anti-Icing X
Bleed Duct
• IGV Anti- X
Icing Duct
• IGV Anti- X
Icing Feed
Tube
• P3 Hose and X
Tube
Assembly
Oil System Components:
• Oil Cooler X X
• Oil and X X Step (3)
Scavenge only
Pump
• Scavenge X
Screens
• Oil Filter X
Bypass
Sensor
• Lube X X
Manifold
Tube
Assembly
• Oil Pressure X
Transmitter
• Oil Filter X
Bowl
• Oil Filter X
Element
• Oil Cooler X
Bypass
Relief Valve
• Cold Oil X
Relief Valve
• C-Sump X
Forward
Scavenge
Tube
• Mid C-Sump X
Scavenge
Tube

MM72-00-00
ENGINE - TEST
• Seal X
Pressure and
Scavenge
Tube
Assembly
• C-Sump Oil X
Supply Tube
• B-Sump Drain X
Tube
• Oil Tank Cap X
and Adapter
• Oil Manifold X
Assembly
• Oil X
Temperature
Detector
• Oil Inlet X
and Scavenge
Tubes
• Oil Supply X
Tubes (Left-
Hand and
Right-Hand)
• B-Sump Oil X
Inlet Check
Valve
• Main Frame X
Oil Strainer
• Oil Level X
Indicators
• Oil Transfer X
Sleeves
(From Main
Frame-to-
Accessory
Gearbox)
• Oil Drain X
Plug
• Oil Drain X
Insert
• C-Sump Aft X
Oil Scavenge
Tube
5. Engine Starting Procedure.

MM72-00-00
ENGINE - TEST
* * * FOR CT7-2A, CT7-2D, CT7-2D1

(1) The anti-icing system must be turned off during engine starting.
(2) The anti-icing system must be turned on after reaching idle speed when
ambient temperature is 41°F (5°C) or colder and icing conditions (usually
visible moisture) are present. Consult applicable Aircraft Flight Manual
for instructions on operation of inlet anti-icing.
* * * FOR ALL
(3) A normal start occurs when the engine lights off and accelerates to idle
speed within temperature limits.
* * * FOR CT7-2A
(4) Electric starting systems should be capable of motoring the engine to at
least 24% Ng. The starter cutout speed after lightoff is 52% to 59% Ng.
This can be checked by using cockpit instruments, along with visible and
audible signs of rotation.
* * * FOR CT7-2D, CT7-2D1
(4) Pneumatic starting systems should be capable of motoring the engine to at
least 24% Ng. The starter cutout speed after lightoff is 52% to 65% Ng.
This can be checked by using cockpit instruments, along with visible and
audible signs of rotation.
* * * FOR CT7-2E1
(4) Restarting after Normal Shutdown. The engine can be restarted at any time
after normal shutdown provided that the ITT is below 150°C (302°F).
CAUTION: DO NOT ENGAGE STARTER ABOVE 15% NG.
(5) The engine starter system should be capable of motoring the engine to at
least 26% Ng. Starter cutout is 52% Ng. The start should be monitored using
cockpit instrumentation along with visible and audible signs of rotation.
(6) Starter times may be slightly longer and smoke from the exhaust may be
observed when starting an engine for the first time after a fuel system
component has been replaced or when starting a preserved engine.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
B. Prestart Checks.
Set controls and switches as follows:
(1) Starter .................... Off
(2) Ignition ................... Off
(3) PAS control ................ Off
(4) Engine anti-icing .......... Off
(5) Bleed air .................. Off
(6) LDS ........................ 0°
* * * FOR CT7-2E1
B. Prestart Checks.
Set controls and switches as follows:
(1) Stop Idle Flight Switch ........ STOP

MM72-00-00
ENGINE - TEST
(2) Anti-Icing ..................... OFF

(3) Customer Bleed Air ............. OFF
Set Collective Flat Pitch on Ground
(5) Aircraft fuel shut off valve ... OPEN
* * * FOR ALL
C. Start Engine.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
CAUTION: • IF AT ANY TIME DURING ENGINE OPERATION, PAS IS REDUCED BELOW 26° AND
THERE IS A DECREASING INDICATION OF Ng, Np, T4.5, TORQUE, Wf, P3, OR
OIL PRESSURE; IMMEDIATELY CHOP PAS TO 0° AND SHUT DOWN ENGINE.
• ADVANCING PAS FROM BELOW 26° DURING ENGINE DECELERATION CAN RESULT IN A
STALL OR ENGINE OVERTEMPERATURE. (REFER TO THE EMERGENCY SHUTDOWN
PROCEDURE IN PARAGRAPH 6.C.)
* * * FOR ALL
CAUTION: READ INSTRUCTIONS IN PARAGRAPH F BEFORE RESTARTING AN ENGINE THAT HAS
BEEN SHUTDOWN FROM ABOVE 90% NG; OTHERWISE, ENGINE COULD BE DAMAGED.
NOTE: During engine starting, a combustor rumbling may be heard before reaching
ground idle. This rumbling sound is acceptable as long as it stops before
reaching ground idle.
(1) Turn on starter and ignition system. Do not exceed ignition exciter duty
cycle (Table 501 or Table 502) or starter duty cycle. Refer to the
applicable Aircraft Flight Manual for starter duty cycle limits.
CAUTION: TO PREVENT DAMAGE TO THE ENGINE, RETURN THE PAS CONTROL / SIF SWITCH TO
THE OFF POSITION IF THE STARTING LIMITS IN PARAGRAPH D ARE EXCEEDED.
(2) Advance PAS control / SIF switch to IDLE as soon as an engine speed signal
is indicated.
* * * FOR CT7-2A
(3) Turn off ignition system at the same time that starter cuts out (52%-59%
Ng). If combustor rumbling persists above ground idle, shut down engine and
replace fuel injectors (73-00-00) or combustion liner (72-40-00).
* * * FOR CT7-2D, CT7-2D1
(3) Turn off ignition system at the same time that starter cuts out (52%-65%
Ng). If combustor rumbling persists above ground idle, shut down engine and
replace fuel injectors (73-00-00) or combustion liner (72-40-00).
* * * FOR CT7-2E1
C. Starting.
CAUTION: READ INSTRUCTIONS IN PARAGRAPH F BEFORE RESTARTING AN ENGINE THAT HAS
BEEN SHUTDOWN FROM ABOVE 90% NG; OTHERWISE, ENGINE COULD BE DAMAGED.
(1) Activate electrical power to engine FADEC system, mission computers, and
starter system on the engine to be started.
(2) Activate aircraft fuel boost pump.
(3) Set the SIF switch to IDLE.
(4) Engine automatically starts and accelerates to ground idle condition.

MM72-00-00
ENGINE - TEST
* * * FOR CT7-2A, CT7-2D, CT7-2D1

D. Starting Limits.
Abort start by returning PAS control to OFF if any of the following limits are
exceeded:
* * * FOR CT7-2A, CT7-2D
(1) T4.5 reaches 1562°F (850°C precautionary) before idle speed is reached.
Turn off ignition, and continue to motor the engine until T4.5 decreases
below 302°F (150°C).
* * * FOR CT7-2D1
(1) T4.5 reaches 1472°F (800°C precautionary) before idle speed is reached.
Turn off ignition, and continue to motor the engine until T4.5 decreases
below 212°F (100°C).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(2) No indication of oil pressure within 30 seconds after engine starter is
activated. Turn off ignition and starter.
(3) Lightoff does not occur within 20 seconds after initial indication of Ng.
Allow starter to cool (see applicable Aircraft Flight Manual); then purge
fuel from combustor and turbine (para G).
(4) Ng does not reach 14% within 6 seconds.
(5) Power turbine does not rotate within 30 seconds after reaching ground idle
speed.
* * * FOR CT7-2E1
D. Starting Limits.
NOTE: See limits for starting during cold or hot weather.
Return SIF switch to STOP and abort the start if any of the following
conditions are exceeded:
(1) Engine start will be terminated at 1765°F (953°C) by the engine control.
(2) No indication of oil pressure within 30 seconds after the engine starter is
activated.
(3) Ng fails to accelerate and hangs before reaching the ground idle Np (55%
for one engine and 71% for two) or Ng (if rotor brake is on).
(4) Ignition does not occur within 18 seconds after the initial indication of
Ng.
* * * FOR ALL
CAUTION: IF STARTING LIMITS IN STEP D ARE EXCEEDED, RETURN PAS CONTROL / SIF SWITCH
TO STOP POSITION TO PREVENT OVERTEMPERATURE.
E. Starting Information.
(1) Time limits for making a normal start are shown in Figure 501. Start time
is measured from initial Ng indication (with PAS control / SIF switch at
IDLE) until idle speed is reached.
(2) Temperature limits are shown in Figure 502, Figure 503, Figure 504, and
Figure 505.
NOTE: Visual redness or glowing of the power turbine case is normal during
engine operation. Visual redness or glowing will not damage the power
MM72-00-00
ENGINE - TEST
turbine case.
(3) Ground idle speed limits are shown in Figure 506.
(4) If fuel is sprayed into engine without a start occurring, purge engine of
fuel (para G).
(5) It is normal for the oil filter impending bypass caution light to come on
when starting an engine if oil temperature are below normal operating
temperatures. This happens because of the relatively high oil viscosity and
the degree of contamination accumulation in the oil filter. When the engine
oil temperature reaches approximately 100°F (38°C) during warmup, the
caution light should go out.
* * * FOR CT7-2E1
F. Starting Notes.
(1) Start time is measured from the initial Ng indication after initiating a
start until the ground idle speed is reached.
(2) The engine is equipped with a hot start preventer that will limit ITT to
963°C (1765°F). However, when the SIF switch is moved from the STOP
position to the FLIGHT position, the hot start preventer is deactivated.
(3) Idle Ng will vary depending upon rotor brake operation, operating
conditions, and single engine operation or dual engine operation when Np
governor is operable.
(4) If fuel is introduced to the engine without a start occurring, purge the
engine of the fuel by conducting a dry rollover.
(5) In cold weather the oil pressure may exceed 200 psid when the engine is
started. Before advancing the engine from IDLE to FLIGHT, wait for the oil
pressure to drop to 100 psid, (maximum time above 200 psid is 2 minutes).
Alternatively, in order to reduce the time to reach the normal oil
conditions, the pilot is allowed to move the SIF switch to the FLIGHT
position instead of staying at IDLE to wait for the oil pressure to drop
within the limit. In this case the helicopter shall stay at minimum pitch
on ground until the oil pressure is below the limit of 100 psig.
(6) When the oil temperature is below the normal operating temperature, it is
normal for the oil filter impending bypass caution indicator to be
displayed when the engine is started. This happens because of the
relatively high oil viscosity and the degree of contamination accumulation
in the oil filter. When the engine oil temperature reaches approximately
38°C (100°F) during warmup, caution indicator should turn off.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
G. Restarting Engine After Shutdown.
(1) Refer to paragraph 6.C, steps (2) and (3) for description of normal and
emergency shutdowns.
(2) The engine can be restarted at any time after normal shutdown.
(3) Restart engine after an emergency shutdown if:
• The reason for the shutdown is known and if restarting will not cause
engine damage.
* * * FOR CT7-2A, CT7-2D
• The engine is motored to cool T4.5 down to 302°F (150°C) and if restart is
MM72-00-00
ENGINE - TEST
initiated within 5 minutes after shutdown.

* * * FOR CT7-2D1
• The engine is motored to cool T4.5 down to 212°F (100°C) and if restart is
initiated within 5 minutes after shutdown.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• The engine is allowed to cool for 4 hours if restart was not initiated
within 5 minutes.
* * * FOR CT7-2A, CT7-2D
(4) In flight there are no time limitations for restart. If the situation
allows, motor engine to cool T4.5 to 302°F (150°C) prior to initiating
start.
* * * FOR CT7-2D1
(4) In flight there are no time limitations for restart. If the situation
allows, motor engine to cool T4.5 to 212°F (100°C) prior to initiating
start.
* * * FOR CT7-2E1
G. Restart of Engine After Shutdown.
(1) Refer to descriptions of normal and emergency shutdowns (paragraph 6.C.).
(2) Restart engine after emergency shutdown only as follows:
• The reason for the shutdown is known and if restarting will not cause
engine damage.
• The engine is motored to cool ITT to 150°C (302°F), Ng is less than 15%,
and the restart is initiated within 5 minutes after the shutdown.
• The engine was allowed to cool for 4 hours, if restart was not initiated
within 5 minutes.
(3) In flight there are no time limitations for restart. Restart the engine at
a maximum ITT of 150°C (302°F) with Ng below 15%.
(4) The engine is equipped with a hot start preventer that will limit ITT to
963°C (1765°F). However, when you move the SIF switch from the STOP
position to the FLIGHT position, the hot start preventer is deactivated.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
H. Restarting Engine After Purging of Fuel.
(1) If a start attempt is immediately required following engine purging to
remove fuel from combustor and turbine, do the following:
(a) Purge engine by motoring engine (para 6.A) for 20 seconds with PAS
control at OFF and with ignition OFF. Turn ignition ON, and continue to
motor the engine.
CAUTION: TO PREVENT OVERTEMPERATURE, RETURN PAS CONTROL TO OFF POSITION IF
STARTING LIMITS IN PARAGRAPH D ARE EXCEEDED.
(b) Advance PAS control to IDLE.
* * * FOR CT7-2A
(c) Turn off ignition system at the same time that starter cuts out
(between 52% and 59% Ng).
* * * FOR CT7-2D, CT7-2D1

MM72-00-00
ENGINE - TEST
(d) Turn off ignition system at the same time that starter cuts out
(between 52% and 65% Ng).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(2) If a start attempt is not immediately required following engine purging to
remove fuel from combustor and turbine, do the following:
(a) Purge engine by motoring engine (para 6.A) for at least 20 seconds with
PAS control at OFF and with ignition OFF. Disengage starter, and refer
to applicable Aircraft Flight Manual for starter duty cycle limits.
(b) Prime fuel system (para 6.B) before attempting to restart engine (para
F).
6. Checkout Procedures When Engine Is Operating.
A. Engine Motoring Procedure.
(1) Set PAS control at OFF.
(2) Place LDS control at FULL-DOWN (flat pitch) position.
(3) Set ignition switch to OFF.
CAUTION: DO NOT EXCEED STARTER DUTY CYCLE (REFER TO APPLICABLE AIRCRAFT FLIGHT
MANUAL).
(4) Depress and hold starter button to motor engine. Release button to stop
motoring.
NOTE: The starter system should be capable of motoring the engine to at least
24% Ng.
* * * FOR CT7-2E1
A. Engine Motoring Procedure.
CAUTION: DO NOT EXCEED STARTER DUTY CYCLE (REFER TO ROTORCRAFT FLIGHT MANUAL).
(1) To motor engine, electrical power must be supplied to the EECU and starting
system.
(2) Set SIF switch to STOP.
(3) Turn SIF switch to CRANK.
(4) Release CRANK button to stop rollover.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
B. Fuel System Priming Procedure.
(1) Engine priming is done for the following conditions:
(a) When doing fault isolation.
(b) After disconnecting fuel lines from engine.
(c) After replacing fuel boost pump, fuel filter element, fuel filter, or
HMU.
(d) When depreserving engine after installing it in aircraft.
NOTE: After depreserving engine or after replacing HMU, sequence valve or
ODV, or oil cooler, the first engine start may be delayed (delayed
lightoff). It may also take longer than normal to reach idle speed
(ground idle). Some smoke may be noticed, but visible smoke should
disappear after preservation oil is burned off.
(2) Pressurize aircraft fuel system.
MM72-00-00
ENGINE - TEST
(3) Advance PAS to LOCKOUT (maximum position) until a steady stream of fuel is
draining from engine overboard drain.
(4) Return PAS at OFF.
C. Engine Shutdown.
CAUTION: BEFORE MOVING PAS CONTROL TO OFF, ENGINE MUST BE COOLED FOR 2 MINUTES AT
AN Ng SPEED OF 90% OR LESS. IF AN ENGINE IS SHUT DOWN FROM A HIGH POWER
SETTING WITHOUT BEING COOLED FOR 2 MINUTES, AND IT IS NECESSARY TO
RESTART THE ENGINE, THE RESTART SHOULD BE MADE WITHIN 5 MINUTES AFTER
SHUTDOWN. IF THE RESTART CANNOT BE DONE WITHIN 5 MINUTES, THE ENGINE
SHOULD BE ALLOWED TO COOL FOR 4 HOURS BEFORE ATTEMPTING A RESTART.
(1) Preliminary Information.
(a) The normal shutdown procedure is in step (2) and calls for running the
engine at idle speed for a minimum of 2 minutes before shutdown.
This is done to cool internal engine parts from high operating
temperatures in order to prevent seal rubs during restart. It is best
to run the engine at the lowest temperature (T4.5). This is attained at
ground idle. However, the engine can be run at speeds up to 90% Ng.
(b) The emergency shutdown procedure is in step (3). An emergency shutdown
occurs when the engine is shut down from high power (over 90% Ng)
without first running for 2 minutes at idle speed.
(2) Normal Shutdown (Shutdown from Stabilized Idle).
(a) Retard PAS control to IDLE.
(b) Run engine at idle speed (up to 90% Ng) for a minimum of 2 minutes.
(c) Retard PAS control to OFF.
* * * FOR CT7-2A, CT7-2D
(d) Monitor T4.5 after shutdown. If the temperature rises above 1004°F
(540°C) or if there is evidence of combustion after shutdown, as
indicated by a rapidly increasing T4.5, motor the engine until the
temperature decreases below 302°F (150°C).
* * * FOR CT7-2D1
(d) Monitor T4.5 after shutdown. If the temperature rises above 1004°F
(540°C) or if there is evidence of combustion after shutdown, as
indicated by a rapidly increasing T4.5, motor the engine until the
temperature decreases below 212°F (100°C).
(3) Emergency Shutdown (Shutdown from High Power, over 90% Ng).
(a) Move PAS control to OFF.
(b) If there is evidence of combustion after shutdown, motor the engine as
required to extinguish fire.
* * * FOR CT7-2E1
C. Engine Shutdown (Ground and Flight).
CAUTION: BEFORE YOU MOVE THE SIF SWITCH TO THE STOP POSITION, THE ENGINE SHOULD
BE COOLED FOR 2 MINUTES AT IDLE. IF AN ENGINE IS SHUT DOWN FROM A HIGH
POWER SETTING WITHOUT BEING COOLED FOR 2 MINUTES, AND IT IS NECESSARY TO
RESTART THE ENGINE, THE RESTART SHOULD BE MADE WITHIN 5 MINUTES AFTER
SHUTDOWN. IF THE RESTART CANNOT BE DONE WITHIN 5 MINUTES, THE ENGINE

MM72-00-00
ENGINE - TEST
MUST BE ALLOWED TO COOL FOR 4 HOURS.

(1) Preliminary Information.
(a) The normal shutdown procedure (step (2)) calls for running the engine
(s) at ground idle speed for a minimum of 2 minutes before shutdown.
Operating the engine(s) at an Ng of 90% or less for 2 minutes is an
alternative method of cooling the engine(s).
(b) The emergency shutdown procedure (step (4)) should be followed when the
engine is shutdown from high power (over 90% Ng) without first running
for at least 2 minutes with Ng below 90%.
(2) Normal Shutdown.
CAUTION: BEFORE SHUTTING BOTH ENGINES DOWN, ELECTRICAL POWER SHOULD BE
AVAILABLE TO PERMIT MOTORING AN ENGINE ON THE STARTER, IF REQUIRED,
AFTER ENGINE SHUTDOWN.
(a) Run the engine(s) for a minimum of 2 minutes below 90% Ng.
(b) Set the SIF switch to STOP on one or both engines, as desired. The
engines may be shutdown one after another or simultaneously.
(c) Monitor the ITT after shutdown. If the temperature rises above 540°C
(1004°F), or if there is evidence of combustion after shutdown, as
indicated by a rapidly increasing ITT, motor the engine until the
temperature decreases below 540°C (1004°F).
(3) Primary Shutdown Procedure.
(a) Set one engine to IDLE.
(b) Run engines 2 minutes at IDLE.
(c) Set the SIF switch to STOP.
(d) Monitor the ITT for exceedance of limitations.
(e) Repeat steps (a) through (d) for second engine.
(4) Emergency Shutdown (Shutdown from High Power, Over 90% Ng). Refer to
paragraph 5.
(a) Set the SIF switch directly from FLIGHT to STOP.
(b) Monitor the ITT after shutdown. If the temperature rises above 540°C
(1004°F), or if there is evidence of combustion after shutdown, as
indicated by a rapidly increasing ITT, motor the engine until the ITT
decreases below 540°C (1004°F),
* * * FOR ALL
D. Functional Test Procedures for Newly Installed Engines and Component
Replacement.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
NOTE: Upon initial installation, new engines may exhibit a pinkish colored fuel
drain during vapor-vent or shutdown. This is due to the presence of residual
dye used during factory fuel system leakage checks. This fuel coloring is
normal under these circumstances, is not harmful to the engine fuel system,
will cause no operational difficulties, and will disappear as the engine is
operated.
* * * FOR CT7-2E1

MM72-00-00
ENGINE - TEST
NOTE: Upon initial installation, new engines may exhibit a pinkish colored fuel
drain during shutdown. This is due to the presence of residual dye used during
factory fuel system leakage checks. This fuel coloring is normal under these
circumstances, is not harmful to the engine fuel system, will cause no
operational difficulties, and will disappear as the engine is operated.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(1) Depreserve and prime engine fuel system (para 6.B).
* * * FOR CT7-2E1
(1) Depreserve engine fuel system (para 6.B).
* * * FOR ALL
(2) Before initial engine start, motor engine (para 6.A) for 20 seconds before
advancing PAS control / SIF switch to IDLE.
(3) Do an idle speed leakage check (para 6.E). Verify that engine is operating
within limits of paragraph 3, Table 501, or Table 502.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(4) Verify ECU lockout operation (para 6.M.).
(5) Do engine test overspeed check (para 6.F).
(6) Verify T4.5 limiter setting (para 6.H); if required, refer to Table 501.
* * * FOR ALL
(7) Do a ground power assurance check (para 6.K.).
(8) Do an anti-icing start bleed check (para 6.G).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(9) Check history recorder for proper count operation.
* * * FOR ALL
E. Idle Speed Leakage Check.
While engine is running at idle speed, visually inspect engine for leaks as
follows:
(1) Check for air leakage from compressor bleed ports and P3 lines, horizontal
and vertical splitlines, by either of the following methods:
WARNING: WORKING NEAR HOT SECTIONS
KEEP HANDS AWAY FROM HOT SECTIONS.
(a) Place hand over all air system components and feel for air leakage.
Leakage is acceptable if a bare hand can be held within 6 inches of air
leaks from components.
(b) Leakage is acceptable if a bare hand can be held within 12 inches of
air leaks from horizontal and vertical splitlines or flange joints.
(c) Apply a soap-and-water solution on surfaces where air leaks are
suspected. Solution should bubble if there is leakage.
(2) Visually check for fuel and oil leaks, paying particular attention to the
following:
(a) Hose and tube connections that were disconnected and reinstalled during
fault isolation or maintenance.
(b) Mating flange joints between accessory drive gearbox assembly and its
MM72-00-00
ENGINE - TEST
components.
(c) Area between fuel filter bowl and filter housing.
(d) Overboard drain for excessive oil or fuel leakage.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(e) Fuel injectors and primer nozzles.
* * * FOR CT7-2E1
(f) Fuel manifold.
* * * FOR ALL
(3) If any leaks are found, shut down engine by moving PAS control / SIF switch
to OFF.
(4) Correct all leaks.
(5) Check oil level indicator. If necessary, add oil (SERVICING).
(6) Restart engine (para 5.F).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
F. Overspeed Check.
An overspeed check can be used to verify that the Np overspeed protection
system is functioning properly. This check can be done with both engines
operating and driving the rotor at 100% Nr and with collective pitch lever at
full down (flat pitch) position.
(1) Do the following on a daily first-flight-of-the-day basis:
CAUTION: DO NOT EXCEED ENGINE AND AIRCRAFT OPERATING LIMITS; OTHERWISE, ENGINE
MAY BE DAMAGED.
(a) Set PAS control to FLY with LDS control at FULL-DOWN (flat pitch)
position.
(b) Using engine trim (beep) switch, set Nr/Np at 100%.
(c) Press and hold in overspeed system test button A for engine being
checked. Ng should not decrease. If Ng decreases, the overspeed circuit
has failed and should be investigated (FAULT ISOLATION). Release test
button A.
(d) Press and hold in test button B. Ng should not decrease. If Ng
decreases, the overspeed circuit has failed and should be investigated
(FAULT ISOLATION). Release test button B.
(2) Do the following after every 25 hours of aircraft operation or whenever
maintenance affects the system (Table 505). Aircraft prime pump should be
on (except for CT7-2D/-2D1).
(a) Repeat step (1).
NOTE: • Actuation of both A and B test buttons will cause the Np overspeed
protection system to cut in, as evidenced by a reduction of Ng and may
cause the test engine to flame out. If flameout occurs, restart engine
(para 5.F).
• When both engines are running, Ng of the engine not being checked will
increase to maintain constant Np.
(b) Press and release both test buttons A and B. A noticeable transient
decrease in Ng should occur. If this does not happen, the Np overspeed
MM72-00-00
ENGINE - TEST
protection system has failed and must be investigated (FAULT

ISOLATION). Once a cutback in Ng is observed, release both test buttons
A and B to avoid cycling and possible flameout. If flameout occurs,
restart engine (para 5.F.).
(3) If both engines are being checked, repeat steps (1) and (2) for the other
engine.
* * * FOR CT7-2E1
F. Overspeed Check.
(1) The EECU is programmed with full capability to self-test the engine
overspeed system. The system allows for entirely automatic test of all
aspects of the overspeed system during starts and shutdowns without pilot
initiation and without affecting normal engine operation. The automatic
overspeed test consists of three parts: starting tests, continuous testing,
and a shutdown test. A complete test of all parts of the overspeed system
is completed in a sequence of four engine starts and shutdowns.
(2) Failure to pass the overspeed test indicates a loss of full overspeed
protection and an overspeed system failure message will be displayed in the
cockpit. Takeoff is not authorized if the overspeed test failure indication
is displayed. Although failure of the overspeed test requires appropriate
maintenance action, the EECU will not prevent further operation of the
engine.
(3) Abnormal startup or shutdown procedures can prevent completion of the
overspeed test. Although a failure has not been detected, a separate
indication that the overspeed check was not completed will be displayed.
Maintenance action to troubleshoot and repair the system is required after
landing.
(4) Both overspeed test messages will be latched in the EECU until the
overspeed check has been passed. After corrective maintenance is performed,
it may take up to four engine starts for the messages to clear in the
cockpit.
* * * FOR ALL
G. Anti-Icing Bleed and Start Valve Check.
NOTE: Anti-icing (A/I) switch must be OFF during start (see Operating Instruction
Manual GEK 112766-2).
(1) With the test engine driving the rotor at 100% Nr for CT7-2A/-2D/-2D1, or
102% for CT7-2E1, slowly increase collective pitch to obtain 92% Ng
minimum.
CAUTION: • DO NOT CYCLE ANTI-ICING BLEED AND START VALVE MORE THAN ONCE TO
DETERMINE PROPER OPERATION.
• VALVE MALFUNCTION CAN CAUSE ENGINE FLAMEOUT AT LOW POWER SETTINGS OR
DURING RAPID COLLECTIVE MOVEMENTS.
• IF ANY PART OF THE ANTI-ICING CHECK FAILS, DO NOT FLY THE AIRCRAFT.
(2) Turn on engine anti-icing systems, Ng should increase with an increase of
T4.5 / ITT of approximately 54°F (30°C) minimum.
NOTE: Amount of increase in T4.5 / ITT should vary with Ng and ambient
temperature.
(3) If recorded T4.5 / ITT is less than the 54°F (30°C) minimum, the valve has
MM72-00-00
ENGINE - TEST
failed check. Refer to 75-00-00, INSPECTION.

* * * FOR CT7-2A, CT7-2D, CT7-2D1
H. T4.5 Limiter Setting Check.
The following procedure is not a required check but may be used to test the
ECU T4.5 limiter function if a problem is suspected.
NOTE: ECU T4.5 limiter operates when ambient air temperature is 41°F (5°C) or above.
When ambient air temperature is below 41°F (5°C), maximum power and Ng is
controlled by the HMU topping and acceleration schedule settings.
(1) To avoid exceeding total torque limits, drive the rotor of the test engine
at 100% Nr/Np. On the other engine, retard PAS control to IDLE or to a
point where torque produced will not exceed total torque limits.
* * * FOR CT7-2A
CAUTION: TO PREVENT OVERTEMPERATURE CONDITION DO NOT EXCEED MAXIMUM 12-SECOND
T4.5 TRANSIENT LIMIT OF 1742°F (950°C). DO NOT REMAIN AT 1687°-1705°F
(919°-929°C) FOR MORE THAN 12 SECONDS.
(2) Slowly increase collective pitch until T4.5 reaches 1687°-1705°F (919°-929°
C).
* * * FOR CT7-2D
C).
* * * FOR CT7-2D1
C).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(3) Continue to slowly increase collective pitch until Nr/Np has decreased at
least 2%.
(4) Wait 3 seconds and record T4.5 and Nr/Np.
* * * FOR CT7-2A
(5) T4.5 limiter setting should be between 1687°-1705°F (919°-929°C).
* * * FOR CT7-2D
* * * FOR CT7-2D1
* * * FOR CT7-2A
I. Total Torque Limiter Setting Check.
(1) The total torque limiter setting test is not a required check, but may be
used to test the ECU total torque limiter function if a problem is

MM72-00-00
ENGINE - TEST
suspected. The engines may be checked individually, or with both engines

providing equal torques.
(2) Use the following procedure when checking the total torque limiter setting.
(a) At a selected flight condition, slowly increase collective pitch until
Np decreases at least 2%.
(b) Wait 5 seconds and record total torque, Np, and T4.5.
(c) Total torque should be 602-628 lb ft.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
J. Engine Ground Idle Speed Operation.
(1) Ground idle Ng must fall within the limits shown in Figure 506. Shut down
the engine if Ng stabilizes below minimum allowable Ng during a start. Shut
down the engine if Ng decreases below the minimum speed for any of the
following reasons:
(a) Engine rollback during a start attempt due to a malfunction in the
starter system or control system.
(b) Uncontrolled deceleration.
(c) Engine shuts itself down (flameout) as indicated by cockpit
instruments, warning light, or audible tone in cockpit.
(2) Be sure operating limits in Table 501 or Table 502 are not exceeded during
engine runup.
* * * FOR CT7-2E1
J. Engine Ground Idle Speed Operation.
(1) Once idle speed is reached, the FADEC will automatically protect the engine
from subidle operation. Logic in the FADEC will command a shutdown if any
of the following conditions are detected:
(a) Engine rollback during a start attempt due to a malfunction in the
starter system or control system.
(b) Uncontrolled deceleration.
(c) Fuel interruptions, FMU malfunction, or other reasons for subidle
operation.
(2) Make sure the operating limits in Table 503 are not exceeded during the
engine run up and cautions are clear.
(3) Refer to paragraph 5 for the engine check procedures.
* * * FOR CT7-2A
K. Ground Power Assurance Check.
The following procedure is used to check engine performance before flight:
CAUTION: OBSERVE ALL ENGINE AND AIRCRAFT OPERATING LIMITS DURING THIS CHECK.
NOTE: The worksheets in Figure 511 and Figure 509 may be reproduced to record
and plot engine indications. A sample ground power assurance curve is
shown in Figure 512.
(1) Position aircraft into prevailing wind to minimize hot gas ingestion.
(2) On engine not being checked, set PAS control to IDLE.
(3) Record date, aircraft serial number, aircraft hours, engine serial number,

MM72-00-00
ENGINE - TEST
and engine hours on copy of worksheet shown in Figure 508.

CAUTION: IF ICING CONDITIONS EXIST, DO NOT KEEP ANTI-ICING SYSTEM OFF LONGER THAN
NECESSARY TO RUN TEST; OTHERWISE, AN ICING CONDITION COULD CAUSE DAMAGE
TO ENGINE.
(4) Set the following conditions on the test engine:
• Customer bleed off
• Anti-icing off
• Nr and Np at 100%
(5) With the test engine driving the rotor at 100%, increase LDS control to set
% torque within the valves shown in Figure 509.
(6) Stabilize engine at this condition for 1 minute, and record the following
on ground power assurance worksheet Figure 508:
• % torque
• T4.5 (MGT)
• Pressure altitude
• OAT
(7) Plot readings recorded in step (6) on copy of ground power assurance curve
shown in Figure 509 as follows (see Figure 510 for sample):
(a) On upper graph, at Engine Torque-Percent Indicated, draw a horizontal
line to intercept recorded Pressure Altitude Feet. From this point,
draw a vertical line down to OAT °C. Then draw a horizontal line from
this intercept point to the Maximum Allowable T4.5 Measured Gas
Temperature (MGT) (°C) line on the right.
(b) Refer to the recorded T4.5 (MGT) taken in step (6). If the recorded
T4.5 (MGT) is lower than Maximum Allowable T4.5 (MGT), the engine is
acceptable.
(c) If recorded T4.5 (MGT) is at, or higher than, the Maximum Allowable
T4.5 (MGT), engine has failed check. Refer to FAULT ISOLATION or
applicable Aircraft Flight Manual for corrective action.
(8) Repeat steps (1) through (7) for untested engine.
* * * FOR CT7-2E1
K. Ground Power Assurance Check.
(1) The following procedure is used to check engine performance before flight:
NOTE: The influence of wind may have a significant effect on the result of
the check.
(a) Position aircraft into the prevailing wind to minimize hot gas
ingestion.
(b) On engine not being checked, set SIF switch to IDLE.
CAUTION: IF ICING CONDITIONS EXIST, DO NOT KEEP ANTI-ICING SYSTEM OFF LONGER
THAN NECESSARY TO RUN TEST; OTHERWISE, AN ICING CONDITION COULD CAUSE
DAMAGE TO ENGINE.
(c) Set the following conditions on the test engine:
• Anti-icing off
MM72-00-00
ENGINE - TEST
• SIF switch at FLIGHT (Nr and Np at 102%).

(d) With the test engine driving the rotor at 102%, increase collective to
set torque at 70%, 75%, or 80%. A higher torque setting will improve
the accuracy of the check, but the aircraft must not become excessively
light on the wheels. Environmental conditions and aircraft weight will
determine the highest torque setting that can be safely tested.
(e) Stabilize engine at this condition for 1 minute, and record the
following on ground power assurance worksheet:
• % torque
• ITT
• OAT.
(f) Plot the values from above on the ground power assurance graphs to
calculate engine temperature margin:
• If temperature margin is >5°C, the engine is acceptable
• If temperature margin is <5°C but >0°C, the value should be confirmed
with an inflight Power Assurance Check (para 6.L.).
• If temperature margin is <0°C, the engine has failed check. Refer to
FAULT ISOLATION 000 or applicable Aircraft Flight Manual for
corrective action.
L. Inflight Power Assurance Check.
(1) The following procedure is used to check engine performance during flight:
NOTE: The influence of airspeed may have a significant effect on the result
of the check. The check is designed with a nominal airspeed of 120
KTAS.
(a) Set both engine SIF switches to FLIGHT and establish level flight at
70% torque with a rotor speed of 102% Nr.
(b) Check airspeed <140 KTAS. Reduce power if necessary to maintain level
flight with airspeed <140 KTAS.
CAUTION: IF ICING CONDITIONS EXIST, DO NOT KEEP ANTI-ICING SYSTEM OFF LONGER
THAN NECESSARY TO RUN TEST; OTHERWISE, AN ICING CONDITION COULD CAUSE
DAMAGE TO ENGINE.
(c) Set the following conditions on the test engine(s):
• Anti-icing off
• SIF switch at FLIGHT (Nr and Np at 102%).
(d) When required conditions are met, fix power level and ensure that OAT
is stable.
(e) Once OAT indication is stable, stabilize engine at this condition for 1
minute, and record the following:
• % torque
• ITT
• OAT.

MM72-00-00
ENGINE - TEST
(f) Plot the values from above on the inflight power assurance graphs to
calculate engine temperature margin:
• If temperature margin is >0°C, the engine is acceptable
• If temperature margin is <0°C, the engine has failed check. Refer to
FAULT ISOLATION 000 or applicable Aircraft Flight Manual for
corrective action.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
CAUTION: THE ECU T4.5 LIMITER, TORQUE LIMITER, AND Np GOVERNOR ARE INOPERATIVE WHEN
THE ENGINE IS OPERATED IN THE LOCKOUT MODE. PROMPTLY RETARD PAS CONTROL
FROM LOCKOUT POSITION TO AVOID EXCEEDING ENGINE TEMPERATURE AND SPEED
LIMITS.
M. ECU Lockout Check.
The ECU trimming signal within the HMU is locked out by advancing the power
available spindle control (PAS control) from the FLY detent to LOCKOUT
(maximum PAS control position). Therefore, engine must be controlled manually,
using PAS control and LDS control, to assure that temperature and speed limits
are not exceeded.
To determine whether LOCKOUT mode is functioning properly, make the following
checks when engines are operating with aircraft on the ground or in flight:
(1) Set LDS control so that engines are operating at low-to-moderate power
level. If check is being made on the ground, set torque about 10% greater
than flat pitch torque, or set torque to a value slightly below point at
which skids do not support full weight of aircraft.
(2) With PAS control at FLY detent, advance PAS control (of engine being
checked) to a maximum position (LOCKOUT), and promptly retard to a position
where torque is about 10% below that of the other engine. When PAS control
is at maximum position, an increase in both gas generator speed and % Np
should be observed.
(3) Slowly advance PAS control and be sure that an increase in % Ng, % Np, %
torque, and T4.5 follows.
(4) Slowly retard PAS control and be sure that a decrease in % Ng, % Np, %
torque, and T4.5 follows.
(5) Retard PAS control to IDLE and return engine to normal operation. This
should deactivate the engine from LOCKOUT mode. Slowly advance PAS control
to FLY detent to engage rotor.
(6) If the ECU lockout check is found to be faulty, refer to FAULT ISOLATION.
N. Break-In Run check.
A break-in run is required whenever a gas generator rotor and stator are
replaced. When done properly, the break-in ensures that the gas generator
section will operate reliably and with the highest efficiency. If the break-in
procedure is neglected or is not accomplished properly, the gas generator
efficiency may deteriorate resulting in performance loss and an increase in
specific fuel consumption. Proceed as follows:
NOTE: Visual redness or glowing of the power turbine case is normal during engine
operation. Visual redness or glowing will not damage the power turbine case.
(1) Start non break-in engine using normal start procedure.

MM72-00-00
ENGINE - TEST
(2) Bring Nr to 100% for CT7-2A/-2D/-2D1 or 102% for CT7-2E1.

(3) Start break-in engine and bring Ng up slowly to 85 ±1% (point 1 on Table
506).
(4) To break-in gas generator do the following:
(a) Set Ng to points as specified in Table 506. Stabilize at each point for
15 to 30 seconds.
(b) Change Ng speeds as slowly as possible, avoid rapid transients.
(c) Continue setting Ng points as specified in the table until the aircraft
becomes light on the gear. Note the Ng setting at which this occurs.
The remaining points will have to be reached in flight.
NOTE: If the maintenance site has a tiedown area, it is possible to complete the
break-in without aircraft flight.
(5) Take off, being careful to keep Ng on break-in engine at or below point
reached in step (4).
(6) Attain 2000-3000 feet altitude and stabilize in a hover.
(7) Continue setting Ng points (Table 506) until all eight are completed. Avoid
any rapid transients or sudden maneuvers while this flight portion of
break-in is being done.
(8) The gas generator can now be considered broken-in and normal
engine/aircraft operating conditions may be resumed.
TABLE 506. BREAK-IN Ng SPEEDS
Point rpm (Ng) Time at point (in seconds)
CAUTION: DO NOT EXCEED T4.5 LIMITER OF 919°-929°C FOR CT7-2A ENGINES;

914°-924°C FOR CT7-2D ENGINES; OR (874°-884°C FOR CT7-2D1
ENGINES). IF LIMITER CUTOUT IS REACHED, CONSIDER THIS THE MAX
SPEED ATTAINABLE.
1 85 ±1% 15-30 sec.
2 90 ±1% 15-30 sec.
3 85 ±1% 15-30 sec.
4 90 ±1% 15-30 sec.
5 95 ±1% 15-30 sec.
6 100 ±1% 15-30 sec.
7 95 ±1% 15-30 sec.
8 100 ±1% 15-30 sec.
* * * FOR ALL
O. Overtemperature Check.
This inspection procedure must be followed when investigating a reported
engine overtemperature. This procedure contains information to determine
whether an actual overtemperature did exist; it also gives further inspection
requirements to determine the extent of possible engine damage, and gives
corrective maintenance requirements.
An overtemperature can damage the stage 1 nozzle vanes and turbine blades. The
MM72-00-00
ENGINE - TEST
damage may be identified visually, depending upon the extent and duration of
the overtemperature. Damage to stage 1 nozzle vanes can vary, from complete
vane burn-through to swelling and minor cracking. Damage to turbine blades can
vary from complete burnaway of the blade, to blade roughness, to dark
discoloration at the blade tip, and to blade CODEP coating changes in the form
of flaking, blistering, and wrinkling, with the most notable changes at blade
tip area.
(1) Verification of Overtemperature.
(a) Verify reported overtemperature by comparing reported time spent at
maximum temperature. Go to Table 501 or Table 502, item T4.5/ITT, and
see Figure 502, Figure 503, or Figure 504, as applicable for limits.
(b) Check aircraft temperature indicating system for calibration error. If
indicating system errors are found and the overtemperature cannot be
verified, correct indicating system. If indicating system checks OK, it
must be assumed that actual overtemperature did take place. In that
case, remove hot section module (REMOVAL AND INSTALLATION) and do a
detailed inspection (72-40-00, INSPECTION).
* * * FOR CT7-2D, CT7-2D1
P. Maximum Power Check.
(1) When a new engine is installed, or after an engine fails the Health
Indicator Test (HIT) check, an in-flight check will be made to be certain
the engine meets minimum allowable torque requirements. Performance data
will be taken at 1576°F (858°C) T4.5 (TGT) for CT7-2D engines and at 1546°F
(841°C) T4.5 (TGT) for CT7-2D1 engines while maintaining 110 Knots
Indicated Air Speed (KIAS) or greater forward flight speed. Engine ANTI-ICE
and HEATER switches will be OFF and altimeter will be set to 29.92 in. Hg.
CONTINGENCY POWER switch will be ON for CT7-2D1 engines. Data will be taken
on one engine at a time.
CAUTION: OBSERVE ALL ENGINE AND AIRCRAFT OPERATING LIMITS DURING MAXIMUM POWER
CHECK. DO NOT EXCEED SINGLE ENGINE TORQUE LIMIT.
(2) Set both PAS controls to FLY, establish 110 knots level flight and a rotor
speed of 100% Nr.
NOTE: If outside air temperature (OAT) is below 41°F (5°C), the engine fuel flow
limiter or Ng limiter may prevent engine from reaching 1576°F (858°C) T4.5
(TGT) for CT7-2D engines and 1546°F (841°C) for CT7-2D1 engines.
* * * FOR CT7-2D
* * * FOR CT7-2D1
(3) Turn CONTINGENCY POWER switch ON. For engine not being checked, set PAS
control to IDLE.
* * * FOR CT7-2D, CT7-2D1
(4) On engine being checked, increase LDS control until one of the following
happens:
• T4.5 (TGT) equals 1576°F (858°C) for CT7-2D engines, 1546°F (841°C) for
CT7-2D1 engines, and 1775°F (968°C) for CT7-2E1 engines.
• Single engine torque limits is reached
• 2% Nr drop is obtained
MM72-00-00
ENGINE - TEST
When LDS control is increased, a constant altitude should be maintained,

and forward flight speed should be allowed to increase.
(5) Stabilize power and hold PAS and LDS controls fixed in level flight for one
minute. Record the following:
• % Torque
• T4.5 (TGT)
• Pressure altitude (Hp)
• OAT
(6) Advance PAS control on engine not being checked to FLY.
(7) If required, repeat steps (2) through (6) for the other engine.
(8) Using Figure 514 as an example, plot OAT and Pressure Altitude on a copy of
Minimum Torque Available Curve (Figure 513) as follows:
(a) Enter curve on left at recorded OAT and draw a horizontal line to
intersect recorded Pressure Altitude (feet). From this point draw a
vertical line down to the Minimum Torque Available.
(b) If recorded torque taken in step (5) is at or above Minimum Torque
Available value, engine performance is within acceptable limits.
Establish a new HIT Check baseline (para P).
(9) If recorded torque is less than Minimum Torque Available value, determine
which of the following applies:
(a) Check outside air temperature (OAT). If OAT is below 41°F (5°C) then
T4.5 (TGT) of 1576°F (858°C) for CT7-2D engines and 1546°F (841°C) for
CT7-2D1 engines may not have been reached because of single engine
torque limit or because a 2% Nr drop was encountered first. In either
case, it cannot be determined if engine fails check. Wait until OAT has
increased and repeat Maximum Power Check.
(b) If OAT (step (a)) does not apply, then engine has failed check. Refer
to FAULT ISOLATION, or Aircraft Flight Manual for corrective action.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Q. Health Indicator Test (HIT) Baseline Check.
(1) Completion of maximum power check (para 0.) sets a new HIT baseline check.
Successive HIT Checks (para Q.) will be compared to the baseline to trend
engine's performance and to highlight any significant changes in
performance.
(4) Record date, aircraft serial number, aircraft hours, engine serial number,
and engine hours on a copy of worksheet shown in Figure 515.
(5) Set altimeter to 29.92 inches Hg.
CAUTION: IF ICING CONDITIONS EXIST, DO NOT KEEP ANTI-ICING OFF LONGER THAN
NECESSARY TO RUN TEST.
(6) Set the following conditions on the engine:
• Customer bleed OFF
• Anti-icing OFF
MM72-00-00
ENGINE - TEST
• Nr/Np at 100%
(7) When test engine is driving rotor at 100%, advance LDS control to set 60%
torque.
(8) Stabilize at this condition for one minute. Record the following on a copy
of worksheet in Figure 512.
• T4.5 (TGT)
• Pressure Altitude (Hp)
• OAT
(9) Repeat steps B through H two more times and record on worksheet. Calculate
average indicated T4.5 (TGT).
(10) Find reference T4.5 (TGT) in Figure 513 for recorded OAT and pressure
altitude. Round OAT up and round off pressure altitude to nearest value.
(11) To establish margin, subtract indicated T4.5 (TGT) from the reference T4.5
(TGT) (Figure 513) on worksheet.
(12) Establish T4.5 (TGT) upper and lower limits as follows:
(a) Add 36°F (20°C) to T4.5 (TGT) margin.
(b) Subtract 36°F (20°C) to T4.5 (TGT) margin.
(13) Record upper and lower T4.5 (TGT) limits on a copy of HIT test log (Figure
514).
(14) When performing HIT checks (para Q), HIT T4.5 (TGT) must be within upper
and lower limits for acceptable engine performance. Otherwise, a Maximum
Power Check (para O) must be performed.
R. Health Indicator Test (HIT) Check Procedure.
NOTE: HIT Check procedure is used to check engine performance before flight.
(3) Record date, aircraft serial number, aircraft hours, and engine serial
number on a copy of HIT test log, Figure 514.
(4) Set altimeter to 29.92 inches Hg.
CAUTION: IF ICING CONDITIONS EXIST, DO NOT KEEP ANTI-ICING OFF LONGER THAN
NECESSARY TO RUN TEST.
(5) Set the following conditions on test engine:
• Customer bleed OFF
• Anti-icing OFF
• NR and Np at 100%
(6) When test engine is driving rotor at 100%, advance LDS control to set 60%
torque.
(7) Stabilize at this condition for 1 minute. Using a copy of HIT test log
(Figure 514), record the following:
• T4.5 (TGT)
• Pressure Altitude (Hp)
• OAT

MM72-00-00
ENGINE - TEST
(8) Return LDS control to FULL-DOWN (flat pitch) position. On engine not being
checked, advance PAS control to FLY.
(9) Repeat steps A through H for other engine.
(10) Find reference T4.5 (TGT) in Figure 513 for recorded OAT and pressure
altitude (step (7)). Record in 2 on HIT test log. Compare indicated T4.5
(TGT) 1 (step (7)) with table T4.5 (TGT). Record T4.5 (TGT) margin on HIT
test log (Figure 514). T4.5 (TGT) margin is table 4.5 (TGT) 2 minus
indicated T4.5 (TGT) 1.
NOTE: When using T4.5 (TGT) reference table, round OAT up and round off pressure
altitude to nearest value.
(11) Engine is within acceptable performance limits if T4.5 (TGT) margin is
between limits established in paragraph P. and recorded on HIT test log.
Otherwise, perform a Maximum Power Check (para O).

MM72-00-00
ENGINE - TEST
* * * FOR CT7-2A, CT7-2D, CT7-2D1
•
:i
i
i.g
i IE
w
Ii al
1§1i
~
~i
!•
i l ~
~I ~
Ii
• •• ~
•
i § ;;
•
;.g
i- IE
Ii Ii
Ii,;
~i
Figure 508 Ground Power Assurance Worksheet

MM72-00-00
ENGINE - TEST
* * * FOR ALL
Figure 509 Ground Power Assurance Curve (Reproduction Worksheet)

MM72-00-00
ENGINE - TEST
* * * FOR ALL
Figure 510 Ground Power Assurance Curve (Sample)

MM72-00-00
ENGINE - TEST
* * * FOR ALL
Figure 511 Minimum Torque Available Curve (Reproducible Worksheet)

MM72-00-00
ENGINE - TEST
---------------------------------------------------------------------------------------------------------------------
* * * FOR ALL
OQ2C1S-llGlOl
Figure 512 Minimum Torque Available Curve (Sample)

MM72-00-00
ENGINE - TEST
* * * FOR ALL
Ale sill _ _ _ __
AI' ...... _ _ _ __ EIfGIIiE SIN _ __ _ _
ENeIIiE ItOt.RS _ _ _ _ __
.
'AT
NOTE
IND ICATED T4 SITGTi
1.
2.
( uble T4.SITGTll
l.
Toul
+3 - - Awer'ge Indtuted T4 . S(lGTl
T4 . SmiT) ",rgfn
T4 . S(TGTI Acceptance LI.f ts : T4.S(T6T) /tt rgln • 36OF(ZOOC I

T4 . 5(TGT) KoI rgln - lfiOf' (ZOOCI
R~I'I~d lIr..ih In II/ C Engine Mtaltl! 1~ltator Log ( fl g.u rt 513) .
,
OOOC 15- 1164D'
Figure 513 HIT Baseline Worksheet

MM72-00-00
ENGINE - TEST
* * * FOR ALL
Figure 514 (Sheet 1) T4.5 REFERENCE TABLE FOR 60% TORQUE AT 100% RPM

MM72-00-00
ENGINE - TEST
* * * FOR ALL

MM72-00-00
ENGINE - TEST
* * * FOR ALL

MM72-00-00
ENGINE - TEST
* * * FOR ALL
Figure 515 Engine Health Indicator Test Log (Reproducible Worksheet)

7. System and Component Checks.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
A. Fuel System Check.
(1) Fuel flow to the engine can be verified. The sequence valve or ODV,
actuating system, the anti-icing bleed and start valve can be checked for
faulty operation, using procedures in steps (2) and (3). It is important to
understand the following before doing this check:
(a) Procedure in step (2) is used to verify that fuel is flowing to the
engine. Fuel should drain from the sequence valve or ODV and out of the
aircraft drain after the PAS control is returned at OFF position.

MM72-00-00
ENGINE - TEST
(b) Procedure in step (3) is used to check for faulty operation of the
sequence valve or ODV. A steady stream of fuel should not drain from
the sequence valve or ODV and out of the aircraft drain when the PAS
control is at IDLE and when engine is motoring. It is normal to observe
some leakage, but there should not be a steady stream of fuel from the
drain during initial rollover.
(c) Steps (2) and (3) must be done at the same time.
(2) Fuel flow verification.
Fuel is flowing to the engine if mist can be seen coming from the tailpipe
during wet motoring or if fuel drains from the sequence valve or ODV and
out of the aircraft common drain after the PAS control is returned at OFF
position. Verify fuel flow as follows:
(a) Place ignition switch OFF.
(b) Place the PAS control to IDLE.
(c) Motor engine to maximum speed (at least 25% Ng).
(d) Look for fuel mist coming from tailpipe.
(e) With engine motoring at maximum speed, wait 30 seconds, and then return
PAS control to OFF position.
(f) Within 10 seconds after PAS control is returned to OFF position, about
1 ounce (30 cc) of fuel should drain from the sequence or ODV manifold
assembly and out of the aircraft common drain.
(g) De-energize starter after 40 seconds.
(h) If fuel drainage does not meet limits in step (f), replace the HMU (73-
00-00, REMOVAL AND INSTALLATION).
* * * FOR CT7-2A
(3) Sequence valve check.
Check for a faulty sequence valve as you verify fuel flow (refer to step
(2)). If a steady stream of fuel comes from the sequence manifold assembly
drain, and out of the aircraft common drain during motoring with PAS at
IDLE, replace the sequence valve (73-00-00, REMOVAL AND INSTALLATION).
* * * FOR CT7-2D, CT7-2D1
(3) Overspeed and drain valve (ODV).
Check for a faulty ODV as you verify fuel flow (refer to step (2)). If a
steady stream of fuel comes from the ODV manifold assembly drain, and out
of the aircraft common drain during motoring with PAS at IDLE, replace the
ODV (73-00-00, REMOVAL AND INSTALLATION).
(4) Fuel boost pressure switch check.
(a) Make sure that the boost low-pressure warning light is ON before fuel
is turned ON for static leak check.
(b) Make sure that the boost low-pressure warning light goes OFF when fuel
is turned ON.
(c) If the boost low-pressure warning light is OFF when the engine is shut
down at end of test, switch the fuel supply to OFF on the bleed HMU.
The boost low-pressure warning light must go ON.
* * * FOR CT7-2E1
MM72-00-00
ENGINE - TEST
A. Fuel System Check.

(1) Fuel flow to the engine can be verified. The actuating system, the anti-
icing bleed start valve can be checked for faulty operation. It is
important to understand the following before doing this check:
(a) Procedure in step (2) is used to verify that fuel is flowing to the
engine. Fuel should drain from the FMU and out of the aircraft drain
after the SIF switch is returned to STOP position.
(b) A steady stream of fuel should not drain from the FMU and out of the
aircraft drain when the SIF switch is at IDLE and when engine is
motoring. It is normal to observe some leakage, but there should not be
a steady stream of fuel from the drain during initial rollover.
(2) Fuel flow verification.
Fuel is flowing to the engine if mist can be seen coming from the tailpipe
during wet motoring or if fuel drains from the FMU and out of the aircraft
common drain after the SIF switch is returned to STOP position. Verify fuel
flow as follows:
(a) Deleted.
(b) Place the SIF switch at IDLE.
(c) Motor engine to maximum speed (at least 26% Ng).
(d) Look for fuel mist coming from tailpipe.
(e) With engine motoring at maximum speed, wait 30 seconds, and then return
SIF switch to STOP position.
(f) Deleted.
(g) If fuel is witnessed emanating from the exhaust, troubleshoot the
engine's ignition system. If you do not have fuel mist, change the FMU.
(3) Fuel boost pressure switch check.
(a) Make sure that A/C fuel boost pump delivery system operates correctly.
Refer to Airframe Maintenance Manual. If not, troubleshoot fuel boost
pump delivery system with procedures from the Airframe Maintenance
Manual.
* * * FOR ALL
B. Oil Consumption Check.
NOTE: Oil consumption check can be combined with other engine operational checks to
reduce total amount of engine test time.
(1) Make sure that the oil level indicator is at the FULL mark. If necessary,
add oil (SERVICING).
(2) Start and operate the engine until the oil temperature stabilizes.
CAUTION: DO NOT WAIT MORE THAN 22 MINUTES FROM THE TIME YOU SHUT DOWN THE ENGINE
TO THE TIME YOU CHECK THE OIL LEVEL. OTHERWISE, THE OIL SYSTEM CAN BE
OVERSERVICED AND THE OIL CONSUMPTION CHECK WILL NOT BE ACCURATE.
(3) Shut down the engine and wait a maximum of 20 minutes before you check the
oil level. Do not wait more than 22 minutes; otherwise, the oil consumption
check will not be accurate. Check the oil level; if necessary, add oil to
bring the oil level indicator to the FULL mark.
(4) Record the reference number that corresponds with the oil level on the
MM72-00-00
ENGINE - TEST
installed oil indicator.

(5) Start and operate the engine for a minimum of 60 minutes (this will permit
the completion of the oil consumption check and other required operational
checks).
CAUTION: DO NOT WAIT MORE THAN 22 MINUTES FROM THE TIME YOU SHUT DOWN THE ENGINE
TO THE TIME YOU CHECK THE REFERENCE NUMBER. OTHERWISE, THE OIL
CONSUMPTION CHECK WILL NOT BE ACCURATE.
(6) Shut down the engine and wait a maximum of 20 minutes. Do not wait more
than 22 minutes; otherwise, the oil consumption check will not be accurate.
(7) Check and record the reference number that corresponds with the oil level
on the installed oil indicator.
(8) Subtract the reference number recorded in step (7) from the reference
number recorded in step (4); then multiply the result by 40. This is the
actual value (cc) of oil used.
NOTE: If the oil consumption is more than 110 cc/hour, notify engineering.
(9) Calculate the oil consumption (cc/hour) as follows:
[data from step (4) - data from step (7)] X 40 = __cc (total oil used)
[total oil used ÷ total engine run time] X 60 min./1 hour = __cc/hr
EXAMPLE:
Total engine run time 90 minutes
data from step (4) 38
data from step (7) 36
[38 - 36] X 40 = 80 cc (total oil used)
[80 cc ÷ 90 minutes] X 60 minutes /1 hour = 53.3 cc/hr
* * * FOR CT7-2A, CT7-2D, CT7-2D1
C. ECU/HMU System Check.
Use a multimeter for this check. Connect multimeter leads to resistance
sockets in multimeter. Short leads together. Adjust indicator to read zero.
Set switch to position so that low resistance can be accurately read on scale.
Be sure that all electrical connectors are tight. The following checks test
circuits for torque motor and LVDT in HMU, and also check circuits in yellow
cable that connect ECU to HMU. These checks determine whether HMU or yellow
cable should be replaced.
CAUTION: DO NOT USE MULTIMETER CAPABLE OF PRODUCING OUTPUT VOLTAGES GREATER THAN
1.5 VOLTS DC. A VOLTAGE GREATER THAN 1.5 VOLTS DC MAY DAMAGE ECU
CIRCUITS.
(1) Make circuit resistance and short circuit checks through S39 connector on
ECU, using the switch box (see paragraph D for resistance instructions and
resistance) limits. Set selector switch at positions 3 and 7. If reading
are outside these limits or if an open or short circuit is found, do step
(2) and (3) to isolate the fault to either the HMU or the yellow cable.
(2) Check HMU as follows:
(a) Disconnect yellow cable from the HMU.
* * * FOR HAMILTON STANDARD HMU
MM72-00-00
ENGINE - TEST
(b) Measure resistance between pins in connector J1 on the Hamilton

Standard HMU. The resistance must be as follows:
PINS ON HMU COMPONENT RESISTANCE
Pins 1 and 2 (torque motor) 125-165
Pins 3 and 4 (torque motor) 125-165
Pins 6 and 7 (LVDT secondary) 10-30
* * * FOR WOODWARD GOVERNOR HMU
(c) Measure resistance between pins in connector J1 on the Woodward HMU.
The resistance must be as follows:
PINS ON HMU COMPONENT RESISTANCE
Pins 1 and 2 (torque motor) 135-155 ohms
Pins 3 and 4 (torque motor) 135-155 ohms
Pins 6 and 7 (LVDT primary) 5-35 ohms
Pins 9 and 10 (LVDT secondary) 30-50 ohms
Pins 11 and 12 (LVDT secondary) 30-50 ohms
(d) Check each pin for short circuit-to-ground. No short circuits allowed.
(e) If readings are out-of-limits, the circuit is faulty. Replace HMU (73-
00-00, REMOVAL AND INSTALLATION). If not, continue to step (3).
(3) Check the yellow cable as follows:
(a) Disconnect yellow cable from the ECU and from HMU.
(b) Check continuity between the two connectors as follows (no open
circuits allowed):
ECU Connector (W4P1) Sockets HMU Connector (W4P3) Sockets
1 to 1
2 to 2
3 to 3
4 to 4
5 to 6
6 to 7
7 to 8
15 to 9
16 to 10
17 to 11
18 to 12

MM72-00-00
ENGINE - TEST
(c) Check sockets 1, 2, 3, 4, 5, 6, 7, 15, 16, 17, and 18 for short

circuits on yellow cable connector W4P1. No short circuits allowed.
(d) Check each socket for short circuit to outer metal braid of cable. No
short circuits allowed. Minimum resistance must be 1 megohm.
(e) If cable is faulty, replace yellow cable (74-00-00, REMOVAL AND
INSTALLATION).
(f) If cable is not faulty, reconnect yellow cable to ECU and to HMU.
D. ECU Circuit Check.
An ECU circuit continuity switch box 2C90085G01 (Figure 516) is provided so
that you can easily check circuits through S39 connector on ECU. The following
steps outline general procedure for check and provide resistance limits.
CAUTION: DO NOT USE A MULTIMETER THAT IS CAPABLE OF PRODUCING OUTPUT VOLTAGES
GREATER THAN 1.5 VOLTS DC. A VOLTAGE GREATER THAN 1.5 VOLTS DC CAN
DAMAGE THE ECU CIRCUITS.
NOTE: • The engine must be at ambient temperature when you do the circuit check.
Resistance limits apply at moderate temperature.
• Readings may vary at extreme temperatures (e.g. low readings at low
ambient or high readings at high ambient).
• The external power must be at OFF when you do the ECU circuit checks.
(1) Connect the switch box to the S39 connector on the ECU, and check the
circuits as follows:
(a) Remove the cover (2) from the S39 connector (1).
(b) Connect the tester electrical cable (4) to the S39 connector (1).
(c) Connect the multimeter to the red and black terminals on the tester.
(d) Position the selector switch to select the circuit to be tested. The
following list identifies the circuits and the resistance limits:
Resistance Limits in
Switch Position Circuit ohms
Min Max
1 Alternator ECU power winding: 1.5 4.0
2 Thermocouple assembly 1.0 5.0
3 HMU linear voltage 3 35
differential transformer
(LVDT)
4 Np sensor 13 21
5 Torque and overspeed sensor 13 21
6 Overspeed solenoid valve 18 24
(sequence valve or ODV)
7 HMU torque motor 45 90
8 Do not use
9 Do not use
10 Np demand to common ground

MM72-00-00
ENGINE - TEST
(Refer to applicable Aircraft

Maintenance Manual)
11 Loadshare to ground - short to
ground check only
12 Do not use
(2) Check each circuit, listed in step (1)(d), for resistance at the
corresponding switch positions. If resistance is out-of-limits, isolate the
fault according to the individual circuit checks outlined in the paragraphs
listed below:
* * * FOR ALL
Circuit Checks Paragraph
Np sensor E
ECU/HMU C
Alternator and Yellow Cable M
Thermocouple Assembly K
Torque and Overspeed Sensor G
Sequence Valve Overspeed System H
ODV Overspeed System H
(3) Check each circuit for shorts-to-ground (no shorts allowed) as follows:
(a) Remove test lead connected to black terminal and connect test lead to
green terminal. Check each circuit listed in step (1)(d) at
corresponding switch position; no short circuits allowed. Minimum
resistance to ground is 1 megohm. (For switch position 1, a resistance
of 6000 ohms will occur with reversed polarity of multimeter. If this
occurs, reverse connectors to black and green terminals.) If a short
circuit is found, disconnect E1 connector from both ECU's to isolate
fault to aircraft wiring system or to engine.
(b) If short remains with both E-1 harnesses disconnected, isolate fault by
removing yellow cable connector (W4P1) from ECU. If short circuit
remains, problem is in blue cable, and short must be isolated to either
blue cable, torque and overspeed sensor, sequence valve overspeed
solenoid (paragraphs G and H).
(c) If short circuit is no longer present, problem is in yellow cable
system and must be isolated to either yellow cable or connecting
sensors. Isolate fault according to following individual circuit checks
in paragraphs listed below:
Circuit Checks Paragraph
Np sensor E
ECU/HMU C
Alternator and Yellow Cable M
Thermocouple Assembly K
E. Np Sensor System Check.

MM72-00-00
ENGINE - TEST
Use a multimeter for this check. Connect multimeter to resistance sockets in

multimeter. Short leads together. Adjust indicator to read zero. Set switch to
position so that low resistance can be accurately read on scale. Be sure that
all electrical connectors are tight. The following checks are used to
determine if Np sensor or yellow cable is faulty.
CIRCUITS.
ECU, using multimeter (see paragraph D for instructions and resistance
limits). Set selector switch at position 4. If reading is out-of-limits in
paragraph D, the circuit is open or shorted.
(2) Do steps (3) and (4) to isolate the fault to either the Np sensor or yellow
cable.
(3) Check Np sensor as follows:
(a) Disconnect yellow cable from Np sensor.
(b) Measure resistance between pins A and C and between pins B and D in
connector J1 on the Np sensor. Normal resistance for both readings is
between 13 to 21 ohms. Check each pin for short circuit to ground. No
short circuits allowed.
(c) If readings are out-of-limits in step (b), the circuit is faulty.
Replace Np sensor (74-00-00, REMOVAL AND INSTALLATION).
(4) Check yellow cable as follows:
(a) Disconnect yellow cable from the ECU and Np sensor.
circuits allowed):
* * * FOR CT7-2A, CT7-2D, CT7-2D1
ECU Connector (W4P1) Sockets Np Sensor Connector (W4P2)
Sockets
9 to A
8 to B
20 to C
21 to D
(c) Check sockets A, B, C, and D and 9, 8, 20, and 21 for short circuits.
No shorted circuits allowed.
(d) Check each socket for short circuit to the outer metal braid of cable.
No short circuits allowed. Minimum resistance must be 1 megohm.
(e) If yellow cable is faulty, replace yellow cable (74-00-00, REMOVAL AND
INSTALLATION).
(f) If cable is not faulty, reconnect yellow cable to ECU and to Np sensor.
F. Ng Indicating System Check.
(1) Remove aircraft cable from E3 connector on swirl frame.
(2) Measure resistance between pins 20 and 21 in connector W3P1. Resistance
must be 2.0 to 3.5 ohms. If reading is out-of-limits, check for short or
open circuit as follows:
MM72-00-00
ENGINE - TEST
(a) Remove green cable from alternator connector.

(b) Measure resistance between pins 4 and 5 on alternator connector J1.
Resistance must be 2.0 to 3.5 ohms.
(c) If reading is within limits, replace green cable (74-00-00, REMOVAL AND
INSTALLATION). If reading is out-of-limits, replace alternator stator
(74-00-00, REMOVAL AND INSTALLATION).
G. Torque and Overspeed Sensor System Check.
sockets in multimeter. Short the leads together. Adjust indicator to read
zero. Set switch to position so that low resistance can be accurately read on
scale. Be sure that all electrical connectors are tight. The following checks
are for testing the circuits in the torque and overspeed sensor and for
testing the circuits in the blue cable that connect the sensor to the ECU.
These checks are used to determine if the sensor or the blue cable should be
replaced.
CIRCUITS.
ECU, using multimeter (see paragraph 7.D for instructions and resistance
limits).
(2) Set selector switch at position 5. If reading is out-of-limits in paragraph
7.D or if an open or short circuit is found, do steps (3) and (4) to
isolate the fault to either the torque and overspeed sensor or the blue
cable.
(3) Check torque and overspeed sensor as follows:
(a) Disconnect blue cable (W4P3) from sensor.
(b) Measure resistance between pins A and C and between pins B and D in
connector J1 on the sensor. Normal resistance for both readings is
between 13 and 21 ohms. Check each pin for short circuit-to-ground. No
(c) If readings are out-of-limits in step (3), circuit is faulty. Replace
torque and overspeed sensor (74-00-00, REMOVAL AND INSTALLATION). Do
overspeed check as required (para 6.F).
(4) Check the blue cable as follows:
(a) Disconnect blue cable from ECU and from torque and overspeed sensor.
circuits allowed).
* * * FOR ALL
ECU Connector (W5P1) Sockets Sensor Connector (W5P3)
Sockets
3 to D
10 to C
11 to B
12 to A
(c) Check sockets 3, 10, 11, and 12 or A, B, C, and D for short circuits.
MM72-00-00
ENGINE - TEST
No short circuits allowed.

(d) Check each socket for short circuit to outer metal braid of cable. No
short circuits allowed. Minimum resistance must be 1 megohm.
(e) If cable is faulty, replace cable (74-00-00, REMOVAL AND INSTALLATION).
(f) If cable is not faulty, reconnect blue cable to ECU and to torque and
overspeed sensor.
* * * FOR CT7-2A
H. Sequence Valve Overspeed System Check.
zero. Set switch to position so that low resistance can be accurately read on
scale. Be sure that all electrical connectors are tight. The following checks
are for testing the circuits in the sequence valve and for testing the
circuits in the blue cable that connect the ECU to the sequence valve. These
checks are used to determine if the sequence valve or the blue cable should be
replaced.
1.5 VOLTS DC. A VOLTAGE GREATER THAN 1.5 VOLTS DC MAY DAMAGE THE ECU
CIRCUITS.
ECU, using multimeter. (Refer to paragraph D for instructions and
resistance limits).
(2) Set selector switch at position 6. If resistance value is out-of-limits,
the circuit is open or shorted. Do steps (3) and (4) to isolate the fault
to either the sequence valve or to the blue cable.
(3) Check sequence valve as follows:
(a) Disconnect blue cable from sequence valve.
CAUTION: BE SURE NOT TO BEND PINS WHEN DOING THIS CHECK; OTHERWISE, THEY MAY
BREAK.
(b) Measure resistance between pins 1 and 3 and between pins 2 and 4 in the
J1 connector on the sequence valve. Normal resistance for both readings
is between 18-24 ohms. Check each pin for short circuit-to-ground. No
(c) If readings are out-of-limits in step (b), the circuit is faulty.
Replace sequence valve (73-00-00, REMOVAL AND INSTALLATION).
(4) Check blue cable as follows:
(a) Disconnect blue cable from ECU and sequence valve.
(b) Check continuity between the following connectors (no open circuits
allowed):
ECU Connector (W5P1) Sockets Valve Connector (W5P2)
Sockets
5 to 1
6 to 2
7 to 3
8 to 4

MM72-00-00
ENGINE - TEST
(c) Cross-check each socket to all other sockets within connector W5P1 and
connector W5P2 for short circuits. No short circuits allowed.
(e) If faulty, replace blue cable (74-00-00, REMOVAL AND INSTALLATION). Do
overspeed check.
(f) If cable is not faulty, reconnect blue cable to ECU and to sequence
valve.
* * * FOR CT7-2D, CT7-2D1
H. ODV Overspeed System Check.
sockets in multimeter. Set switch to position so that low resistance can be
accurately read on scale. Short the leads together. Adjust indicator to read
zero. Be sure that all electrical connectors are tight. The following checks
are for testing the circuits in the overspeed and drain valve (ODV) and for
testing the circuits in the blue cable that connect the ECU to the ODV. These
checks are used to determine if the ODV or the blue cable should be replaced.
CIRCUITS.
ECU, using multimeter. (See paragraph D for instructions and resistance
limits.)
(2) Set selector switch at position 6. If resistance value is out-of-limits,
the circuit is open or shorted. Do steps (3) and (4) to isolate the fault
to either the ODV or to the blue cable.
(3) Check ODV as follows:
(a) Disconnect blue cable from ODV.
CAUTION: BE SURE NOT TO BEND PINS WHEN DOING THIS CHECK; OTHERWISE, THEY MAY
BREAK.
(b) Measure resistance between pins 1 and 3 and between pins 2 and 4 in the
J1 connector on the ODV. Normal resistance for both readings is between
18-24 ohms. Check each pin for short circuit-to-ground. No short
circuits are allowed.
(c) If resistance values are out-of-limits, circuit is faulty. Replace ODV
(73-00-00, REMOVAL AND INSTALLATION).
(4) Check blue cable as follows:
(a) Disconnect blue cable from ECU and ODV.
(b) Check continuity between the two connectors (no open circuits are
allowed):
ECU Connector (W5P1) Sockets Valve Connector (W5P2)
Sockets
5 to 1
6 to 2
7 to 3

MM72-00-00
ENGINE - TEST
8 to 4
(c) Cross-check each socket to all other sockets within connector W5P1 and
connector W5P2 for short circuits. No short circuits are allowed.
No short circuits are allowed. Minimum resistance value must be 1
megohm.
(e) If faulty, replace blue cable (74-00-00, REMOVAL AND INSTALLATION). Do
overspeed check.
(f) If cable is not faulty, reconnect blue cable to ECU and to ODV.
* * * FOR ALL
I. Torque Repeatability Check.
(1) This check may be done on the ground or at altitude. If it is done on the
ground, aircraft should be headed into the wind to reduce the effects of
exhaust gas ingestion. If it is done at altitude, all steps must be done at
same altitude. In either case, all steps must be done at the same OAT and
at the same Np.
(2) Check the torque system for repeatability as follows:
(a) Slowly increase engine power until T4.5 / ITT reaches 1202°F (650°C).
If 1202°F (650°C) is exceeded, reduce power until T4.5 / ITT is below
1112°F (600°C), and then slowly approach 1202°F (650°C) again in an
increasing direction.
(b) Stabilize T4.5 / ITT at 1202°F (650°C) for 1 minute, and record torque,
Ng, and T4.5/ ITT .
(c) Increase power until T4.5 / ITT is 1292°-1382°F (700°-750°C).
(d) Now slowly reduce power until T4.5 / ITT is 1202°F (650°C). If you go
below 1202°F (650°C), increase power until T4.5 / ITT is 1292°-1382°F
(700°-750°C), and then slowly approach 1202°F (650°C) again in a
decreasing direction.
(e) Stabilize T4.5 / ITT at 1202°F (650°C) for 1 minute, and record torque,
Ng, and T4.5/ ITT .
(f) With aircraft on the ground, reduce power quickly to ground idle speed.
Record torque, Ng, and T4.5 / ITT with engine stabilized at ground idle
speed.
(g) Compare the torque value recorded in step (b) with that recorded in
step (e). The difference between the two values in the repeatability
error.
(3) The following conditions indicate a torque system repeatability problem:
(a) A repeatability error of more than 10% torque, 360 lb in. when checked
as specified in step (2).
(b) Transient torque splits that match up during steady-state operation.
(c) Torque is high at ground idle speed (0-3% is normal).
(d) Torque split of more than 5% during normal steady-state operation.
J. Engine Serviceability Test for No or Low Oil Pressure.
(1) Remove scavenge screens (79-00-00), one at a time, and inspect them for
contamination. Place any particles in suitable containers. Record on tag
MM72-00-00
ENGINE - TEST
the sump from which particles were found, and attach tag to container.
Reinstall scavenge screens (79-00-00).
(2) Remove electrical chip detector (79-00-00). Analyze particles, SERVICING,
(if any). Clean chip detector (79-00-00). Place particles that are removed
in suitable container. Tag container. Reinstall chip detector (79-00-00).
(3) During engine operation, monitor the following:
(a) Oil pressure and oil temperature illumination.
(b) Chip detector light coming on.
(c) Changes in vibration level.
(d) An uncontrolled deceleration in % Ng and rise in T4.5 / ITT indicating
a possible bearing seizure.
(4) Start engine. Run engine at ground idle speed for 2 minutes.
(5) Record oil pressures and oil temperatures versus % Ng for power settings
used and compare them with previous engine records.
(6) Advance the PAS control / SIF switch to FLY. Increase collective pitch to a
torque value just below that which should lift the helicopter off the
ground (single engine). Note torque, and run engine at this condition for
10 minutes.
(7) Decrease collective pitch and return the PAS control / SIF switch to IDLE.
Run engine at this condition for 2 minutes.
(8) Advance the PAS control / SIF switch to FLY. Increase collective pitch to
the torque noted in step (6). Run engine at this condition for 10 minutes.
(9) Decrease collective pitch and return PAS control / SIF switch to IDLE. Run
engine at this condition for 2 minutes.
(10) Repeat steps (8) and (9) three more times to complete a 1-hour engine run.
(11) Shut down engine.
(12) Remove electrical chip detector (79-00-00) and scavenge screens (79-00-
00). Inspect detector and screens for contamination.
(13) If contamination is found in chip detector and in scavenge screens, clean
them (79-00-00).
(14) If no contamination is found in chip detector or in scavenge screens and
if engine has run for 60 minutes with no faults, reinstall chip detector
(79-00-00) and scavenge screens (79-00-00). Operation can be continued.
(15) Discard particles found in scavenge screens and chip detector (steps (1)
and (2)).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
K. Thermocouple Assembly Check.
zero. Set switch at a position that will allow low resistance to be accurately
read on scale. Be sure that all electrical connectors are tight. The following
checks are for testing the circuits in thermocouple assembly and for testing
the circuits in yellow cable that connect the thermocouple assembly to the
ECU. These checks are used to determine if the thermocouple assembly of the
yellow cable should be replaced.

MM72-00-00
ENGINE - TEST
CIRCUITS.
ECU, using multimeter. (Refer to paragraph D for instructions and
resistance limits.) Set selector switch at position 2. If the reading is
out-of-limits, or if an open or short circuit is found, do steps (2) and
(3) to isolate the fault to either the thermocouple assembly or the yellow
cable.
(a) Disconnect the yellow cable from the ECU and from thermocouple
assembly.
circuits allowed):
Thermocouple Connector (W4P7) ECU Connector (W4P1) Sockets
Sockets
A or D to 28
B or C to 29
CAUTION: BE SURE CONNECTIONS ARE SECURE WHILE FLEXING CABLE TO PREVENT CABLE
REJECTION.
(c) Check for circuit resistance between sockets A or D to socket 28.
Circuit resistance must be less than 0.50 ohm as follows:
When checking for circuit resistance, flex braided cable while
observing multimeter. Using hand, grasp braided cable approximately 3
inches down from thermocouple connector (W4P7) and hold cable vertical
to floor. With other hand, bend thermocouple connector end of cable
75°-90° towards the 12 o'clock position, using a smooth bending motion.
Repeat flexing of cable for the 3, 6, and 9 o'clock positions. Circuit
resistance must remain steady during flexing. A change in circuit
resistance of 0.01 ohm or greater is cause for rejection.
(d) Check for circuit resistance between sockets B or C to socket 29.
Circuit resistance must be less than 1.00 ohm. Flex thermocouple
connector (W4P7) as in step (c).
(e) Check sockets 28 and 29 for short circuit to outer metal braid of cable
while flexing cable per step (c). No short circuits allowed. Minimum
resistance must be 1 megohm.
(f) Check for short circuits between sockets 28 and 29 in connector W4P1,
while flexing cable per step (c). No short circuits allowed. Minimum
resistance must be 1 megohm.
(g) If cable is faulty, replace (74-00-00, REMOVAL AND INSTALLATION).
(3) Check the thermocouple assembly as follows:
(a) Check pins C and D for short circuit to outer metal braid of cable. No
(b) If the circuit is shorted, replace the thermocouple assembly (74-00-00,
REMOVAL AND INSTALLATION).
L. Preliminary Ignition Check.
MM72-00-00
ENGINE - TEST

read on scale. Be sure all electrical connectors are tight. The following
checks are for testing the circuits in the alternator, yellow cable, and
ignition exciter assembly. These following checks will determine which
components should be replaced.
(1) Disconnect aircraft cable from the E3 connector on swirl frame flange.
Measure resistance at the following pins at the E3 connector:
CAUTION: DO NOT USE MULTIMETER CAPABLE OF PRODUCING OUTPUT VOLTAGES GREATER
THAN 1.5 VOLTS DC. A VOLTAGE GREATER THAN 1.5 VOLTS DC MAY DAMAGE ECU
CIRCUITS.
* * * FOR CT7-2A
(a) Resistance between pins 21 and 22 must be 1.5-2.5 ohms. If readings are
outside these limits, the circuit is open or shorted. Remove alternator
connector W3P1, and check cable for pin-to-pin continuity and for pin-
to-pin ground shorts; pin-to-pin ground and continuity between 1 and
21, 2 and 22, 3 and 23, 4 and 24, 5 and 25. No open or short circuits
allowed. If cable is not faulty, measure resistance between pins 1 and
2 at J1 connector on alternator stator. Resistance must be between 1.2
to 2.5 ohms.
* * * FOR CT7-2D, CT7-2D1
(a) Resistance between pins 17 and 18 must be 1.5-3.0 ohms. If readings are
outside these limits, the circuit is open or shorted. Remove alternator
connector W3P1, and check cable for pin-to-pin continuity and for pin-
to-pin ground shorts; pin-to-pin ground and continuity between 1 and
21, 2 and 22, 3 and 23, 4 and 24, 5 and 25. No open or short circuits
allowed. If cable is not faulty, measure resistance between pins 1 and
2 at J1 connector on alternator stator. Resistance must be 1.5 to 3.0
ohms.
(2) If resistance is out-of-limits, replace alternator stator (74-00-00,
(3) Isolate the fault to either the yellow cable or the ignition exciter
assembly as follows:
(a) Disconnect the yellow cable from the alternator stator and from
ignition exciter assembly.
(b) Check continuity between the following pins in the two connectors: pins
1 to 1 and pins 2 to 2. Check connectors for shorts between pins 1 and
2.
(c) No open or short circuits allowed. If open or short circuits exist,
replace yellow cable (74-00-00, REMOVAL AND INSTALLATION).
(d) If cable checks are within limits, measure resistance between pins 1
and 2 on J1 connector ignition exciter assembly. If resistance is not
0.6-1.5 ohms, replace ignition exciter assembly (74-00-00, REMOVAL AND
INSTALLATION).
* * * FOR CT7-2E1
L. Preliminary Ignition Check.

MM72-00-00
ENGINE - TEST
(1) Use a multimeter for this check. Connect multimeter leads to resistance
zero. Set switch at a position that will allow low resistance to be
accurately read on scale. Be sure all electrical connectors are tight. The
following checks are for testing the circuits in the alternator, green
cable, and ignition exciter assembly. These following checks will determine
which components should be replaced. Before performing procedure, ensure
all other applicable procedures in FADEC FAULT ISOLATION 001 and Non-FADEC
FAULT ISOLATION 002, Figure 109 (Table No Start (Fuel Mist Seen Coming from
Tailpipe)), have been completed.
(a) Disconnect ignition exciter at P20 and measure connector J20 at pins 1
to 3 looking toward the alternator. Resistance should be between 2 and
6 ohms. Measure resistance between each pin, 3 and 1, to the connector
back shell. No short circuits allowed. If resistance is out-of-limits,
continue to step 2. Otherwise, replace the ignition exciter.
(b) Disconnect alternator at P30 and measure connector J30 at pins 9 to 10.
Resistance should be between 2 and 6 ohms. If resistance is out-of-
limits, replace alternator. Otherwise, replace green cable.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
M. Alternator and Yellow Cable Check.
read on scale. Be sure that all electrical connectors are tight. The following
checks are for testing the alternator windings and the circuits in yellow
cable that connects ECU to the alternator. These following checks will
determine if alternator stator or yellow cable should be replaced.
CIRCUITS.
ECU, using multimeter. See paragraph D for instructions and resistance
limits. Set selector switch at position 1.
If reading is out-of-limits or if an open or short circuit is found, do
steps (2) and (3) to isolate the fault to either the alternator or the
yellow cable.
(2) Check the alternator as follows:
(a) Disconnect yellow and green cable from alternator.
(b) Measure resistance between pins 3 and 5 in connector J2 on alternator.
Reading must be 1.5 to 4 ohms.
(c) Check both pins for short circuits-to-ground. No short circuits
allowed.
(d) If reading is outside these limits, circuit is open or shorted. Replace
alternator stator (74-00-00, REMOVAL AND INSTALLATION).
(a) Disconnect yellow cable from ECU and from alternator.
(b) Check continuity between the two connectors as shown below (open
MM72-00-00
ENGINE - TEST
circuits allowed):
ECU Connector (W4P1) Sockets Alternator Connector (W4P5)
Sockets
30 to 3
31 to 4
19 to 5
(c) Check for short circuits between sockets 3, 4, and 5 in connector W4P5.
No short circuits allowed.
(e) If yellow cable is faulty, replace it (74-00-00, REMOVAL AND
INSTALLATION).
(f) If yellow cable is not faulty, reconnect it to ECU and to alternator.
* * * FOR ALL
N. Electrical Ignition Lead Check.
(1) Remove electrical ignition leads (74-00-00).
(2) Check for continuity from socket on one end of lead to socket on other end
of lead. If continuity is not indicated, install new electrical ignition
lead (74-00-00).
(3) Check lead for short-to-ground by testing socket at one end of electrical
ignition lead for shorts to metal braid. if lead is shorted or if
resistance is less than 500k ohms, install a new electrical ignition lead
(74-00-00).
(4) Repeat steps (2) and (3) for other electrical ignition lead.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
O. Electrical Chip Detector Circuit Check.
WARNING: REMOVING ELECTRICAL CHIP DETECTOR
TO PREVENT BEING BURNED BY HOT OIL, WEAR PROTECTIVE GLOVES WHEN REMOVING
CHIP DETECTORS.
(1) Remove electrical chip detector (79-00-00). Leave green electrical
connector attached to chip detector.
WARNING: TESTING ELECTRICAL CHIP DETECTORS
ELECTRICAL CHIP DETECTORS ARE POWERED BY AIRCRAFT AC ELECTRICAL POWER. TO
PREVENT ELECTRICAL SHOCK, DO NOT HOLD DETECTOR IN BARE HANDS WHEN MAKING
THE FOLLOWING TEST.
(2) Hold detector by grasping electrical cable.
(3) Turn aircraft power on to electrical chip detector circuit.
(4) Place insulated screwdriver across gap of chip detector, and ground
detector to engine.
(5) Check to see that chip detector light comes on. If not remove and inspect
green electrical cable.
(6) Reinstall electrical chip detector (79-00-00).
P. Aircraft Np Demand System, Loadshare Indicating Cable, and Instrument

MM72-00-00
ENGINE - TEST
Indicating Cable Check.

This procedure outlines aircraft checks to be made for both engine systems,
whether the fault is in the Np potentiometer or in the aircraft cable that
connects to the E-1 connector on the engine ECU.
(1) Check aircraft cables for loose connectors and for damaged pins or sockets
according to applicable Aircraft Maintenance Manual.
(2) Disconnect aircraft cable connector from ECU connector, and check aircraft
cable connector as follows:
(a) Check for short circuits between sockets 18 and 20 and between sockets
19 and 20. No short circuits allowed. Check each socket for shorts-to-
aircraft ground. Minimum resistance must be 1 megohm.
(b) Check for short circuits between aircraft ground and sockets 3, 18, 19,
20, 21, and 22. No short circuits allowed.
(c) Check resistance between sockets 18 and 20, 19 and 20, and 21 and 20.
See applicable Aircraft Maintenance Manual for limits and for
circuitry. If an open circuit is found during these checks, check
continuity in cable between sockets 18, 19, 20, and 21, and
corresponding pin at other end of circuit.
(d) Check beeper trim system for proper operation at four or more settings
from min beep to max beep. Resistance between pins 20 and 21 (common to
wiper) on both engine systems must not differ from one another by more
than 300 ohms for a given trim setting.
(e) If resistance differs by more than 300 ohms, there is probably a fault
in the aircraft trim system. Correct the fault (refer to applicable
Aircraft Maintenance Manual).
(f) Check for continuity in the load share circuits from socket 23 of the
No. 1 engine to socket 24 of the No. 2 engine and from socket 23 of the
No. 2 engine to socket 24 of the No. 1 engine. No open circuits
allowed. Check each socket for short-to-aircraft ground. No shorts-to-
aircraft ground allowed. Minimum resistance must be 1 megohm.
(g) With both E-1 connectors removed, check for short circuits between
aircraft ground and sockets 3, 6, 8, 9, 10, 11, 12, 14, 16, 17, and 22
on each connector. No short circuits allowed. Minimum resistance must
be 1 megohm, except that sockets 9 and 11 may indicate continuity to
aircraft ground if aircraft instrumentation is grounded because of
design intention. See applicable Aircraft Maintenance Manual for
circuit details and resistance values.
(h) Check sockets 1, 2, 3, 5, 6, 7, 8, 9, 10, 11, 12, 14, 16, 17, 18, 19,
20, 21, 22, 23, and 24 for shorts circuits between each connector
socket and each socket within the connector. No short circuits allowed
with the following exceptions:
1 Sockets 1 and 2 (aircraft generator circuits) must indicate
continuity if the generator is directly connected and/or if the
circuit breaker is not open. Refer to applicable Aircraft
Maintenance Manual for circuit details and resistance value.
2 Sockets 3 and 22 are load share circuit commons, and there must be
continuity between the two.
Q. E-1 Harness Overtemperature Check.
MM72-00-00
ENGINE - TEST
(1) Disconnect the E-1 harness from the ECU on both the No. 1 and No. 2
engines.
(2) Using a multimeter, check for a short circuit between sockets 24 and 16 and
between sockets 23 and 16 on both engines. No short circuits allowed.
R. Yellow Cable Overtemperature Check.
(1) Disconnect yellow cable from the following:
• ECU (W4P1)
• History recorder
• Np sensor
• HMU
• Ignition exciter
(2) Check W4P1 connector for short circuits between all sockets and check the
outer metal braid of yellow cable. No short circuits allowed.
(3) Check for short circuits between all sockets. No short circuits allowed.
(4) If yellow cable is faulty, replace it.
(5) If yellow cable is not faulty, reconnect it.
S. Operational Check of Differential Pressure Switch on the Particle Separator
Blower.
The blower contains differential pressure switch which compares inlet static
pressure versus impeller chamber pressure. When the differential pressure
drops below 9 inches of water, the switch closes and activates the off light
of the blower. During normal operation, when aircraft power is on and gas
generator speed is below 65%, off light of blower should be "on"; at speeds
above 65% Ng, this light should be "off".
If light is on at speeds above 65% Ng, a mechanical or electrical failure is
indicated, and a resistance reading should be taken at the switch, using an
ohmeter or equivalent.
(1) With the engine shut down and switch set to light on mode, resistance
readings must be as follows:
PIN Combinations Resistance
1-2 0.5 Ohm Max
2-3 300 K Ohms Min
1-3 200 K Ohms Min
(2) With the engine operating above 65% and switch in the light off mode,
resistance readings must be as follows:
PIN Combinations Resistance
1-2 200 K Ohms
2-3 0.5 Ohm Max
1-3 200 K Ohms
(3) If above requirements are not met, and if green cable is not defective,
replace differential pressure switch (72-60-00, REMOVAL AND INSTALLATION).

MM72-00-00
ENGINE - TEST
* * * FOR ALL
T. Green Cable Oil Pressure Transmitter Circuit Check.
CIRCUITS.
NOTE: A multimeter must be used for this check.
(1) Disconnect electrical connector (W3P2 - green cable) at oil pressure
transmitter, and disconnect aircraft cable connector (E3) at electrical
connector (W3J1 - green cable) on swirl frame.
(2) Check continuity of green cable from connectors W3P2 to W3J1 as follows (no
open circuits allowed):
W3P2 Sockets W3J1 Pins
1 to 7
2 to 6
3 to 5
(3) Check electrical connector (W3P2) for short circuits between sockets 1, 2,
and 3. No short circuits allowed.
(4) Check electrical connector (W3P2) for short circuits to aircraft ground
from sockets 1, 2, and 3. No short circuits allowed.
(5) If green cable is faulty, replace cable (74-00-00, REMOVAL AND
INSTALLATION).
(6) If green cable is not faulty, reconnect it to oil pressure sensor, and
reconnect aircraft cable connector (E3) to electrical connector (W3J1 -
green cable) on swirl frame.
U. Igniter Plug Serviceability Check.
(1) Remove both igniter plugs from midframe ports (74-00-00). Be sure that
ignition leads have been grounded to engine.
(2) Connect ignition leads to plugs.
(3) Install slave igniter plugs into midframe ports.
WARNING: IGNITER PLUGS
• BEFORE ENERGIZING THE IGNITION CIRCUIT, BE CERTAIN THAT NO FUEL OR OIL
PRESENT. HAVE FIRE EXTINGUISHING EQUIPMENT PRESENT.
• HIGH VOLTAGE IS PRESENT. BE CERTAIN THE IGNITION UNIT AND PLUGS ARE
GROUNDED BEFORE ENERGIZING THE CIRCUIT.
• NEVER TOUCH OR MAKE CONTACT WITH THE ELECTRICAL OUTPUT CONNECTOR WHEN
OPERATING ANY IGNITION COMPONENT.
• NEVER HOLD OR MAKE CONTACT WITH THE IGNITER PLUG WHEN ENERGIZING THE
IGNITION COMPONENT.
(4) Place PAS in OFF position and perform a rollover with ignition ON. Observe
plugs for sparks. If igniter plugs are providing approximately two sparks
per second, igniter plugs are serviceable. Otherwise, replace igniter plug.
(5) Remove slave igniter plugs and install serviceable plugs into midframe
ports (74-00-00).

MM72-00-00
ENGINE - TEST
* * * FOR ALL
Figure 516 ECU Circuit Continuity Switch Box for S39 Connector
(2C90085G01)

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL
TASK 72-00-00-200-801
This section provides inspection procedures, requirements, and general
instructions that apply to engine modules. Before starting any of the following
inspections, read INSPECTION section in Standard Practices Manual GEK 9250, 70-30-
00.
2. Definition of Inspection Terms.
Go to Table 601.
TABLE 601. DEFINITION OF INSPECTION TERMS
Term Definition Causes
Abrasion Roughened surface. May vary Foreign material between moving
from light to severe. parts.
Bend Distortion in a part. Severe use of heat, or
Curvature out of proper excessive force.
contour.
Blister Raised portions of the Poor original bond with base.
surface, usually where the Possible aggravation by heat or
surface has separated from the pressure.
base. Generally found on
surface-treated parts (plate
or painted surfaces).
Break Separation of part. Severe force, pressure or
overload.
Brinelling Indentation of the surface, Incorrect assembly or
usually found on ball or disassembly procedure used on
roller bearings. bearings, or application of
excessive force on bearing free
race.
Brittleness Loss of resiliency in base Severe use of heat or cold or
material. possible chemical action.
Buckling Large deformation of contour; Severe pressure, impact of a
a bulge in a surface. foreign object, or heat
distortion.
Burnishing Smoothing of a metal surface Operation of mechanical parts.
by mechanical action, but
without a loss of material,
generally found on plain
bearing surfaces. Surface
discoloration is sometimes
present around outer edges.
Normal burnishing from
operational service is not
detrimental if coverage
approximates carrying load and
there is no evidence of burns.
MM72-00-00
ENGINE - INSPECTION
Burr Rough edge or sharp Excessive wear or poor

projection. machining.
Chatter Mark Surface irregularity. Machining process, minor
defect.
Chipping Break away of small metallic Heavy impact of foreign object.
particles.
Coking Buildup of carbon deposits. Deterioration of lubricants or
incomplete combustion.
Corrosion Formation of many small pits Oxidation of particles.
which cumulatively create a
wide cavity (usually shallow)
in surface of part.
Crack Parting of parent material or Severe stress from overloading
of metal in a welded zone with or shock; possible extension of
or without deformation of a scratch. Also caused by
adjacent areas. thermal expansion, vibration,
and material fatigue.
Crazing A mesh of minute hairlike Temperature changes or
cracks on glazed or baked-on deformation of parent metal.
surfaces which do not
penetrate into parent metal.
Dent Smooth cavity in surface. Careless handling or striking
Material is displaced, not of the part; operational wear
separated. with foreign object
interference.
Electrolytic Action Surface breakdown. Galvanic action between
dissimilar metals.
Erosion Metal carried away. Sand, gas or liquid.
Fatigue Failure Progressive yielding to Cracks, tool marks, sharp
repeated stress of one or more corners, nicks, galling,
local areas, caused by the inclusions, corrosion,
cumulative effect of insufficient tightening of
scratches, sharp indentations, studs, or bolts.
cracks, tool marks and
inclusions. As the stress is
repeated, cracks develop, then
spread, usually from the
surface (or near the surface)
of the particular section.
Finally, so little sound
material remains that the
normal stress on the part
exceeds the strength of the
remaining material. This
results in separation. It is
not caused by metal
crystallization and can easily
be determined by visual
MM72-00-00
ENGINE - INSPECTION
inspection of the part. There

shall be evidence of several
more or less concentric lines.
The center (or focus) of the
lines indicates the origin of
the failure.
Flaking Pieces of a plated or painted Imperfect bond or severe load.
surface breaking away.
Fracture Same as Break.
Fretting Loss of fine particles of Rubbing action between parts.
metal.
Galling Accumulation of foreign Movement of two surfaces in
material deposited on contact with one another under
surfaces. severe pressure.
Glazing Covering a hard, glossy Pressure, oil, and heat in
surface on plain bearing areas combination.
(sometimes a desirable
condition).
Gouging Wide, rough scratching or Presence of a rather large
group of scratches, usually foreign body between parts in
accompanied by one or more motion.
sharply impressed corners, and
sometimes by deformation or
removal of material.
Grooving Long, narrow, continuous Concentrated wear due to
channels having no sharp abnormal-relative motion of
edges. parts.
High Metal Displaced surface metal. Nicks, scratches, gouges, or
dents.
Hot Gas Corrosion The corrosion of unprotected This kind of corrosion differs
metal (with no coating) that from that normally found on
has been exposed to hot gases. surfaces attacked only by salt
When first exposed, the in the atmosphere. In hot-gas
surface becomes rough and corrosion, the hot gases
appears to be pitted and convert sulphur to sulphide in
pockmarked. Also, there is a the presence of salt. The metal
noticeable difference in the is attacked by the resulting
colors of the exposed and deposits.
unexposed surfaces. Further
exposure of surface to hot
gases causes it to blister
and, in time, flake off in
layers.
Leakage The flow of liquid drop(s) or The flow of liquid drop(s) or
streak(s) that are streak(s).
continuously running and
reappear within 30 minutes
after surface is cleaned.
MM72-00-00
ENGINE - INSPECTION
Mushrooming Displacement of metal, curling Blade tip rubs.

outward from the center of
part, that leaves edge or tip
of part shaped like a
mushroom.
Nick Sharp indentation. Negligent handling of parts or
foreign object damage during
engine operation.
Peening Surface deformation. Foreign object damage.
Pickup A burr, subject to being Insufficient lubrication,
transferred from one part to unbroken edges of press-fitted
another. parts. Seizure of rotating
parts during operation.
Improper manufacture.
Pitting Minute depressions of Chemical action: oxidation of
cavities, without sharp, high- surface; electrolytic action.
stress corners. Mechanical action: chipping of
loaded surfaces due to improper
clearances and overloading;
presence of foreign material.
Scoring Deep scratches or elongated Presence of chip between loaded
gouging. surfaces that have relative
motion.
Scratch Long, narrow, sharp-cornered Movement of a sharp object
impression. across the surface.
Seepage The appearance of oil (about Oil on a surface.
one drop) on a surface. Oil
does not reappear within 30
minutes after cleaning. This
condition is acceptable.
Spalling Sharply roughened area Surface crack, inclusions, or
characteristic of progressive similar surface injury that
chipping or peeling of surface causes a progressive breaking
material. away of the parent material.
Stress A cause of several types of Compression: action of two
engine part failures, directly opposed forces which
generally divided into five tend to squeeze, bend, twist,
groups according to cause: stretch or otherwise apply
compression, shear, shock, abnormal pressures to a part.
tension, and torsion.
Shear: action of two opposed
parallel forces.
Shock: instantaneous
application of stress.
Tension: action of two directly
opposed forces which act to
pull apart.

MM72-00-00
ENGINE - INSPECTION
Torsion: action of two opposing

forces around a common axis.
Weepage Staining, discoloration or Oil getting onto or into a
change in appearance of a surface.
surface due to oil getting
onto or into a surface.
Discoloration may feel damp
when touched. This condition
is acceptable. No liquid drops
or visible running streaks are
allowed.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
3. Preflight Check.
Do the following checks before making the first flight or engine run of the day.
A. Visually inspect engine inlet and exhaust for FOD.
B. Check oil level indicator and, if required, service oil tank (SERVICING).
C. Perform a ground power assurance check for CT7-2A, or HIT check for CT7-2D/-
2D1 engines (TEST).
D. Perform an overspeed check (TEST).
* * * FOR CT7-2E1
3.A. Preflight Check and On-Condition Inspection Requirements.
Refer to CT7 TURBOSHAFT ENGINE MAINTENANCE PROGRAM 002.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
4. On-Condition Inspection Requirements.
A. Go to Table 602, Table 602A, Table 602B, Table 602C, and Table 603 for on-
condition inspection requirements.
TABLE 602. DEFINITION OF REQUIRED INSPECTIONS FOR ON-CONDITION
MAINTENANCE PLAN
Inspection Interval Definition
Preflight Check:
"A" Daily Visual checks, oil level
servicing and performance
check.
Opened Cowling
Checks:
"B" and Multiples Refer to applicable aircraft Servicing and visual check of
MRB document and SB (CT7-TS) engine for general condition
72-01. and operational system tests.
Periodic
Inspections:
"C" and Multiples Refer to applicable aircraft In addition to B-check
MRB document and SB (CT7-TS) requirements, certain general
72-01. visual checks for security of

MM72-00-00
ENGINE - INSPECTION
installation, and some system

checks.
Replacement of Life-
Limited Parts:
"D" Refer to applicable aircraft Refer to SERVICE LIFE LIMITS,
MRB document and SB (CT7-TS) 5-11-00 for applicable life-
72-01. limited parts and go to Table
603 for inspection
requirements.
TABLE 602A.. ON-CONDITION INSPECTION REQUIREMENTS (INTERVALS A, B, AND
C)
* * * FOR CT7-2A
Maintenance Manual
Inspect Interval Section
A. Ground power assurance check. A (Daily) 72-00-00
B. Engine inlet and exhaust (visual A (Daily) 72-00-00
inspection) for FOD and condition.
C. Oil level servicing. A (Daily) 72-00-00
D. Check power turbine overspeed system:
• Individual buttons A (Daily) 72-00-00
• Individual buttons and both buttons B 72-00-00
E. History recorder readings (also read when B 72-00-00
engine is removed or when life-limited
part is replaced).
F. Exterior of engine for evidence of oil, B 72-00-00
fuel, or air leaks, and general condition.
G. Oil and fuel lines, electrical cables, and B 73-00-00
air hoses for general condition, security, 74-00-00
and chafing. 75-00-00
79-00-00
* * * FOR OIL COOLER PN 6044T95
H. Oil cooler for fuel or oil leakage at 12 B 79-00-00
o'clock weep hole.
* * * FOR CT7-2A
I. Power turbine case (area adjacent to, and B 72-00-00 (see
just aft of, the stage 3 nozzle bolt paragraph 12)
circle).
J. Visually inspect compressor stage 4 bleed B 75-00-00
line (forward seal pressure tube and seal
pressure and scavenge tube assembly) for
general condition and security.
K. Anti-icing bleed and start valve check. E 72-00-00

MM72-00-00
ENGINE - INSPECTION
* * * FOR ENGINES NOT MODIFIED TO SB (CT7-TS) 73-7

KA. HMU external leak check. B (see Note 2) 72-00-00
L. HMU P3 leak check. B (see Note 2) 72-00-00
* * * FOR CT7-2A
M. ECU lockout check. B 72-00-00
N. LDS control rigging operational check. B 72-00-00
O. Compressor cleaning (more frequent 2B (50 FH) 72-00-00
cleaning may be required based on Ground
Power Assurance Check, or Performance
Trend Monitoring results, or both).
P. Inspect fuel injector signature (carbon 4B (100 FH) 72-00-00 (see
deposits must be present on combustion paragraph 4.E.)
liner baffles at the 11, 12, 1, and 2
o'clock positions (aft looking forward)).
OR
Remove and test fuel injector flow rate C 73-00-00
for the fuel injectors located at the 11,
12, 1, and 2 o'clock positions (aft
looking forward).
Q. Perform alternator stator resistance 4B (100 FH) 72-00-00
check.
* * * FOR CT7-2A
R. Actuating system linkage assembly, C 72-35-00
actuating rings, and levers for general 72-37-00
condition, binding, and freedom of
movement.
S. Electrical chip detector for general C 72-00-00
condition, cleanliness, and circuit 79-00-00
checks.
T. Borescope engine for obvious distress and C 72-00-00
general condition.
U. T2 sensor for cleanliness and general C 72-00-00
condition.
V. Perform hot section inspection and C (see Note 1) 72-00-00
cleaning.
W. Visually inspect and clean all electrical C 74-00-00
connectors.
X. ECU circuit check through S39 connector. C 72-00-00

MM72-00-00
ENGINE - INSPECTION
Y. Inspect for missing deflector assembly C 75-00-00

set-screw; then inspect, clean, and
lubricate piston bores in anti-icing bleed
and start valve.
* * * FOR CT7-2A
Z. Inspect torque and overspeed and Np sensor C 74-00-00
for wear step on shoulder and tip wear.
AA. Remove and test fuel injector flow rate 4C (2000 FH) 73-00-00
for all fuel injectors.
NOTE 1: Applies only to operations in a "dirty" environment.
NOTE 2: Applies only to operations in a "high ambient temperature" environment or
whenever the OAT exceeds 77°F (25°C) more than 160 days per year.
TABLE 602B.. ON-CONDITION INSPECTION REQUIREMENTS (INTERVALS A, B, AND
C)
* * * FOR CT7-2D
Maintenance Manual
A. HIT check. A (Daily) 72-00-00
• Individual buttons and both buttons 3B (30 FH) 72-00-00
E. Exterior of engine for evidence of oil, B 72-00-00
F. Oil and fuel lines, electrical cables, and B 73-00-00
79-00-00
G. Oil cooler for fuel or oil leakage at 12 B 79-00-00
o'clock weep hole.
* * * FOR CT7-2D
H. Power turbine case (area adjacent to, and B 72-00-00 (see
circle).
I. Visually inspect compressor stage 4 bleed B 75-00-00

MM72-00-00
ENGINE - INSPECTION
J. History recorder readings (also read when 3B (30 FH) 72-00-00

part is replaced).
K. Anti-icing bleed and start valve check. 3B (30 FH) 72-00-00
KA. HMU external leak check. 3B (30 FH) (see 72-00-00
Note 2)

L. HMU P3 leak check. 3B (30 FH) (see 72-00-00
Note 2)
* * * FOR CT7-2D
M. ECU lockout check. 3B (30 FH) 72-00-00
N. Compressor cleaning (more frequent 5B (50 FH) 72-00-00
cleaning may be required based on HIT
Check, or Performance Trend monitoring
results, or both).

O. Perform alternator stator resistance 10B (100 FH) 72-00-00
check.
* * * FOR CT7-2D
P. Actuating system linkage assembly, C 72-35-00
movement.
Q. Electrical chip detector for general C 72-00-00
checks.
R. Borescope engine for obvious distress and C 72-00-00
general condition.
S. T2 sensor for cleanliness and general C 73-00-00
condition.
T. Remove and test fuel injector flow rate C 73-00-00
looking forward).
U. Perform hot section inspection and C (see Note 1) 72-00-00
cleaning.
V. Visually inspect and clean all electrical C 74-00-00
connectors.
W. ECU circuit check through S39 connector. C 72-00-00

MM72-00-00
ENGINE - INSPECTION
X. Inspect for missing deflector assembly C 75-00-00

and start valve.
* * * FOR CT7-2D
Y. Inspect torque and overspeed and Np sensor C 74-00-00
Z. Remove and test fuel injector flow rate 4C (2000 FH) 73-00-00
TABLE 602C.. ON-CONDITION INSPECTION REQUIREMENTS (INTERVALS A, B, AND
C)
* * * FOR CT7-2D1
Maintenance Manual
A. HIT check. A (Daily) 72-00-00
• Individual buttons and both buttons B 72-00-00
E. History recorder readings (also read when B 72-00-00
part is replaced).
F. Exterior of engine for evidence of oil, B 72-00-00
G. Oil and fuel lines, electrical cables, and B 73-00-00
79-00-00
H. Oil cooler for fuel or oil leakage at 12 B 79-00-00
o'clock weep hole.
* * * FOR CT7-2D1
I. Power turbine case (area adjacent to, and B 72-00-00 (see
circle).
J. Visually inspect compressor stage 4 bleed B 75-00-00

MM72-00-00
ENGINE - INSPECTION

K. Anti-icing bleed and start valve check. B 72-00-00
L. ECU lockout check. B 72-00-00
M. Compressor cleaning (more frequent 2B (60 FH) 72-00-00
cleaning may be required based on HIT
Check, or Performance Trend monitoring
results, or both).

N. Perform alternator stator resistance 5B (150 FH) 72-00-00
check.
* * * FOR CT7-2D1
O. Actuating system linkage assembly, C 72-35-00
movement.
P. Electrical chip detector for general C 72-00-00
checks.
Q. Borescope engine for obvious distress and C 72-00-00
general condition.
R. T2 sensor for cleanliness and general C 73-00-00
condition.
S. Remove and test fuel injector flow rate C 73-00-00
looking forward).
T. Perform hot section inspection and C (see Note 1) 72-00-00
cleaning.
U. Visually inspect and clean all electrical C 74-00-00
connectors.
V. ECU circuit check through S39 connector. C 72-00-00
W. Inspect for missing deflector assembly C 75-00-00
and start valve.
* * * FOR CT7-2D1
X. Inspect torque and overspeed and Np sensor C 74-00-00
Y. Remove and test fuel injector flow rate 4C (2400 FH) 73-00-00
MM72-00-00
ENGINE - INSPECTION

* * * FOR CT7-2A, CT7-2D, CT7-2D1
TABLE 603. ON-CONDITION INSPECTION REQUIREMENTS INTERVAL D
INTERVAL D
REPLACEMENT OF
LIFE-LIMITED MAINTENANCE
INSPECTION CHECKS PARTS MANUAL SECTION
A. Ground power assurance check for CT7-2A, or X 72-00-00
HIT check for CT7-2D/-2D1 engines.
B. History recorder readings. X 72-00-00
C. Engine casings. X 72-00-00
D. Oil and fuel tubes, electrical cables, and X 74-00-00
air hoses. 73-00-00
79-00-00
75-00-00
E. Actuating system linkage assembly, actuating X 72-35-00
rings, and levers. 72-37-00
F. Electrical chip detector. X 79-00-00
72-00-00
G. Inlet separator boot. X 72-34-00
H. Power turbine module assembly. X 72-50-00
(1) Power turbine drive shaft. X 72-52-00
(2) C-sump cover and heat shield. X 72-50-00
(3) Turbine case. X 72-52-00
(4) Exhaust frame. X 72-51-00
(5) Stage 3 nozzle. X 72-52-00
(6) Power turbine rotor assembly. X 72-52-00
I. Hot section module. X 72-40-00
(1) Stage 1 nozzle assembly. X 72-43-00
(2) Combustion liner. X 72-40-00
* * * FOR CT7-2A
(3) Primer nozzles. X 73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(4) Igniter plugs. X 74-00-00
(5) Gas generator stator. X 72-42-00
(6) Stages 1 and 2 gas generator turbine X 72-41-00
rotor.

MM72-00-00
ENGINE - INSPECTION
(7) Face-type seal. X 72-43-00

J. Diffuser and midframe casing assembly. X 72-39-00
K. Radial drive shaft assembly. X 72-60-00
L. Exposed electrical connectors. X 74-00-00
B. Check alternator stator resistance as follows:
(1) Disconnect yellow cable from J2 connector on alternator stator.
(2) Using a multimeter, check resistance to ground by measuring pin-to-casing
resistance for each of the five pins in the J2 alternator stator connector.
Minimum resistance must be 20 megohms.
(3) If reading is less than 20 megohms, circuit is shorted or has an impending
short. Replace alternator stator (74-00-00, REMOVAL AND INSTALLATION).
B. Check HMU packings and seals for external leakage, using fuel pressure, as
A. follows (not required for HMU controls modified in accordance with SB (CT7-TS)
73-7):
(1) Pressurize the fuel system (for aircraft fuel boost pump operation, refer
to applicable Aircraft Flight Manual) and make sure that the fuel system
has been primed (TEST).
(2) Advance PAS to LOCKOUT (maximum position) until a steady stream of fuel is
draining from the engine overboard drain.
(3) Return PAS to IDLE.
(4) Observe the HMU for signs of fuel leakage for a period of 3 minutes.
(5) If fuel leakage is noted, return PAS to OFF and replace HMU (73-00-00,
C. Check HMU P3 packings for leakage (not required for HMU controls modified in
accordance with Service Bulletin (CT7-TS) 73-3) as follows:
NOTE: • The following two steps can be used to check for HMU P3 leakage.
• Step (2) is optional, but preferred if HMU P3 Check Kit LMT 884 is available.
(1) Check for leakage using fuel pressure as follows:
NOTE: The objective of this check is to detect defective packings in the P3
bellows. This is accomplished by removing the P3 tube at the HMU,
pressurizing the HMU internally using aircraft prime/boost pump, and
observing the HMU fitting for evidence of leakage.
(a) Remove the HMU P3 hose and tube assembly (CT7-2A) or P3 tube assembly
(CT7-2D/-2D1) (75-00-00, REMOVAL AND INSTALLATION).
(b) Pressurize the fuel system (for aircraft fuel boost pump operation
refer to applicable Aircraft Flight Manual) and be sure fuel system has
been primed (TEST).
(c) Advance PAS to LOCKOUT (maximum position) until a steady stream of fuel
is draining from engine overboard drain.
(d) Return PAS to IDLE.
(e) Observe the P3 union on the HMU for signs of fuel leakage for a period
of three minutes. No leakage is allowed.

MM72-00-00
ENGINE - INSPECTION
(f) If leakage is noted return PAS to OFF and replace HMU (73-00-00,
REMOVAL AND INSTALLATION). If no leakage was noted, and step (2) is not
being performed, install the HMU P3 hose and tube assembly (CT7-2A) or
P3 tube assembly (CT7-2D/-2D1) (75-00-00, REMOVAL AND INSTALLATION).
(2) Check for leakage using HMU P3 Check Kit LMT 884.
(a) If not already removed, remove the HMU P3 hose and tube assembly (CT7-
2A) or P3 tube assembly (CT7-2D/-2D1) (75-00-00).
(b) Turn off aircraft fuel boost pump (refer to applicable Aircraft Flight
Manual) and advance PAS to LOCKOUT (maximum position) to release the
pressure built up inside the HMU body. Leave the PAS in the LOCKOUT
position.
(c) Perform P3 Check as follows:
NOTE: Be sure all components of P3 Check Kit LMT 884 are clean to prevent
contamination of HMU.
1 Close shutoff valve (5, Figure 601) and vent shutoff valve (8).
Adjust pressure regulator (4) to zero pressure position (full
counterclockwise (CCW)).
WARNING: HIGH-PRESSURE TESTING
• HIGH PRESSURES USED DURING TESTING MAY CAUSE RUPTURING OR
BURSTING OF FAULTY TUBES AND HOSES. THE RESULT COULD BE SERIOUS
INJURY.
• TO PREVENT INJURY, COVER ALL TUBES AND HOSES WITH A SUITABLE
SAFETY SHIELD DURING TESTING.
• WHEN CAPS OR PLUGS ARE USED, BE SURE THEY ARE SECURELY INSTALLED
TO PREVENT THEM FROM BEING BLOWN OUT.
• BE SURE THAT PRESSURES ARE BLED OFF BEFORE EXPOSING OR TOUCHING
HOSES OR TUBES.
2 Charge the accumulator (2) to a 100 PSIG setting on gauge (3), using
compressed air or a handpump rated to 120 PSIG. Remove air supply.
3 Connect MS/AN P3 adapter line (7) as shown in (Figure 601).
(d) Connect adapter line (7) to HMU P3 fitting.
(e) Open shutoff valve (5) and adjust air pressure to 10 PSIG, using
pressure regulator (4) and gauge (6).
(f) Check all fittings and valves for leaks.
(g) Close valve (5) and adjust regulator (4) (full CCW) to release pressure
in the accumulator side of kit.
(h) Observe gauge (6) for a pressure decrease for a period of three
minutes. No decrease in pressure is allowed (see step k).
(i) Open vent shutoff valve (8) to release pressure and remove MS/AN P3
adapter line (7) from HMU P3 fitting.
(j) Return PAS to OFF.
(k) If a pressure decrease was noted in step (h), replace HMU (73-00-00,
REMOVAL AND INSTALLATION). If no pressure loss was noted, install the
HMU P3 hose and tube assembly (CT7-2A) or P3 tube assembly (CT7-2D/-
2D1) (75-00-00, REMOVAL AND INSTALLATION).

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2A
D. Perform LDS rigging operational check as follows:
CAUTION: DO NOT EXCEED ENGINE AND AIRCRAFT OPERATING LIMITS AS DAMAGE TO ENGINE
MAY RESULT.
(1) With both engines operating, position aircraft into prevailing wind to
minimize hot gas ingestion.
(2) Set both PAS controls to fly and set LDS controls at FULL DOWN (flat pitch)
position.
(3) Using engine trim (beep) switches, set Nr and Np at 100%.
(4) Retard PAS (of engine not being checked) to IDLE.
(5) Retard PAS (of engine being checked) to 72% Np, then advance PAS to 97% to
98% Np.
NOTE: If acceleration times differ by more than 2 seconds, transient torque
splits may occur.
(6) Acceleration time for Nr and Np (72% to 98%) must be 5 to 7 seconds. If
out-of-limit, check Rotor Blade Pitch Control Linkage and LDS Rigging.
Refer to applicable Aircraft Maintenance Manual.
(7) Repeat steps (1) through (6) for untested engine.
E. Inspect fuel injector signature by checking for the presence of carbon
deposits on combustion liner baffles. (Para 5).

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 601 HMU P3 Check Kit - LMT 884

* * * FOR ALL
5. Borescoping Engine.
This section provides detailed instructions for inspecting the engine using
borescope kit 2C90190P01.
CAUTION: • BORESCOPES ARE DELICATE INSTRUMENTS. HANDLE ALL PIECES OF BORESCOPE
CAREFULLY AND RETURN THEM TO PROTECTIVE CASE WHEN NOT IN USE.
• ALLOW INTERNAL COMPONENTS OF ENGINE TO COOL TO 100°F (38°C) OR LESS (OR
TO AMBIENT TEMPERATURE OR LESS) BEFORE BORESCOPING. BORESCOPE PROBE CAN
BE DAMAGED IF IT IS USED IN AN ENVIRONMENT THAT IS HOTTER THAN 150°F
(66°C).
(1) Inspection of the engine using a borescope is done at the following 3 areas
(see Figure 602 for borescope port locations):
(a) Compressor forward borescope inspection: stage 1 compressor blades and
MM72-00-00
ENGINE - INSPECTION
visible portions of inlet guide vanes are inspected. View through port
(2).
(b) Compressor aft borescope inspection: compressor blades and vanes are
inspected. View through ports (3) or (5).
(c) Combustion section borescope inspection: combustion liner done, inner
shell, outer shell and stage 1 turbine nozzle partitions are inspected.
View through ports (1) and (4), or (6).
(2) On built up engines, some ports cannot be reached due to mounting of
aircraft interface hardware. Do not remove interface hardware to use such
ports. For engines to be installed on left side of aircraft, ports (3) and
(6) cannot be used. Use port (5) instead of (3), and use port (4) instead
of port (6). For engines on right side of aircraft, use port (3) instead of
(5), and use port (6) instead of port (4).
TT-I-735
SURFACES.
• INHALATION OF VAPORS CAN CAUSE DROWSINESS, DIZZINESS, AND HEADACHE.
CONTACT OF LIQUID WITH SKIN MAY CAUSE DERMATITIS AND IRRITATION.
THOROUGHLY WITH WATER. REMOVE SOLVENT-SATURATED CLOTHING. IF VAPORS
CAUSE DROWSINESS, GO TO FRESH AIR.
• STORE SOLVENT AND DISPOSE OF LIQUID-SOAKED CLOTHES IN APPROVED METAL
SAFETY CONTAINER.
CONTINUITY.
(3) Clean eyepiece, probe tip (lens), and end of light bundle using isopropyl
alcohol.
(4) Hand crank engine (SERVICING).
B. Light Source Setup.
See Figure 603.
NOTE: Power cable adapter is used to adapt the power cable from the light source
to power receptacle. Be sure proper adapter is used for applicable
receptacle.
(1) Open case; raise lid; and pull down tray (2, Figure 603) with stored
borescopes.
(2) Place ON/OFF switch (6) in OFF position and turn light intensity control
(7) completely counterclockwise.
(3) Connect light source to 115-volt, 60 Hz power source using power cable
adapter (1).
C. Inspection of Compressor Forward Section.
The instructions in this paragraph describe the use of right-angle rigid
MM72-00-00
ENGINE - INSPECTION
borescope (3, Figure 603). Borescope inspection of stage 1 blades and inlet
vanes is done through port (2, Figure 602). See Figure 604, and go to Table
604 for inspection limits. Proceed as follows:
(1) Open inlet guide vanes, using an open-end wrench on flat of actuating
shaft. Inlet guide vanes are open when hydromechanical control unit (HMU)
variable geometry shaft is fully retracted.
(2) Connect light carrier of right-angle borescope (3, Figure 603) to light
source port (8).
(3) Remove borescope plug from port No. 2 (Figure 602) using a small ratchet
and extension.
CAUTION: BE EXTREMELY CAREFUL WHEN INSERTING BORESCOPE INTO ENGINE TO AVOID
DAMAGING BORESCOPE.
(4) Place ON/OFF switch (6, Figure 603) ON, and adjust light intensity control
(7) to give best viewing. Insert borescope into port No. 2 (Figure 602).
(5) Position probe so that stage 1 blades can be seen through inlet guide vanes
(Figure 604). Light carrier should be pointing towards front of engine.
(6) Slowly rotate rotor by handcranking engine (SERVICING). Inspect all stage 1
blades (there are 20 of them). Move probe in or out so that entire length
of blade can be seen. Look closely at leading edge and tips of blades.
(7) Rotate probe and inspect all visible inlet guide vanes. Move probe in and
out to view as much of inlet guide vanes as possible.
(8) When inspection is completed, turn light intensity control (7, Figure 603).
counterclockwise and place ON/OFF switch to OFF. Carefully remove
borescope.
(9) Disconnect borescope from light source port (8). Place borescope in tray
(2).
WARNING: ANTISEIZE COMPOUND
BRAYCOTE 655
• CONTACT WITH THESE MATERIALS CAN CAUSE IRRITATION TO SKIN AND EYES.
• AFTER ANY PROLONGED SKIN CONTACT, WASH CONTACTED AREA WITH SOAP AND
WATER. IF MATERIAL CONTACTS EYES, FLUSH THEM THOROUGHLY WITH WATER.
(10) Coat threads of borescope plug with antiseize compound Braycote 655 and
install plug into port No. 2 (Figure 602), using a small ratchet and
extension. Tighten plug to 90-110 lb in.
(11) Reinstall any components that were removed during the hand-cranking of the
engine (SERVICING).
TABLE 604. INSPECTION OF COMPRESSOR ROTOR STAGE 1 BLADES, INLET GUIDE
VANES, MAIN FRAME BORESCOPE PLUG AND PORT
Max Repairable
Inspect Usable Limits Limits Corrective Action
NOTE: • Blended blades and vanes are common in engines returned to service from
overhaul.
• When compressor damage limits are approaching the usable limits and the
borescope inspection is inconclusive, removal of the right-hand compressor case
(72-36-00, DISASSEMBLY AND ASSEMBLY) may be necessary to further inspect blades
MM72-00-00
ENGINE - INSPECTION
and vanes to determine if damage is acceptable or unacceptable.

A. Stage 1 blades
(Figure 605) for:
(1) Dents and tip Any number of Refer to Remove right-hand
curl. blades with smooth corrective action. case half (72-36-
deformations are 00, DISASSEMBLY
allowed within the AND ASSEMBLY) and
limits shown in inspect compressor
Figure 605 if rotor blades (72-
engine performance 38-00,
is acceptable. INSPECTION).
Tears and nicks in
curled area are
acceptable if
usable limits in
item (4) are not
exceeded.
NOTE: Cracks or scratches in coating may have the appearance of cracks in parent
metal. Be sure to distinguish and evaluate if crack or scratches appear in
coating or in parent metal.
(2) Cracks. None allowed in Refer to Remove right-hand
parent metal. Any corrective action. case half (72-36-
number of cracks, 00, DISASSEMBLY
nicks, and AND ASSEMBLY) and
scratches allowed inspect compressor
in coating. rotor blades (72-
38-00,
INSPECTION).
(3) Erosion. Any amount of Refer to Remove right-hand
erosion in coating corrective action. case half (72-36-
and parent metal, 00, DISASSEMBLY
if engine AND ASSEMBLY) and
performance is inspect compressor
acceptable. rotor blades (72-
38-00,
INSPECTION).
(4) Tears and sharp
nicks not
associated with
erosion in:
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(a) Area A. None allowed on Any amount, if Remove right-hand
inner 25% of minimum chord compressor case
airfoil leading length is half (72-36-00,
edge. maintained after DISASSEMBLY AND
blending. ASSEMBLY) and
blend and
recontour leading
MM72-00-00
ENGINE - INSPECTION
edges of stage 2
blades (72-38-00,
REPAIR).
* * * FOR CT7-2E1
(a) Area A. None allowed on Refer to Remove right-hand
inner 25% of corrective action. compressor case
airfoil leading half (72-36-00,
edge. DISASSEMBLY AND
ASSEMBLY) and
inspect compressor
rotor blades (72-
38-00,
INSPECTION).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(b) Area B. Any amount, 1/32 Any amount, if Remove right-hand
inch deep on the minimum chord compressor case
middle 25% of length is half (72-36-00,
airfoil leading maintained after DISASSEMBLY AND
edge. blending. ASSEMBLY) and
blend and
recontour leading
edges of stage 2
blades (72-38-00,
REPAIR.
* * * FOR CT7-2E1
(b) Area B. Any amount, 1/32 Refer to Remove right-hand
inch deep on the corrective action. compressor case
middle 25% of half (72-36-00,
airfoil leading DISASSEMBLY AND
edge. ASSEMBLY) and
inspect compressor
rotor blades (72-
38-00,
INSPECTION).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(c) Area C. Any amount, 1/8 Any amount, if Remove right-hand
inch deep on outer minimum chord compressor case
50% of airfoil length is half (72-36-00,
leading edge. maintained after DISASSEMBLY AND
blending. ASSEMBLY) and
blend and
recontour leading
edges of stage 2
blades (72-38-00,
REPAIR).
* * * FOR CT7-2E1
(c) Area C. Any amount, 1/8 Refer to Remove right-hand
MM72-00-00
ENGINE - INSPECTION
inch deep on outer corrective action. compressor case

50% of airfoil half (72-36-00,
leading edge. DISASSEMBLY AND
ASSEMBLY) and
inspect compressor
rotor blades (72-
38-00,
INSPECTION).
* * * FOR ALL
B. Inlet guide vanes
(Figure 605) for:
(1) Cracks and torn Not allowed. Not repairable. Replace engine.
metal except in
sheet metal
cover.
(2) Cracks in sheet Any number, any Not repairable. Replace engine.
metal cover. length, if there
is no danger of
pieces breaking
out.
(3) Torn or missing Not allowed. Not repairable. Replace engine.
metal in sheet
metal cover.
(4) Sharp nicks. None allowed. Not repairable. Replace engine.
(5) Dents and bends. Smooth minor Not repairable. Replace engine.
deformation
allowed.
(6) Erosion. Allowable, unless Not repairable. Replace engine.
there is an
unacceptable loss
of engine
performance.
C. Main frame borescope
plug (Figure 606)
for:
(1) Cracks. None allowed. Not repairable. Replace plug.
(2) Missing or None allowed. Not repairable. Replace plug.
damaged threads.
(3) Wrench damage in Any amount, Not repairable. Replace plug.
corners of square without high
drive socket. metal, if plug can
be installed
properly.
(4) Discoloration. Any amount. Not applicable. Not applicable.
(5) Nicks and Any amount. Not applicable. Not applicable.
scratches, except
MM72-00-00
ENGINE - INSPECTION
on threads.
D. Main frame borescope
port (Figure 602)
for:
(1) Cracks (including None allowed. Not repairable. Replace engine.
brazed joint on
main frame boss).
(2) Nicks and Any number, 1/64 Same as usable Blend high metal
scratches. inch deep, without limits, with high to adjacent
high metal. metal. contour (GEK 9250,
70-42-00).
D. Inspection of Compressor Aft Section.
The instructions in this paragraph describe the use of right-angle rigid
borescope (3, Figure 603). Borescope inspection of stage 5 blades and vanes is
done through port No. 3, (Figure 602) for right-hand engine installations
where the inboard port No. 5 is not accessible. For left-hand engine
installation, use port No. 5. Go to Table 605 for inspection limits.
TABLE 605. INSPECTION OF COMPRESSOR ROTOR STAGE 5 BLADES, STAGE 5
VANES, IMPELLER VANES, AND COMPRESSOR CASE BORESCOPE PLUGS
Max Repairable
CAUTION: USE EXTREME CARE WHEN INSERTING BORESCOPE INTO ENGINE TO AVOID DAMAGE TO
BORESCOPE. DO NOT ALLOW TIP OF BORESCOPE TO RUB AGAINST TURNING ROTOR.
A. Blades and vanes
(Figure 608) for:
(1) Sharp nicks None allowed. Refer to 72-38-00 - Inspection of
and cracks. Compressor Rotor Assembly and 72-36-00 -
Inspection of Compressor Stator Assembly.
(2) Erosion. Allowed unless Same as item (1).
there is an
unacceptable loss
in engine
performance.
(3) Dents and Smooth or minor Same as item (1).
bends. deformation
allowed.
B. Compressor case
borescope plug
(Figure 609) for:
(1) Cracks. None allowed. Not repairable. Replace plug.
(2) Missing or Up to one damaged Same as usable Using a 0.250-28
damaged or missing thread limits, with crossed UNJF-3B die, chase
threads. without crossed threads or loose threads and remove
threads or loose material. loose materials.
material.

MM72-00-00
ENGINE - INSPECTION
(3) Wrench damage Any amount, Not repairable. Replace plug.

on corners of without high
square drive metal, if plug can
socket. be installed
properly.
(5) Nicks and Any number, 1/64 Same as usable Blend high metal (GEK
scratches, inch deep, without limits, with high 9250, 70-42-00).
except on high metal. metal.
threads.
(1) Connect right-angle rigid borescope (3, Figure 603) to light source port
(8).
(2) Remove borescope plug (Figure 607) from borescope port No. 3 or No. 5, as
applicable (Figure 602).
(3) Place ON/OFF switch (6, Figure 603) at ON and adjust light intensity
control (7) for best viewing. Insert borescope into port (3 or 5, Figure
602).
(4) Position borescope probe so that stage 5 blades can be seen through space
between stage 5 vanes (Figure 607, view A). Light carrier should be
pointing to aft end of engine.
(5) Slowly rotate rotor by handcranking engine (SERVICING). Inspect all stage 5
blades (there are 32 of them). Move borescope probe in or out of port to
view entire length of blade.
(6) Rotate borescope probe and inspect all visible stage 5 vanes. Move
borescope in or out of port to view as much of the vane as possible.
(7) Position borescope probe so that impeller vanes can be seen, view B. Light
carrier should be pointing toward front of engine.
(8) Slowly rotate rotor by handcranking engine (SERVICING). Inspect all
impeller vanes for damage.
(9) When inspection is complete, turn light intensity control (7, Figure 603)
counterclockwise and place ON/OFF switch (6) to OFF. Carefully remove
borescope probe from engine.
(10) Disconnect borescope from light source port (8). Put borescope in tray
(2).
(11) Inspect compressor case borescope plug (table 605).
BRAYCOTE 655
MATERIAL.
(12) Coat threads of borescope plug with antiseize compound Braycote 655.
(13) Install borescope plug into port No. 3 or 5 (Figure 602). Torque plug to
55-70 lb in.
(14) Reinstall any components that were removed during the handcranking of the
engine (SERVICING).
MM72-00-00
ENGINE - INSPECTION
E. Inspection of Combustion Section.

The instructions in this paragraph describe the use of the retrospective rigid
borescope (11, Figure 603). Borescope inspection of combustion liner and stage
1 nozzle vanes on CT7-2A engines is done through inspection ports No. 1, 4 and
6 (Figure 602). Ports No. 4 and 6 only are used on CT7-2D/-2D1/-2E1 engines.
Go to Table 606 for inspection limits. Proceed as follows:
WARNING: DISCONNECTING IGNITION LEADS
• HIGH VOLTAGE MAY BE PRESENT. CONTACT WITH CENTER CONDUCTOR OF ELECTRICAL
CABLE OR CENTER ELECTRODE OF IGNITER PLUG WILL CAUSE ELECTRIC SHOCK IF
THE BLEED RESISTORS INSIDE IGNITION UNIT HAVE FAILED.
• BEFORE REMOVING IGNITER PLUG, BE SURE THAT DISCHARGE CONNECTOR IS
GROUNDED.
(1) Disconnect ignition lead from igniter plug at port No. 4 or 6. Remove nut
and igniter plug.
(2) Connect retrospective rigid borescope (11, Figure 603) to light source port
(8).
(3) Place ON/OFF switch (6) at ON and adjust light intensity control (7) to
give best viewing. Insert borescope probe carefully into port No. 4 or 6
(Figure 602).
(4) Insert probe through hole in combustion liner so that stage 1 nozzle can be
seen. Light carrier should be pointing to front of engine (Figure 610,
Figure 611, and Figure 612).
(5) Rotate and move probe in or out to permit viewing as many nozzle vanes as
possible.
(6) Rotate probe and inspect combustion liner. Adjust depth of probe and
inspect areas around dome, swirlers, fuel injectors and baffles. Inspect
carbon deposits on baffles (fuel injector signature). Lack of carbon
deposits indicates low flow or plugged fuel injector.
(7) Adjust probe depth and inspect areas around igniter and primer nozzles.
(8) Adjust probe depth until outer shell can be seen.
(9) Starting at swirlers, inspect all visible areas of outer shell until stage
1 nozzle comes into view. Make several viewing sweeps, changing depth of
probe each time, until all areas have been thoroughly inspected.
TABLE 606. INSPECTION OF STAGE 1 TURBINE NOZZLE VANES AND COMBUSTION
LINER
Maximum Serviceable
Inspect/Check Limits Corrective Action
A. Stage 1 turbine nozzle vanes
(Figure 613) for:
(1) Discoloration and Any amount. No corrective action
surface roughness. necessary.
(2) Nicks, scratches, Any amount. No corrective action
scores, dents, and necessary.
deposits.
(3) Blocked cooling air Any amount. No corrective action

MM72-00-00
ENGINE - INSPECTION
passages. necessary.
B. Leading edges of stage 1
nozzle vanes for:
(1) Cracks. Any number, each crack Remove stage 1 nozzle
must not exceed 1/4 assembly and inspect (72-
inch length. Showerhead 40-00).
holes may be
interconnected by
cracks, if pieces are
not in danger of
falling out.
(2) Burns, blistering, Any amount, without Remove stage 1 nozzle
erosion, or corrosion. burn-through. assembly and inspect (72-
40-00).
C. Stage 1 turbine nozzle vanes
remaining vane body airfoil,
between inner and outer
bands for:
(1) Body cracks, including Maximum four cracks per Remove stage 1 nozzle
cracks extending to vane, up to 3/4 inch assembly and inspect (72-
leading or trailing long, in vane body or 40-00).
edge. extending from leading
edge or trailing edge
into body. Cracks may
intersect each other,
if pieces are not in
danger of falling out.
(2) Blistering, erosion, or Any amount. Remove stage 1 nozzle
corrosion without burn- assembly and inspect (72-
through or missing 40-00).
material.
(3) Missing material or One area up to 3/16 x Remove stage 1 nozzle
holes. 3/16 inch per vane, if assembly and inspect (72-
no metal piece extends 40-00).
into airstream.
D. Inner and outer bands for:
(1) Cracks. Any number, if pieces Remove stage 1 nozzle
are not in danger of assembly and inspect (72-
falling out. 40-00).
(2) Blistering, erosion, or Any amount. Remove stage 1 nozzle
corrosion without burn- assembly and inspect (72-
through or missing 40-00).
material.
(3) Missing material or One area up to 1/2 x Remove stage 1 nozzle and
holes. 1/8 inch per segment, inspect (72-40-00).
if no metal piece
extends into airstream.

MM72-00-00
ENGINE - INSPECTION
E. Trailing edges of stage 1

turbine nozzle vanes (Figure
613) for:
(1) Cracks. Any number, if pieces Remove stage 1 nozzle and
are not in danger of inspect (72-40-00).
falling off.
(2) Blistering, erosion, or Any amount. Remove stage 1 nozzle and
corrosion. inspect (72-40-00).
(3) Missing pieces due to Any number, not to Remove stage 1 nozzle
burning, erosion, or exceed total area of assembly and inspect (72-
FOD. 3/4 x 1/8 inch per 40-00).
vane.
(4) Buckling or bowing. Any amount. No corrective action.
F. Combustion liner shell bands
(Figure 614 or Figure 615)
for:
(1) Circumferential cracks. Any number. Cracks Remove combustion liner
between two dilution and inspect (72-40-00).
holes are allowed if
cracks do not extend
beyond dilution holes
at either end. Cracks
crossing any number of
cooling holes are
allowed, if pieces are
not in danger of
falling out.
(2) Axial cracks. Any number across one Remove combustion liner
shell band, three and inspect (72-40-00).
cracks not to exceed
two consecutive shell
bands in length. Cracks
may cross dome-to-shell
weld joint. Parallel
cracks must be
separated by 1/4 inch
minimum and pieces must
not be in danger of
falling out.
(3) Connecting cracks. Connection of any two Remove combustion liner
axial and and inspect (72-40-00).
circumferential cracks
up to maximum limits
specified in items (1)
and (2). Limit is
exceeded when third
crack connects. Cooling
lip cracks may join
shell band cracks, if
MM72-00-00
ENGINE - INSPECTION
pieces are not in

(4) Cracks in igniter Any number originating Remove combustion liner
eyelet hole area. at eyelet hole must not and inspect (72-40-00).
exceed the maximum
length limits specified
in items (1) through
(3).
(5) Burn holes or missing Up to six area, each Remove combustion liner
pieces. area must not exceed and inspect (72-40-00).
two times the smallest
dilution hole area per
shell band. Areas
cannot be in axial
alignment on three
consecutive bands. No
metal pieces may extend
into airstream.
G. Igniter boss tack welds for Two cracked welds. Remove combustion liner
cracks. and inspect (72-40-00).
H. Combustion liner dome for:
(1) Cracks. Any number up to 2-1/2 Remove combustion liner
inches long. Cumulative and inspect (72-40-00).
length of all cracks
must not exceed 5
inches. Cracks may
cross dome-to-shell
weld joint.
Circumferential cracks
in fusion weld joint
are not allowed. Pieces
must not be in danger
of falling out.
(2) Connecting cracks. Connection of any two Remove combustion liner
cracks not running in and inspect (72-40-00).
the same direction is
allowed, if length
limits of individual
cracks do not exceed
maximum limits
specified in item (1).
Limit is exceeded when
any third crack
connects to first two
cracks. Pieces must not
be in danger of falling
out.
(3) Burn holes or missing Three burn holes or Remove combustion liner
pieces. missing pieces per and inspect (72-40-00).

MM72-00-00
ENGINE - INSPECTION
dome, each must not

exceed 1/4 inch
diamter. No metal
pieces may extend into
airstream.
I. Combustion liner cooling Ten per lip if burnout Remove combustion liner
lips (10), sheet 1 for does not exceed 3/16 x and inspect (72-40-00).
burnouts. 1/4 inch. Burnouts must
not be in axial
alignment on two
consecutive shell
bands.
J. Combustion liner baffle
(16), sheet 1 for:
(1) Cracks. Any number, any length, Remove combustion liner
if no pieces are in and inspect (72-40-00).
(2) Burnouts and missing Any amount. No corrective action
pieces. necessary.
(3) Carbon deposits. Carbon deposits must be Remove and clean fuel
present. (No carbon injectors (73-00-00).
deposits indicate
plugged fuel
injectors.)
(10) Adjust depth of probe until inner shell can be seen.
(11) Inspect all visible areas of inner shell, starting at swirlers, until
stage 1 nozzle comes into view. Make several viewing sweeps, changing
depth of probe each time, until all areas have been thoroughly inspected.
* * * FOR CT7-2A
(12) Remove borescope port plug from port No. 1 (Figure 602). Insert borescope
probe into port No. 1 and repeat steps (4) through (11).
* * * FOR ALL
(13) When inspection is completed, turn light intensity control (7, Figure 603)
counterclockwise, and place ON/OFF switch (6) at OFF. Carefully remove
borescope.
(14) Disconnect borescope from light source port (8) and place borescope in
tray (2).
(15) Install igniter plug and nut at port No. 4 or No. 6 (Figure 602). Tighten
(15° wrench-arc) nut.
(16) Reconnect ignition lead as follows:
(a) Pull back coupling nut on ignition lead to expose connector.
CAUTION: BE CAREFUL NOT TO BEND PIN IN IGNITER PLUG.
(b) Align and carefully place ignition lead connector over pin of igniter
plug. Be sure connector is firmly seated.
(c) Tighten nut until a sharp rise in resistance is felt; then tighten (15°

MM72-00-00
ENGINE - INSPECTION
wrench-arc) coupling nut.

* * * FOR CT7-2A
BRAYCOTE 655
(17) Coat threads and contacting surfaces of borescope plug and port in
midframe casing with graphite-petrolatum antiseize thread compound,
Braycote 655. Install borescope plug in port No. 1. Tighten (15° wrench-
arc) plug.
* * * FOR ALL
F. Inspection of Compressor Rotor Bore (Carbon Sleeve and Tie Rod Round Nut
Bushing) with Power Turbine Module Removed. This is not a required inspection;
however, the paragraph provides procedures and limits which may be used if a
problem is suspected.
(1) Using borescope (Figure 603), inspect compressor rotor bore, carbon sleeve,
and tie rod round nut bushing as follows:
(a) Connect light guide cable to light source (9, Figure 603). Place ON/OFF
switch (6) on light source to ON, and slowly turn light intensity
control (7) completely clockwise to test lamp inside light source.
CAUTION: BE CAREFUL NOT TO DAMAGE TIP OF BORESCOPE. SUDDEN IMPACT COULD CAUSE
LENS ON TIP TO BREAK.
(b) Insert tip of borescope (Figure 603) through bore at aft end of stage 2
turbine rotor (Figure 616).
NOTE: The carbon sleeve is located approximately 23-25 inches when measured
from aft face of stage 2 turbine rotor.
(c) Move tip of borescope towards the forward end of compressor rotor bore
until tip reaches, but does not touch, carbon sleeve.
(d) Align the reticle reference mark (black triangle inside of borescope
eyepiece) so that mark is at bottom of the viewing area.
(e) Adjust the angle lever so that the carbon sleeve can be viewed.
(f) Inspect entire carbon sleeve (table 607) for broken pieces, cracks, or
missing pieces.
(g) Move tip of borescope towards aft end of compressor rotor bore and
inspect entire length of bore for loose pieces of carbon and debris.
NOTE: • Tie rod round nut bushing has the appearance of carbon, but has a
finished appearance.
• Compressor tie rod round nut bushing is located approximately 9 inches
from aft face of stage 2 turbine rotor.
(h) Move tip of borescope so that tie rod round nut bushing can be viewed.
(i) Inspect bushing (table 607) for cracks, broken or missing pieces. Also,
inspect bore for presence of small pieces of black plastic material;
this is an indication that the bushing (part of tie rod round nut) is
damaged.
MM72-00-00
ENGINE - INSPECTION
(j) Move tip of borescope so that entire length of compressor rotor bore
can be inspected for circumferential scoring and contact marks caused
by the PT shaft (refer to Table 607 for limits).
(2) When inspection is completed, turn high intensity control (7, Figure 603)
counterclockwise, and place ON/OFF switch (6) on light source to OFF.
Carefully remove borescope from compressor rotor bore.
(3) Disconnect light source table (12) from borescope and from light source.
TABLE 607. INSPECTION OF COMPRESSOR ROTOR BORE, CARBON SLEEVE, AND TIE
ROD ROUND NUT BUSHING (POWER TURBINE MODULE REMOVED)
Maximum Serviceable
Inspect/Check Limits Corrective Action
A. Carbon sleeve (Figure Any amount, if: Using a vacuum cleaner
616) (part of stage 1 (1) Oil consumption is with tube extension,
blade disk) for broken within limits (TEST). clean compressor rotor
pieces, cracks, or bore.
missing pieces.
(2) Oil temperature and Remove and clean (79-
oil pressure are within 00-00) A-sump and C-
limits (TEST). sump scavenge screens
immediately after
initial engine
operation.
B. Tie rod nut bushing Any amount, if: Using a vacuum cleaner
(part of tie rod round (1) Oil consumption and with tube extension,
nut) for broken leakage check (at remove loose particles
pieces, cracks, or overboard drain) are from compressor rotor
missing pieces. within limits (TEST). bore. Using a right-
angle pick or a 12-inch
long screwdriver,
remove remaining
portions of damaged tie
rod nut bushing which
would be dislodged when
power turbine module
will be installed. Do
not scratch ID of
compressor rotor bore.
Using a vacuum cleaner
with tube extension,
clean compressor rotor
bore again.
(2) Oil temperature and Remove and clean (79-
oil pressure are within 00-00) A-sump and C-
limits (TEST). sump scavenge screens
immediately after
initial engine
operation.

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL
/tIGHT Slot: '1'1[11
Pall NO. UICATJON l ltSi>ECTJON
J' Mldfr _ cuing, 12:30 o ' c locll position COIItIust1on 5 ~Ct1on

,
2 Naln (r_. 1 o ' cloct POStiOll
co.p-lMsor cuing. , D'clodc: PClsl tl Dn
CoIIprfnor for-vard
COmpressor aft
,• 19"1ter por t, 8 o'c loct pos1tlon
COIIprtnor CUlll9, 8 o'clodc: poslt ton
CoIolIstion section
COIIprfnor 1ft
•
",CT1· ZA )
19'1lter por t , 4 O'c l ock POSItion CQlfOI,tStlOl1 Stctlon
,
0000$· 01 130]
Figure 602 Borescope Port Locations

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL
,
[IIi <,0
-.
''"'' uw "'"
....m
,
" ,
I ~
~
"
I. P'IIwr enlt lup ter

t. TrlJl
3. ~19ht- • .,lt rlghl Ioorneope
't7.0. light
U !IlI' llltelltl l;)' contnll
..,urn port
lftllt IOUrcl
.11 ~fn,." If"
t o Stan ,. tor 11l.,tnlCUOI .. NlII
Ind •• pur
5. TrQ
10. t llttnlCttOIll
11 . Ittro lptCt'W
U. U tllt source cd •
rlr,' Ioores«Pt
,. OI/rEF noitell
Figure 603 Borescope Kit 2C90190P01

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL
Figure 604 Compressor Forward, Port 2 - Borescope Inspection

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL
Figure 605 Compressor Rotor Stage 1 Blades, Inlet Guide Vanes -

Borescope Inspection

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL
Figure 606 Main Frame Borescope Plug - Inspection

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL
Figure 607 Compressor Aft, Port No. 3 or Port No. 5 - Borescope

Inspection

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL
Figure 608 Compressor Rotor, Stage 5 Blades, Stage 5 Vanes, and

Impeller; Typical Views - Borescope Inspection

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL
Figure 609 Compressor Case Borescope Plug - Inspection

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2A
Figure 610 Combustion Section, Port No. 1 - Borescope Inspection

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2A
Figure 611 Combustion Section, Port No. 4 or Port No. 6 - Borescope

Inspection

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1
Figure 612 Combustion Section, Port No. 4 or Port No. 6 - Borescope

Inspection

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL
Figure 613 Stage 1 Turbine Nozzle Vanes - Borescope Inspection

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2A
Figure 614 (Sheet 1) Combustion Liner - Borescope Inspection

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2A

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL
Figure 616 Compressor Rotor Bore, Carbon Sleeve, and Tie Rod Round Nut
Bushing - Inspection
6. Inspection of Engine.
(1) Used components and refinished parts recovered as products of disassembly
must be examined 100% to determine serviceability.
(2) Place all parts on an inspection table so that the inspector can check
condition of the engine or module as a complete unit. This will make it
easier to find the cause of abnormal wear on mating parts. Always check
part for obvious damage before doing a detailed inspection; then refer to
appropriate inspection paragraph for usable limits on observed defect. This
will save time by not inspecting a part first for nicks, dents, and wear,
MM72-00-00
ENGINE - INSPECTION
if it already has a 1/2 inch crack which exceeds a 1/4 inch crack limit.
B. Handling of Parts.
(1) Keep inspection area, benches, and tools clean.
(2) Use only inspection equipment (gages, measuring instruments, etc.) that
meets calibration requirements.
(3) Keep parts clean. Refer to parts cleaning summaries.
(4) Keep parts in polyethylene storage bags or similar containers.
(5) Cap or otherwise cover openings of parts. Use any special protectors
provided for a part.
(6) Do not mix parts of modules being repaired with parts of other modules
being repaired.
(7) Securely tag each part to indicate name and part number, engine or module
serial numbers, condition, and the repair or replacement disposition.
CAUTION: DO NOT USE CADMIUM-PLATED TOOLS ON TITANIUM PARTS. DOING SO MAY CAUSE
PARTS TO FAIL DURING SUBSEQUENT USE.
(8) Titanium parts require special care. When cadmium-plated tools are used on
titanium parts, it is possible for particles of cadmium to become embedded
in the titanium. At temperatures above 600°F (316°C), the cadmium can cause
the titanium to become brittle, resulting in overstressed areas and
possible cracking. Therefore, cadmium-plated tools must not be used on
titanium parts.
C. Organization of Inspection Data.
(1) Inspection data, for individual parts, consists of procedures listed in
table format, and related illustrations of the parts.
(2) Inspection tables are arranged as follows:
(a) Inspect Column - each part listed in this column must be inspected for
specific defects. For example, if wear is listed, the applicable limit
refers only to wear. Other defects, even though related to wear
(galling, pickup, fretting, etc.), are listed separately. Unless
otherwise indicated, inspect defects visually.
(b) Usable Limits Column - This column lists the allowable limits for
specific defects. If a defect is within these, the part does not
require corrective action. If the limit is exceeded and if the defect
cannot be repaired, replace the part.
(c) Max Repairable Limits Column - This column, which appears in all
inspection tables except those with borescope data, lists the limit
that is allowable if the defect is to be repaired according to the
instructions in Corrective Action column. This limit is always greater
than the limit listed in the Usable Limits column.
(d) Corrective Action Column - This column specifies the action to be taken
if the maximum repairable limit is exceeded.
7. Wrench-Arc Method for Tightening.
(1) There are four basic procedures for tightening to different degrees of arc:
15°, 30°, 60° and 120°, 90° and 180°. There is also an alternate procedure
for the 15° wrench-arc position.
MM72-00-00
ENGINE - INSPECTION
(2) The information in this section applies to all wrench-arc tightening

procedures within this manual.
(3) Before tightening nuts, be sure that all threads and all sealing and mating
surfaces are clean and free of nicks, burrs, and scratches.
(4) Lubricant used on threads must be the same as that used in engine oil
system (INTRODUCTION). Do not lubricate electrical connectors.
(5) Open-end wrenches, with 15° offset angled heads, will normally be used for
tightening nut and for wrench-arc tightening.
(6) All wrench-arc tasks require the nut to be seated tight (no torque), using
an open-end wrench.
(7) The nut is tight when:
• A sharp rise in resistance is felt (greater than run-on torque).
• Parts appear to be properly seated.
• No looseness between mating parts is noted.
B. Wrench-Arc Procedures.
When wrench-arc is specified in assembly or installation procedures, use the
following methods to tighten threaded parts:
(1) Tightening method for 15° wrench-arc (preferred method).
(a) Using an open-end wrench (Figure 617, sheet 1), snug the nut.
(b) With an open-end wrench positioned on nut, establish a line of sight
using wrench handle (view A).
(c) Use the angular difference between handle and wrench flats (15°) to
visually measure amount that the nut will have to be turned.
(d) Turn wrench until flats on nut (engaged by wrench) are aligned with
line of sight established by handle in step (c).
(2) Tightening method for 15° wrench-arc (alternate method).
(b) With an open-end wrench positioned on nut, use the engaged nut flats to
establish a line of sight (view B).
(c) Turn wrench until handle is aligned with line of sight.
(3) Tightening method for 30° wrench-arc.
(b) With open-end wrench still positioned on nut, note position of wrench
handle. (Pick out point of reference on engine in line with handle.)
(c) Invert wrench using the same nut flats. The angular difference between
the centerline of the wrenches in the two position is 30°.
(d) Turn wrench to position established in step (b).
(4) Tightening method for 60° and 120° wrench-arc (Figure 617, sheet 3). In
this method of tightening, primarily used for tube fittings, the flats on
the union are used as a reference. Wrenches other than open-end wrenches
(crowfeet or tubing wrenches) may be used. Proceed as follows:
(a) Using an open-end wrench, snug the nut.
(b) Use the corners on the coupling nut with reference to the flats on
mating union, to gage the amount that coupling nut will have to move
MM72-00-00
ENGINE - INSPECTION
(see view C).

(c) Turn coupling nut one flat for 60° wrench-arc.
(d) Turn coupling nut two flats for 120° wrench-arc.
(5) Tightening method for 90° or 180° wrench-arc (Figure 617, sheet 4). In this
procedure, wrenches other than open-end (box, tubing, crowfeet) may be
used. Any local reference, such as the engine or component centerline may
be used. Any local reference, such as the engine or component centerline
may be used to judge wrench travel. Proceed as follows:
(a) Using an open-end wrench, snug the nut.
(b) For 90° arc, turn the wrench until the handle is perpendicular (at a
right angle) to its starting position (view E).
(c) For 180° arc, turn the wrench until the handle points in the opposite
direction (view F).

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL
Figure 617 (Sheet 1) Wrench-Arc Tightening Techniques

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL

8. Tubes, Hoses, and Fittings.
A. Table 608 provides instructions for inspecting tubes, hoses, and fittings. If
inspection data for a specific tube or hose is not provided in Table 608,
refer to 73-00-00, 75-00-00, or 79-00-00, as applicable, in this manual.
B. Refer to 73-00-00, 75-00-00, or 79-00-00 for pressure test requirements of
tube or hoses.
C. Go to Table 608.
TABLE 608. INSPECTION OF TUBES, HOSES, AND FITTINGS
Max Repairable
MM72-00-00
ENGINE - INSPECTION

A. Tubes for:
(1) Splits and None permitted. Not repairable. Replace the tube.
cracks.
(2) Nicks, scratches, Any amount, up to Same as the usable Blend the high
gouges, wear 0.010 inch deep, limits, with high metal (GEK 9250,
and/or chafing. without high metal. 70-42-00).
metal.
(3) Dents. Depth of dent must Not repairable. Replace the tube.
not be more than
20% of the tube
diameter.
(4) Corrosion. Not permitted. Any amount, 0.003 Blend the tube to
inch deep maximum. remove corrosion
(GEK 9250, 70-42-
00).
B. Coupling nuts and
fittings for:
(1) Cracks. None permitted. Not repairable. Replace the
coupling nut, the
fitting, or tube
assembly.
(2) Damaged corner. Any amount, if a Same as the usable Blend the high
wrench can be limits, with high metal (GEK 9250,
used. High metal metal. 70-42-00).
is not permitted.
(3) Nicks and burrs. Any number, Any number, with Blend the high
without high high metal. metal (GEK 9250,
metal. 70-42-00).
(4) Damaged threads. One thread Same as the usable Blend the high
continuous or limits, with high metal (GEK 9250,
cumulative, metal. 70-42-00).
without high metal
or crossed
threads.
(5) Damaged sealing Any amount of Same as the usable Blend the high
surfaces. superficial limits, with high metal (GEK 9250,
defects, without metal. 70-42-00). Do a
high metal, if the pressure test.
fitting passes the
pressure test.
C. Packing grooves for Any number, up to Same as the usable Blend the high
nicks and scratches. 0.010 inch deep, limits, with high metal (GEK 9250,
without high metal. 70-42-00). Do a
metal. pressure test.
D. Captive bolts for None permitted. Not repairable. Replace the bolt.

MM72-00-00
ENGINE - INSPECTION
damaged threads.
E. Deformation of Any amount, if the Any amount. Rework the bracket
brackets. bracket can be to the usable
attached to the limits.
mating part. Fluorescent
penetrant-inspect
for cracks (GEK
9250, 70-32-02).
F. Adapter gasket for Not permitted. Not repairable. Replace the
nicks, cuts, adapter gasket.
excessive compression
set, and separation
of seals.
G. Hoses for:
(1) Kinks or Not permitted. Not repairable. Replace the hose.
buckling.
(2) Frayed or broken
wire braid on:
(a) All tube Three broken wires Not repairable. Replace the hose.
hoses. per plait, 11
broken wires per
linear foot of
hose.
(b) All fuel One broken wire Not repairable. Replace the hose.
hoses. per plait, five
broken wires per
linear foot of
hose.
WARNING: RTV-162 SILICONE RUBBER ADHESIVE/SEALANT

MIL-A-46146A
• WEAR APPROVED GLOVES AND GOGGLES/FACE SHIELD.
• VAPORS RELEASED DURING CURING ARE COMBUSTIBLE. DO NOT USE NEAR OPEN FLAMES,
NEAR WELDING AREAS, OR ON HOT SURFACES.
• DO NOT BREATHE VAPORS. USE IN A WELL-VENTILATED AREA.
• REPEATED INHALATION OF VAPOR CAN CAUSE MILD RESPIRATORY IRRITATION.
• IF ANY VAPOR CONTACTS EYES, IMMEDIATELY FLUSH AFFECTED AREA THOROUGHLY WITH
WATER FOR AT LEAST 15 MINUTES AND GET MEDICAL ATTENTION IF IRRITATION
PERSISTS.
• DO NOT INGEST. MAY BE HARMFUL IF SWALLOWED.
• IN CASE OF INGESTION, DO NOT INDUCE VOMITING. SLOWLY DILUTE USING 1-2 GLASSES
OF WATER OR MILK AND SEEK MEDICAL ATTENTION. NEVER GIVE ANYTHING BY MOUTH TO
AN UNCONSCIOUS PERSON.
• IN CASE OF SKIN CONTACT, REMOVE MATERIAL COMPLETELY WITH DRY CLOTH OR PAPER
TOWEL BEFORE WASHING WITH DETERGENT AND WATER. AFTER CONTACT, HANDS AND SKIN
SHOULD BE WASHED BEFORE EATING, DRINKING, OR SMOKING. SKIN IRRITATION IS NOT

MM72-00-00
ENGINE - INSPECTION
EXPECTED, BUT MAY OCCUR IN CERTAIN SENSITIVE INDIVIDUALS.

(3) Worn wire. Not permitted. If the broken wire Cover the worn
usable limits are area in the hose
met: wire braid with
(a) The remaining Teflon spiral
worn wires must wrap. Make sure
not be worn more that the wrap
than half their extends 1 inch
original beyond each end of
thickness. the worn area.
(b) A worn area Fasten the ends of
must not be more the wrap to the
than 0.25 square hose wire with
inch. sealant RTV-162.
(c) All worn areas
must be a minimum
of 2 inches apart.
9. Brackets and Clip Supports.
A. Table 609 gives the inspection of brackets and clip supports. If specific
inspection procedures for a bracket or clip support are not in Table 609,
refer to the appropriate section in this manual.
B. Go to Table 609.
TABLE 609. INSPECTION OF BRACKETS AND CLIP SUPPORTS
Max Repairable
A. Brackets and clip
supports for:
(1) Cracks. None permitted. Not repairable. Replace the bracket
or clip support.
(2) Deformation Any amount, if the Any amount, if the Cold-work to the
and bracket or clip bracket or clip usable limits (GEK
distortion. support can retain support can be 9250, 70-47-05).
mating parts cold-worked to the Fluorescent
securely. usable limit. penetrant-inspect
(GEK 9250, 70-32-
02, Class C).
(3) Nicks, dents, Any number. Not applicable. Not applicable.
and
scratches.
B. T2 sensing tube None permitted. Not repairable. Replace the T2
bracket for sensing tube at the
cracks. next opportunity
(75-00-00, REMOVAL
AND INSTALLATION).
C. Damaged electrical
clips:

MM72-00-00
ENGINE - INSPECTION
(1) Cracks. None allowed. Not repairable. Replace electrical

clip.
(2) Bends or Any amount, if clip Not repairable. Replace electrical
distortion. can be securely clip.
installed onto its
mating parts.
10. Electrical Connectors.
CAUTION: • DO NOT ALLOW FUEL, OIL, OR WATER TO ENTER CONNECTORS, PLUGS, OR
RECEPTACLES.
• CAP ALL ELECTRICAL CONNECTORS (PLUGS AND RECEPTACLES) WITH CLEAN, DRY,
APPROVED CAPS EXCEPT WHEN CABLE OR COMPONENT IS BEING CLEANED.
This section provides instructions for connecting and cleaning electrical
connectors.
B. Connecting Electrical Connectors.
(1) Before connecting electrical connectors, inspect connectors for the
following:
WARNING: HEATING PARTS IN OVEN
• HEAT FROM OVEN OR FROM HOT PARTS CAN CAUSE REDDENING AND BLISTERING
OF SKIN (OR THIRD-DEGREE BURNS) IF HANDS ARE NOT PROTECTED.
• IF SKIN IS BURNED, IMMERSE CONTACTED AREA IN COLD WATER FOR 10
MINUTES. IF PAIN OR BLISTERING PERSISTS, IMMEDIATELY GET MEDICAL
ATTENTION.
• USE APPROVED PROTECTIVE GLOVES WHEN PUTTING PARTS IN OR TAKING PARTS
OUT OF HOT OVEN.
(a) Inspect connectors (plugs and receptacles) to be sure they are free of
moisture. If moisture is found, remove harness or component and bake
dry at 250°F (121°C) for 2 hours. Using thermally insulated gloves,
remove harness or component from oven.
(b) Inspect connectors to be sure they are clean and free of fuel and oil.
If not, clean and dry them (step C).
(c) Inspect all connectors for bent pins. If bent pins are found, refer to
applicable inspection table (74-00-00) for repair limits.
(d) All electrical connectors must be installed dry. Do not lubricate seals
or threads.
(e) Inspect rubber seal in receptacle connector. Seal must not be swollen,
cut, or torn. If seal is damaged, replace component.
NOTE: There are two types of electrical connectors: those with hex coupling nuts
and those with knurled coupling rings.
(2) Connect electrical connectors with hex coupling nut as follows:
(a) Align keyways with mating connector. Avoid angular insertion as this
may damage pins in receptacle.
(b) Thread coupling nut onto receptacle; avoid cross-threading.
(c) Alternately push plug axially into receptacle; then tighten hex

MM72-00-00
ENGINE - INSPECTION
coupling nut (refer to applicable connector for wrench-arc value).

(3) Connect electrical connectors with knurled coupling rings as follows:
RINGS ON THE ELECTRICAL CONNECTORS. DAMAGE TO THE CABLE ASSEMBLY CAN
OCCUR.
• • DO NOT LUBRICATE THE ELECTRICAL CONNECTORS. DAMAGE TO THE
ELECTRICAL SYSTEM CAN OCCUR.
NOTE: When connecting or disconnecting a connector, ratcheting will be felt
as ring turns. This is normal and is part of the self-locking feature
of the connector.
(a) Align keyways with mating connector. Avoid angular insertion as this
may damage pins in receptacle.
(b) Thread coupling ring onto receptacle; avoid cross-threading.
(c) Alternately push plug axially into receptacle and rotate coupling ring
clockwise until plug is firmly seated and until knurled coupling ring
is hand-tightened to maximum extent. The colored circumferential line
(dark band) on the receptacle must be covered by the coupling ring.
Remove and replace cable (REPAIR 001) if there is no ratcheting of the
connector.
(e) Grasp connector and apply a side load. No relative motion between plug
and connector is allowed. If motion is noted, repeat steps (b) and (c)
until connector is firmly seated.
C. Cleaning Electrical Connectors.
TT-I-735
SURFACES.
SAFETY CONTAINER.
CONTINUITY.
WARNING: TRICHLOROTRIFLUOROETHANE
MIL-C-81302

MM72-00-00
ENGINE - INSPECTION
• REPEATED OR PROLONGED CONTACT WITH LIQUID OR INHALATION OF VAPOR CAN

CAUSE SKIN AND EYE IRRITATION, DERMATITIS, DROWSINESS, AND HEART DAMAGE.
• AFTER PROLONGED SKIN CONTACT, WASH CONTACTED AREA WITH SOAP AND WATER.
REMOVE CONTAMINATED CLOTHING. IF VAPORS CAUSE IRRITATION, GO TO FRESH
AIR; GET MEDICAL ATTENTION.
• WHEN HANDLING LIQUID IN VAPOR-DEGREASING TANK WITH HINGED COVER AND AIR
EXHAUST, OR AT AIR-EXHAUSTED WORKBENCH, WEAR APPROVED GLOVES AND
GOGGLES.
• WHEN HANDLING LIQUID AT OPEN, UNEXHAUSTED WORKBENCH, WEAR APPROVED
RESPIRATOR, GLOVES, AND GOGGLES.
CAUTION: DO NOT SOAK OR DIP CONNECTOR IN FLUID BECAUSE SEALS IN CONNECTOR WILL
SWELL.
(1) Hold spray nozzle 4-6 inches away from connector, and spray the connector
with isopropyl alcohol or trichlorotrifluoroethane.
PARTICLES PROPELLED BY COMPRESSED AIR. INHALATION OF AIR-BLOWN PARTICLES
OR SOLVENT VAPOR CAN DAMAGE LUNGS.
(2) Drain excess liquid immediately, or blow-dry, using dry, filtered, low-
velocity compressed air.
11. Inspection of Actuating System Linkage Assembly (Installed on Engine).
A. Inspect rear shaft support bearing and bracket (8, Figure 618) for axial
displacement as follows:
(1) Place a straightedge, or equivalent, across the forward face of bracket.
(2) Measure the distance from the forward face of bracket to the forward face
of spherical bearing as the linkage assembly is moved axially.
(3) Maximum axial movement allowed between bearing and bracket is 0.030 inch.
(4) If axial movement is out-of-limits, do the following:
(a) Remove actuating system linkage assembly (72-30-00, REMOVAL AND
INSTALLATION).
(b) Replace rear shaft support bearing and bracket (72-35-00, REPAIR).
(c) Reinstall actuating system linkage assembly (72-30-00, REMOVAL AND
INSTALLATION).
(d) Do required checks (TEST).
B. Inspect IGV, stage 1, and stage 2 actuating rings as follows:
NOTE: • DO NOT REMOVE HMU IDLER LINK ASSEMBLY (7, Figure 618) FROM ACTUATING
SYSTEM LINKAGE ASSEMBLY.

MM72-00-00
ENGINE - INSPECTION
• DO NOT REMOVE SAFETY WIRE FROM ANY TURNBUCKLE ASSEMBLIES.

• DO NOT ADJUST LENGTH AND DO NOT CHANGE POSITIONS OF TURNBUCKLE ASSEMBLIES.
(1) Remove locknut and bolt on actuator rod (6) from idler link assembly (7).
(2) Go to Table 610.
(3) Connect actuator rod (6) to idler link assembly (7). Install bolt and
locknut. Torque locknut to 45-50 lb in.
(4) If locknut and bolt, connecting anti-icing bleed and start valve assembly
to anti-icing bleed and start valve, was removed, reinstall them. Torque
locknut to 45-50 lb in.
TABLE 610. INSPECTION OF IGV, STAGE 1, AND STAGE 2 ACTUATING RINGS
Max Repairable
A. Stages 1 and 2
actuating rings
(2, 5, Figure
618) for:
(1) Loose bolts None allowed. Any number. Torque nuts to 16-19 lb
and self- in.
locking nuts
at the 6 and
12 o'clock
position
splitlines.
(2) Loss of Nut must not Not repairable. Replace nut. Torque nut
locking thread completely to 16-19 lb in.
feature of on bolt with
self-locking finger pressure.
nuts at the
6 and 12
o'clock
position
splitlines.
B. Entire actuating
system for:
(1) Freedom of Maximum required Any amount. Locate and repair source
movement torque must not of binding. The
between the exceed 20 lb ft individual rings must be
full open with idler link movable by hand when
and the full assembly (7) their respective link
closed disconnected. If assemblies are
positions. torque exceeds 20 disconnected.
(Use an lb ft, remove
open-end locknut and bolt
torque and disconnect
wrench on link assembly (7)
flat (9) to from anti-icing
actuate bleed and start

MM72-00-00
ENGINE - INSPECTION
system.) valve. Maximum

required torque
must not exceed 18
lb ft.
MIL-C-81302
• REPEATED OR PROLONGED CONTACT WITH LIQUID OR INHALATION OF VAPOR CAN CAUSE
SKIN AND EYE IRRITATION, DERMATITIS, DROWSINESS, AND HEART DAMAGE.
• AFTER PROLONGED SKIN CONTACT, WASH CONTACTED AREA WITH SOAP AND WATER. REMOVE
CONTAMINATED CLOTHING. IF VAPORS CAUSE IRRITATION, GO TO FRESH AIR; GET
MEDICAL ATTENTION.
EXHAUST, OR AT AIR-EXHAUSTED WORKBENCH, WEAR APPROVED GLOVES AND GOGGLES.
• WHEN HANDLING LIQUID AT OPEN, UNEXHAUSTED WORKBENCH, WEAR APPROVED RESPIRATOR,
GLOVES, AND GOGGLES.
(2) Cleanliness. Any amount of dirt Any amount. Using a lint-free towel,
is allowed, if it clean dirt from area
does not affect using
freedom of trichlorotrifluoroethane.
movement.
C. IGV, stage 1, 0.001 inch Any amount. Turn adjustment screws
and stage 2 minimum, 0.010 (4) to reduce clearance
actuating rings inch dial under thrust bearings.
(3, 2, 5) for clearance maximum Use shims to measure gap
wear of thrust under each thrust between casing and
bearings (1). bearing. bearing. Each opposite
adjusting screw must be
turned an equal amount to
maintain ring centrality.
D. Bolted on bleed
valve clevis on
torque shaft
for:
(1) Looseness. None allowed. Any amount. Remove nut and check for
wear. If no wear is
evident, reinstall the
nut and torque to 32-35
lb-in.
(2) Wear. Maximum of 0.005 Maximum of 0.005 Torque to 32-35 lb-in. if
inch. inch. less than max repairable
limit. Otherwise, replace
bleed valve clevis.

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL
Figure 618 Actuating System Linkage Assembly - Inspection

12. Power Turbine Case.
Go to Figure 619 for inspection areas and limits.

MM72-00-00
ENGINE - INSPECTION
* * * FOR ALL
Figure 619 Power Turbine Case - Inspection

13. Engine Clearances.
* * * FOR CT7-2A
(See Figure 620, sheets 1 through 7).
* * * FOR CT7-2D
* * * FOR CT7-2D1
(See Figure 621, sheets 1 through 6, and 8).
* * * FOR CT7-2E1
MM72-00-00
ENGINE - INSPECTION

~------------------------------------------------------------------------------------------------------------------
MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2A
,
OOIC1S · 0S310]
Figure 620 (Sheet 1) Clearance Drawing

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2A
NOTE
• CLEARAACt: I'lIfDElS E'Q.OSEO lit. A CUlCU Uf RaArrO TO E.. III: PUfOR!lUlCE.
• Cl.EAA.UlCf IIlJII6ERS EJIClO$[lI I_ ;.. 5QIJMt AA£ RELATEO TO [Milll: OPERATiDII.
• CLEARANCE L1"iS AilE LI STED ON S'£[T J,
,
002(75· 051100

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2A
NOTE
. CLEARANCE NLHa(ItS [rt( LOS ED IN A CIr«:L[ ARE RU.MEO 10 [IIGIU P[RFOOONCE.
CLEARMCt N~M aERS EPICLOSED IN A SQUARE ARE RELATED 10 lIlG!~l O ~ :'Ro\ II01C
. ClEARA"CE LI MITS ARE LISTED ON SHE£T 1.
,
00](15· 051100

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2A
VIEWA
ALL DIMENSIONS
ARE IN INCHES
SEE IJIEW A
HOT!
e a..EARAI'a NlMlERS ENClOSED IN A CIRa..E ARE RELATED TO ENGINE PERFOfIMN«:E
ClEARANCE NlMIERS ENClOSED IN A SQUARE ARE RELATED TO EHCINE (PfRATlON.
e ClEARMCE LIMITS ARE LlSTEDOH stEEl 1.

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2A
Hon
- ClEARANCE NUM3ERS ENClOSED INACIRCLE ARE RElATED TO ENGINE PERFORMANCE
CLEAAllNCE NUf,fiERS ENClOSfD IN ASQUARE ARE RELATED TO ENGINE OPERATlOH.
_CLEARANCE U,",TS ARe usno ON SHEEl7.
SEE VIEW C
VIEW S

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2A
8 D:"
jlo£
I
ALL DIMENSIONS
ARE IN INCHES
[]ill 1.:0 I NOTE
• CLEARANCe MJJ.'8ERS ENCLOSEO'" ACIRClE ARE RELA TED TO ENGINE PERFORMANCE
ClEARANCE NJt.IIERS ENCLOSED II ASOJARE ARE RELATED TO ENGINE OPERATION .
VIEW 0 • ClEARANCE LIMITS ARE LISTED ON SHEET 7.

MM72-00-00
ENGINE - INSPECTION
---------------------------------------------------------------------------------------------------------------------
* * * FOR CT7-2A
CUAlAIft( - .AOUl 011 .uIAl
10,
. 01
MUl lltUM
0.0001
"''''''''
AVUAGE
0.001
NAX!tUI
.Ol 0.009
.0)
."
0.00)
O. OOIS
",..
0. 011
.os 0.005 0.011
.06 0.001 0 . 004
.0>
."Jot
0.001
0.001
0. 001
...
""''' "',.
"'
II. 0.001
0. 040
0.010
III 0. 011 0.061
III 0.001 0.01l
·ZOO 0.011 D.OUS
• • 0 .001 O.OIIS
·101 0. 001 O.OIU
·ZO] 0.007 D.OIIS
·Z" 0.007 0. 0115
· 20$ 0.0115 0.01'
· ZO' 0.0015 O.ons
· Z01 O. OI1S 0.0 1S5
·ZOO O.ons 0.0115
.J" 0.0141 0.011S
.12 10 0.016 0.011
•• ,210 0.01' 0.011
til
Z.Z
m
ZU
.::•
.:::: '1ff~I5ill!i!i ~r~!;~~1~1~i'
All OIIo4ENSIOtIS
ARE '" I"CH[S

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2A
CLUJtAIlCE - UOIAL O~ AX IAL
... MUIMl!N
.. AXI ....
\V(R"'E
0.006
MAU MUM
JO' 0.00 1
0.0055
301 0 .002
J02 0.085 0.091
0 .003 0:00 41
,,.
30J
0.001 0.005
0.0030
'05 0.001
30. 0.001 0.00 30
· ]01 0. 00630 o.oon
JO. 0.001 0.005
.H· )09 -0 .001 -0.0 105
·O.OSO
'09 -0.010
· 0.0))
.... ) 10 ·O.OH
C.OO9
'10 0.004
.." 0.0(0
..,
'01
...
'OJ
·,os 0.OZ 4 0.019

.,,'
· '01
o.ens U IlO
( WIM ·IORE )
··· ·'011 0.010 0.015 -
(LOW·S TRES S)
· '011 0 .00 4 0.010 -
....
(WIDE· BORE)
."
,.... 0. 011 -
·'Il ,.""
· 412 ,.""
0.01)6
'U 3
6414
...
m
m 0 .010

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2A
CLU.IA/C[ - UD IA l 01 AlI Al
II U1 11:.11
".
OJ,
ll lIlIlIUM
0 . 085
AYERA'[ IIUIIILII
0.05~
'"
'"
'"
'"
'"
'" 0.055
0.055
'" -
'"
'01 0 . 006 0.001
0.0043
50' O.GO}
0.010
'"
,0<
°S05
0.005
0.015 O.OZO
' 506 O.OIS 0.020
° 501 0.015 0 .020
.".
sao
0 . 01S
0 . 01.5
0.020
0.020
1IO
O.osa
'"
'"
1I3
, I<
0. 100
SIS 0.0 40
'"
51> 0 . 138
lIB
'"
520
521
0.050
0.OS6
l~ l..fX1

~------------------------------------------------------------------------------------------------------------------
MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1
1'fj014tt-l

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1
NOTE
• a.E.-z:
• a.uMIG
~
...s
m.a:.
DQ.OIO 11 A tIlD! _ IO.A1tD 10 ftW
EKLOSPIII A ~ . . JIUlU 10 llm.: I'PUI••
n.
• CI.PMIQ U.rs _ UDU III .-rT 7 Irn...). JUT • (ro"'I).

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1
-

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1
NOnt
• CI..UIIIM2: -.s lICUISUI I ... CUI:U M!. IllATtO TO lI5J'-: PiN
• a.LAMIa ...as lCOSD II . . . . . IItl. IO.lltD l'O DIiJ.
• a.IMAIIIl LDmt ME WTED (II SlUT 7 Im-a), SlUT' (m-81U •
.:t.
GI'OlflCII.
.... m-a.'.
VIEW A
00114 1-(1)93J15

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1
.. ,. ...
000 14 1-4111'<05

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1
• a.r.-a _ ~ n .. CDlU . . . . . . 'II _ ,,!=!!!!,!,a.

• ~_"""UI"_"""lI_""""
~ UIIm _ US• • ~ 1 C~ • .-r, (a7.oa'IJ .

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1
nEAlAICl • UDIAllII AlIAl
... JIIII IIIUfII "U...

Ar[W[ .A"""
IOl
'" .....
0.Il001 0.001
..... -
10'
101 ......
0. 003
0. 0105
115
10,
101
.....
0.001
0. 001
'.DO<
0. 001
0. 011
'" 0. 001 0.006.

101
110
0.001
'.000 - .....
'.DOt
-.-
111 0.001 0.010
lIZ
!II .....
0.031 0. 061
0.012
, O.OU
0.007
0.011
O. Oll
':20Z 0. 007
.,m O.Oll
.....
•.:zoo
0.007
0.007
0.011
0. 013
0.01)
0.0155
....11
....... 0.007
0,(107
0.OH5
O.OUS
......
-JZG)
....
0.007
0.007
MIllS
.....
0.'115
.........,,'
0.0115 0. 0115
0. 0115
0.0115 0.0155
.,., '.01)5
O.DIU
0.0175
0. 0115
-
-.1210 o.on o.on
--:no
111
0. 018 O.OU
-
.12
."
-
'" -

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1
CWlAICE • INIAL .,urAL
10. 'UlllUI
.....
"""'''''' ..,,-
'"
30' .....
' .OOJ 0.001
0.0055
'"""
'DC
'.001
0 . 0(1:,
0.001
.."'"
0 .0115
'.007
.....
lOS O.GeI1 0.015
...,'"..
.,,' .....
0.001
0.001
0.005
0. 010
.....no,
.
0 . 040 .
,
,,...
....
·'OS
...,
.....
0. 027
..'"
O.OH
....'" 0 .... 0.' "
·.11
.,"
-.13 - ..'"
0.001
0 . ...
-.U
...
m
US
0. 070
......
m .
0 . •5
0. G15
-
I AU... D"DtSI:II'UI
AM IN INCHES
I

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1
CLu.u.ICE • RADiAl OR AliA!..
". ftll !1UI "XI""

AfElU6E "'XI....
4ZI
'"
'" 0. 055
'"
4ZS 0.055 0. 010
."
.01 ,.... ,.".
..,
SO, ' .DOl
O.OGS
0.0043
0.010
....
50<
" 06
0.015
0.015
0. 020
O.oro
.,,'
' .08
0.015
0. 015
O.OlD
0.020
.DO 0.U5 0. 010
51.
511 0.058 0 . 134
...'"
513 O.lfO 0. 117
'"
510
0.040
m o.na 0.263
."
51.
51!
,...
.n ..... 0 . 151
- ClOOtAwC[ nII.U 1$ RELATED TO £lIGUE HlfOItIWIC[

.. HE IIlTli CQII'US$OI STATOI PJl6039UOG12
_.. IS[ win ca.vflESSOA STATOI ,. 6OlIT6OG17
- - USE 1nn CCI!'RESSOII ROTOR PI, 'Ol5T77'22
...... uS[ vnl cCII'USSOR ROTOR PII6(llST17U8

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1
CLEAwtl - RADIAL 011 AXIAL

!W,_
". "I.IMIII
0.0001
"VU,,&!
0.001
!W'' "'
10'
102 0.009
10' 0.003 0.004
10' 0.0085 0.011
." 0.001 0.0 19
."
10'
O.DOl
0.001
0.004
0. 005
100 0.001 0. 006
In 0.001 0.009
110 0 .... 0.040
"'
"'
0 . 001
0.031
0.010
0.061
III O.OOl O.O IZ
ZO. 0.011 0.0155
ZOl 0. 001 0 .0115
ZO, 0.001 0.0115
'Ol 0. 001 G. Oll S
,o. 0.007 0. 0115
205 O.OUS 0. 0165
lOt O. OOSS 0 . 0135
ZO, 0. 0115 0.0155
2,. 0.OU5 0.0175
ZO, 0. 0145 0.0155
ZlO 0.1n7 0 . 030
300
301
0.001 0 .00' -
O.OOZ 0.0055
302 0.081 O.GS'
303 0.003 0.00 4'
'04 0.001 O.OOS
AU DIMENSIONS
ARE IN INCHES
1<"J8601-OO

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1
CLUJIA"cr • aAOlAL 01 AXIAL
"'. MJIIIMJI "".....

AYElA5E MJI"iIII
'"
30.
0. 001
0.001
'.005
0. 005
O.I)lU o.oon
'"
1,. 0. 001 0. 005
'DO 0. 040
......",
<0'
....,
.,
0.010 0.0))
0. 0305 0. 0335
......
408 0.004 0.' "
.., 0. 005 0. 011
.., 0.005
0.005
0. 011
0. 011
......
41'
41' 0. 070
...
'18 0.0115
0.031 -
...'"
'"
'"
". 0.055
1<"J8602-OO

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2D, CT7-2D1
Cl f.AlAlC£ • RADIAL DI AXIAL
... M.Il ..1II

MAl,•
...... .U.tJlUI
0.055
AY UACE
'"
SO>
..'.OOl.,. '.GOt .
0.004]
50' D.... ' .010
'" o.al.
....
50S 0.023 .
'", 0.016
O. O! .
It.OU
D.m
...
m
O. IU
0. 011
0. 010
O.UO·
511 O. osa
-
...'"m
515
'.IGD
..... -
ill
III '.1lI
51.
m
'" 0.05'
52' D.OM
.
..

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2E1
NOlI
• ClEARANCE rrut.eERS ENCLOSEO IN ACflClE ARE RElATED TO ENGINE PERFORMNa .
• ClEARANCE NWSERS ENClOSED IN ASQUARE ARERELATED TOENGINE Cf'ERAnoN.
FOf!WARD
CfL
----'--'-- L..L--' _ _

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2E1
NOlI
• ClEARANCE rrut.eERS ENCLOSED IN A CflCLE ARE RElATED TO ENGINE PERFORMNa .
• ClEARANCE NWSERS ENClOSED IN A SQUARE ARE RELATED TO ENGINE Cf'ERAnoN.
FORWARD
¢l
206
113H ,-,--
200

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2E1
NOlI
• ClEARANCE rrut.eERS ENCLOSED IN A CflCLE ARE RElATED TO ENGINE PERFORMNa .
• ClEARANCE NWSERS ENClOSED IN A SQUARE ARE RELATED TO ENGINE Cf'ERAnoN.
FORWARD
201 203 204

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2E1
NOlI
• ClEARANCE rrut.eERS ENCLOSEO IN A CflClE ARE RElATED TO ENGINE PERFORMNa .
• ClEARANCE NWSERS ENClOSED IN A SQUARE ARERELATED TOENGINE Cf'ERAnoN.
0251NOt
O.15INOt
210
DETALA
FORWARD
¢l

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2E1
...
O.16tlCH - HOTE
- a...EARAHCt: NUMBERS ENCLOSEO IN ACIRClE ARE
RELATED TO ENGINE PERFlRMAta.
- ClEARANCe NUMBERS ENCLOSEO IN A SQUARE ARE
RElATED TO ENGINE OP£RATION.
'"
DElUS
FORWAAD
DETAI. C
¢l
,
SEE DETAil C

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2E1
0046 INCH HOTE
- a..EARAHCt: NUMBERS ENCLOSEO IN ACIRClE ARE
RELA TED TO ENGINE PERFlRMAta.
- ClEARANCe NUMBERS ENCLOSEO IN A SQUARE ARE
RElATED TO ENGINE OP£RATION.
509
517
513 1--+t-~ 501
F<f!WARD L -_ _ _ _ _ _ _ _
¢l 515 502

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2E1
ClEARANCE· RADIAl CR AXIAl
NO. MINIMW ""'.....

"'ERAG<
"""''"'
IDl 0.0001 0.001 _.
ID2 0.009 ...
ID' 0.005 0.006
ID. 0.008S 0.011
105 O.llOl ... 0019
100 0.003 0.004
ID7 0.001 0.000
ID8 0.001 0.0066
ID9 0.001 ... 0.009
110 0.000 ... 0.040
111 0.001 ... 0.010
112 0.031 ... 0.061
113 0003 ... 0.012
."" 0,011 0.0155

.""
.,., 0.001
0,001
0.0115
0.0115
."" 0.001 0,0115
."" 0.001 0.0115 -_.
.""'200 0.0115
0.0115
0.0165
0.0165 -
' '''7 0.0115 0.0195 -
."" 0.0115 0.0215 -
.""
·210
0.D185
0.029
0.0225
0.032
-
-
300 0,001 0.008 -
301 0.002 0,0055 -
303 0.003 0,0048 -
304 0.001 0.005 -
• CI..EARAHCf NUt.'B€R IS RELATED TO ENGU£ PERFOOMANCE
AllOIIIENSKlNS
ARE IN INCHES

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2E1
NO. MINIMW ""'.....

"'ERAG<
"""''"'
305 0.001 0.005 _.
306 0.001 0.005
-""308 0.001
0.001
0.0065
0.005
.00
· 405
0.040 --- -
0.0295 0.0325
-'06 0.COO5 0.0335
·411 0.002 0.0"0
·4 12 0.002 0.0110
"413 0.002 0.0110
0.070 ...
'" 0.085 ...
'" 0.031 ...
'"
.,.
m
.25
0.035
0.055
0.050
-CLEARANCE NUfI6CR IS RELATED TO ENGlt£ PERFOOMAta
--
...
--
AllOIIIENSKlNS
ARE IN INCHES

MM72-00-00
ENGINE - INSPECTION
* * * FOR CT7-2E1
NO. MINIMW ""'.....

"'ERAG<
"""''"'
50' 0.000 0.009 _.
502 0.003 0.0043
S03 0.002 0.008
505 0.016 0.023 ••
506 0.016 0.023 ••
0.023 u
-
50' 0.016
506 0.Q13 0.020 ••
S09 0.021 0.028 o.
511 0.058 ...
513 0.100 ...
S1S 0.040 ...
517 0.138 ...
".
521
0.050
0.056
...
_.
.. FOR CLEAIIAM::E 505. 506, 507, 508. AND 509, THE ~UM ClEARANCf: CALctUTKlH SHAll INClUDE
ADJUSTMENT FOR SHRDl[J RUHOUT FRIW CASE OR AXTlfIE.
- THE MA,)QMJM AVERAGE CLEARANCE MAY EXCEEDE 0.002 ON Nt( w.'O CLEARANCES PRO\'IDED TIE SUMMATION
OF TIt: MAXIMUM AVERAGE UMrs FOO All FM CLEARANCES IS NOT EXCEEDED.
All DIIIENSKINS
ARE IN INCHES

ENGINE - 400 HOUR VISUAL INSPECTION
* * * FOR CT7-2E1
TASK 72-00-00-200-805
1. General.
This procedure provides instructions for the 400 visual inspection procedure of
the engine.
2. Procedure.
This document contains instructions necessary to perform the phase inspection of
engine components that are visible with the engine installed in the aircraft.
NOTE: • The time period for this inspection can be extended to conform to aircraft
phase inspections, but must not be extended more than 500 engine flight hours
between inspections.
• The inspection requirements of the Daily/Turnaround Inspections are a
prerequisite and must be complied with as part of this instruction.
(1) A limit that is shown to one or two decimal places can be adequately
measured using a standard machinist's scale. A limit that is shown to three
or four decimal places must be measured using micrometers or other
precision measuring devices.
(2) This inspection is performed when the engine is installed in the aircraft
each 400 hours. It is also intended to be the criteria for indications that
are seen between scheduled inspections. Refer to Figure 601 for the
inspection tables.
(3) Only those areas of a part that are visible need inspection.
(4) Some areas of the engine cannot be easily viewed when the engine is
installed. Only the areas that are visible and accessible need to be
inspected. Use of a mirror can help the inspection of the bottom and
inboard components.
(5) Look for indications of defects on all components, even if not specifically
called out in the table. If a component, feature, or an indication is not
listed in the inspection table, contact General Electric for advice. There
are numerous component features or potential indications that are not
listed here and do not need inspection.
B. Removal Of Corrosion, Dirt, And Salt From The Engine.
(1) Use a stiff nylon brush and warm soapy water to clean the area of
accumulation. Remove as much corrosion as possible. After cleaning, apply a
light coating of anti-corrosion compound (ACF-50 or equivalent).
C. Order of Inspection.
(1) Operators are not needed to perform the inspection in any particular order.
The tables have been arranged by overall engine and moving from the inlet
aft to the exhaust. Refer to Figure 601 for illustrated listing of
inspection tables.
D. Engine Inspection.
Refer to Table 601 and Figure 601.
TABLE 601. INSPECTION OF ENGINE
Inspect Maximum Usable Limits Corrective Action

A. Overall engine for fuel None permitted. Repair leak.
and oil leaks.
B. Overall engine for No loose accumulation Remove from engine prior to
corrosion, dirt, and permitted. inspection. Refer to step
salt. 2.B., "Removal of
Corrosion, Dirt, and Salt
from the Engine".
C. Overall engine for None permitted. Eliminate contact.
chafing of aircraft bay
panels on engine
hardware.
D. Chip detector for None permitted. Remove debris. Perform
debris (first 200 analysis if bearing
inspection after entry material is suspected.
into service or
overhaul).
E. Engine Inlet Inspection.
Refer to Table 602, Figure 602, Figure 603 and Figure 604.
TABLE 602. INSPECTION OF ENGINE INLET
A. IPS frame overall for:
(1) Cracks. None permitted. Replace IPS frame.

(2) Nicks, scratches, Any number any depth or Replace IPS frame.
gouges, pits. length if not through
material.
(3) Corrosion. Any amount with no through Remove as much corrosion
holes. as possible by cleaning.
(4) Discoloration. Any amount. No corrective action
necessary.
B. IPS frame struts for:
(1) Cracks. None permitted. Replace IPS frame.
(2) Missing or cracked None permitted. Replace IPS frame.
welds material.
(3) Dents:
(a) Small rounded Any number with a maximum Borescope compressor if
dents likely of 0.50 inch diameter, any ingestion caused dents.
caused by icing or depth.
hail.
(b) Large dents or Leading edge displacement If inspection is driven by
bends caused by with a maximum of 0.44 a recent bird strike and
bird strike. inch deep on two struts, material blockage is
without high metal. present, follow Inlet
Blockage Special
Inspection. If dent is new
and without blockage, do a
borescope inspection to
the compressor.
(4) Distortion or Any amount with a maximum Replace IPS frame.
waviness. of 0.25 inch from original
contour.
C. Outer casing surface for Any number without sharp Replace IPS frame.
ripples or irregularities. creases.
D. Water-wash boss for Any amount. Boss can be No corrective action
cracks, thread damage, broken off. This has no necessary.
missing braze, or effect on performance or If boss is missing, an
looseness. engine operation. alternative method of
introducing water to the
compressor must be used.
Cleaning efficiency can be
decreased with other
methods.
E. Front frame (interior)
for:
(1) Struts for:
(a) Cracks. None permitted. Replace engine.
(b) Dents. None permitted. Replace engine.
(2) Flow path for:
(b) Scratches, nicks. Any number. No corrective action
necessary.
F. Particle Separator Inlet and Front Frame Exterior Inspection.
Refer to Table 603, Figure 602, Figure 603, and Figure 604.
TABLE 603. INSPECTION OF PARTICLE SEPARATOR, AND FRONT FRAME EXTERIOR
A. Front frame (exterior) for:
(1) Oil sight glass (fluid
level indicator):
(a) Damage to glass. None permitted. Replace glass.
(b) Guard for damage Any amount if guard is Replace guard.
(nicks, scratches, functional.
dents, cracks).
(c) Leaks None permitted. Replace glass or seal.
(2) Oil cap:
(a) Leakage. None permitted. Replace cap or O-ring.

(b) Loss of locking None permitted. Replace cap

ability.
(3) Outer surface:
(b) Nicks, scratches, Any number, any length, Replace engine.
gouges. 0.020 inch (0.51 mm) in
depth.
(c) Dents. Any number, 0.050 inch Replace engine.
(1.27 mm) in depth, if
dent does not prevent
assembly.
(d) Bulges. None permitted. Replace engine.
(e) Pits. Any number 0.020 inch Replace engine.
(0.51 mm).
(f) Corrosion. Refer to corrective Remove as much corrosion
action. as possible.
(4) AGB mount studs for:
(a) Looseness. None permitted. Replace stud.
(b) Damaged threads. Any amount if AGB nut is Replace stud.
securely and tightly
installed.
(5) All other studs:
(a) Looseness. Any amount if mounting Replace stud.
hardware can be securely
and tightly installed.
(b) Broken. None permitted. Replace stud.
G. Compressor Variable Geometry and Linkage Assembly Inspection.
Refer to Table 604, Figure 608, and Figure 609.
TABLE 604. INSPECTION OF COMPRESSOR VARIABLE GEOMETRY AND LINKAGE
ASSEMBLY
A. Compressor actuating rings,
clevis, sectors and lever
arms for:
(1) Separated or None permitted. Replace engine.
disconnected lever An engine operated with a
arm. disconnected or separated
lever arm can have non-
detectable damage to the
compressor airfoils.
(2) Cracks. None permitted. Replace hardware.
(3) Nicks and scratches. Any number. No corrective action
necessary.
(4) Dents, bends, None permitted. Replace hardware.

distortion.
(5) Fretting. Any amount. No corrective action
necessary.
B. Lever arms/guide vanes for Slight movement is Replace lever arm.
looseness. normal. Compare movement
to a known good lever
arm. No excessive
movement permitted.
C. Lever arm bushings for:
(1) Cracks. One crack per bushing. Replace lever arm bushing.
Cracking usually occurs
in the mold line. Do not
mistake this line for a
crack.
(2) Missing bushing. None permitted. Replace lever arm bushing.
D. Lever arm pins. Loose, bent pins not Replace faulty component.
permitted.
E. Turnbuckles and, rod ends
for:
(1) Cracks. None permitted. Replace component.
(2) Looseness. Not permitted. Replace component.
(3) Nicks or scratches. Any number, with no No corrective action
measurable depth. necessary.
F. Crankshaft for:
(1) Cracks. None permitted. Replace engine.
(2) Looseness. Not permitted. Replace or repair
attaching hardware.
(3) Nicks or scratches. Any number. No corrective action
necessary.
G. Bearing and bracket for:
(1) Cracks. None permitted. Replace hardware.
(2) Looseness. Not permitted. Replace hardware.
(3) Nicks or scratches. Any number. No corrective action
necessary.
H. Travel and torque check. Must pass torque and Replace restricting
Refer to step 2.S. travel check. component or replace
engine.
NOTE: Some installations do not permit this check to be done without removing
hardware. This check can be omitted if hardware prevents access.
H. Compressor, Diffuser, and Midframe Cases Inspection.
Refer to Table 605, and Figure 610, and Figure 611.

TABLE 605. INSPECTION OF COMPRESSOR, DIFFUSER, AND MIDFRAME CASES

A. Compressor, diffuser, and
midframe outer cases for:
(1) Outer surfaces:
(b) Nicks, scratches, Any number, any length, Replace engine.
gouges. 0.020 inch (0.51 mm) in
depth.
(c) Dents. Maximum 0.04 inch (1.02 Replace engine.
mm).
(d) Bulges. None permitted. Replace engine.
(e) Pits. Any number 0.02 inch Replace engine.
(0.51 mm).
(f) Corrosion. Refer to corrective Remove as much corrosion
action. as possible using mild
soap, water, and brush.
(g) Heat discoloration Any amount permitted if Replace engine.
from rubs. surface is not grainy.
Cause of rubs and
condition of blade tips
should be understood.
(h) Discoloration and Any amount. No corrective action
stains not from necessary.
rubs.
B. Missing/broken studs on Two studs can be broken Replace stud.
diffuser to midframe if they are separated by
flange. at least 4 good studs and
there is no indication of
hot air leakage. If
location attaches a
bracket, relocate the
bracket to the next stud,
providing clearance for
parts.
C. Missing or broken, forward Maximum of four bolts, Replace engine.
or aft circumferential two for each case, on the
compressor flange bolts. circumference of the
front frame flange and
the diffuser case flange,
if the broken bolts are
separated by one or more
intact bolts.
D. Looseness of aircraft mount Not permitted. Aircraft Inspect diffuser mount lug
bolt at mount lug. Movement mount bolt can be loose. hole for wear. Refer to
of engine when aircraft See aircraft manual. This special inspection for

strut is shaken at can cause wear in the misaligned engine. Refer

aircraft. Check torque of diffuser mount lug. to SPECIAL PROCEDURES.
mount bolts, see Aircraft
Manual.
E. Worn diffuser mount lug Maximum hole diameter Repair the mounting lug.
hole diameter. (Check for 0.56250 inch (14.2875
movement when strut and mm). Wear more than this
mount shaken). limit can not be
repairable and should not
be permitted to occur.
F. Engine misalignment because Refer to corrective Refer to SPECIAL
of a broken or damaged action. PROCEDURES.
aircraft expandable bolt.
I. AGB Inspection.
TABLE 606. INSPECTION OF AGB (WITH CONTROLS AND ACCESSORIES INSTALLED)
NOTE: Indications on gearbox features that become visible with hardware removed must
be evaluated using inspection criteria and limits in 72-61-00, INSPECTION.
A. AGB housings for:
(1) Cracks. Not permitted. Replace AGB.
(2) Cast surfaces for Any number, 0.030 inch Replace AGB.
nicks, dents, (0.76 mm) in depth.
scratches, and
gouges.
(3) Machined surfaces for Any number, 0.020 inch Replace AGB.
nicks, dents, (0.51 mm) in depth.
scratches, and
gouges.
(4) Leaks. None permitted. If leaking from splitline,
replace AGB. If leaking
from fittings, replace
fittings.
New or recently assembled
AGBs can show signs of
weeping oil at the
splitline flange. If
weeping continues for more
than 20 hours, replace
AGB.
(5) Corrosion. Any amount if pitting is Replace AGB.
not deeper than 0.020
inch (0.51 mm).
B. Studs, clips, clamps, and No cracks permitted. Replace component or
fasteners for security, Secured parts must be fastener.
bends, and cracks. tight and held in place
without movement or
looseness.
C. Loose or missing nameplate None permitted. Replace or reattach
or drive screws. nameplate. RTV can be used
as a temporary method of
attachment.
J. Power Turbine Module and Cowl Inspection.
TABLE 607. INSPECTION OF POWER TURBINE MODULE AND COWL
A. Module case for:
(1) Nicks, dents, Any number with a maximum Replace module.
scratches, gouges, of 0.020 inch (0.51 mm)
pits. in depth, any length.
(2) Bulges. Not permitted. Contact GE for evaluation.
(3) Discoloration. Any amount if not the Evaluate internal blade
result of rubs. rub contact.
The cowl contains and
directs cooling air for
the power turbine. Minor
air leakage through
permissible cracks will
not harm the engine.
B. Cowl for:
(1) Cracks:
(a) In doublers around One closed crack with a Stop drill crack with
cooling air tube maximum of 1.50 inches 0.031 inch (0.79 mm)
collar. (38.1 mm) in length if it drill. Refer to step 2.T.
does not extend into
braze.
(b) In braze around One crack 0.250 inch Replace module.
air tube collar. (6.35 mm) in length if
collar is secure.
(c) In flanges at Any number if cowl is Replace module.
boltholes. securely installed.
(d) In air tube horn. None permitted. Replace module.
(e) All other areas. Five closed cracks with a Stop drill crack with
maximum of 0.75 (19.1 mm) 0.031 inch (0.79 mm)
inch in length if they drill. Refer to step 2.T.
are not in danger of
connecting.
C. Dents or buckling. Any number, 0.125 inch Cold-Working Repair to the
(3.18 mm) in depth from usable limits. Refer to
the original contour. GEK 9250, 70-47-05. Do a
Fluorescent Penetrant
Inspection. Refer to GEK

9250, 70-32-02.
D. Discoloration. Any amount. No corrective action
necessary.
E. Corrosion. Any amount that does not Replace cowl.
go through cowl.
F. Soot accumulation at Light accumulation of No corrective action
cooling holes. soot is normal. necessary.
K. Particle Separator Blower, and Inlet Particle Separator Duct, Scroll Case
Inspection.
Refer to Table 608, Figure 614, Figure 615, and Figure 616.
TABLE 608. INSPECTION OF PARTICLE SEPARATOR BLOWER, AND INLET PARTICLE
SEPARATOR DUCT, SCROLL CASE
A. Duct casting, including
mounting bosses, mating
diameters, and surfaces
for:
(1) Nicks, dents, and Any number, that does not Replace IPS duct.
scratches except in go through the material
bushing.
(2) Nicks, dents, and None permitted. Replace IPS duct.
scratches in
bushing.
(3) Corrosion pits on Any number that does not Replace IPS duct.
housing. go through the material.
(4) Corrosion pits on Any number that does not Replace duct.
mounting flange. go through the material or
prevent secure assembly of
duct.
(5) Corrosion holes in A maximum of five holes Replace IPS Duct.
mating flange. permitted per flange if
0.040 pin will not pass
through the hole.
(6) Missing anti- Any amount. No corrective action
corrosion coating on necessary.
assembly blend If desired, apply a light
areas. coating of anti-corrosion
compound (ACF-50 or
equivalent).
B. Studs for damaged Any amount if fasteners Replace stud.
threads. can be drawn down and
tightened properly.
NOTE: Removal of the aircraft duct is not necessary.

C. Inlet particle separator

blower for:
(1) Cracks. None permitted. Replace IPS blower.
(2) Dents. Dents must not cause Replace IPS blower.
contact with vanes, have
sharp creases, or
interfere with assembly.
(3) Nicks, dents, and Any number, 0.020 inch Replace IPS blower.
scratches. (0.51 mm) in depth.
(4) Corrosion pits on Any number that does not Replace IPS blower
housing. go through the material.
(5) Corrosion pits on Any number 0.02 inch (0.51 Replace IPS blower
mounting flange. mm) in depth.
(6) Corrosion holes in A maximum of five holes Replace IPS blower
mating flange. permitted per flange if
0.040 pin will not pass
through the hole.
(7) Missing corrosion Any amount. No corrective action
coating. necessary.
If desired, apply a light
coating of anti-corrosion
compound (ACF-50 or
equivalent).
(8) Oil in blower. None permitted. Determine source of oil and
repair.
L. V-band Clamps Inspection.
Refer to Table 609.
TABLE 609. INSPECTION OF V-BAND CLAMPS
A. V-band clamps for:
(1) Cracks. None permitted. Replace V-band clamp.
(2) Looseness. Not permitted. Tighten bolt on V-band
clamp to appropriate
torque.
(3) Thread for damage. Two threads damaged if Replace clamp.
assembly is normal and
nut can be properly
tightened.
M. Electrical Cable Assemblies Inspection.
TABLE 610. INSPECTION OF ELECTRICAL CABLE ASSEMBLIES
A. Electrical cable assemblies
for:
(1) Chafing or cuts into Not permitted. Replace cable assembly.
metal. If surface chafing only,
wrap harness with self-
sticking silicone tape.
Do not permit harnesses
to contact tubes.
(2) Looseness or lack of Not permitted. Tighten bolts at
security. clamps/brackets or
replace appropriate
clamps.
(3) Damage to connector A maximum of one thread Replace cable assembly.
threads. if it can be screwed on
without interference.
(4) Heat damage, melting, Not permitted. Repair correct source of
and indications of hot leak.
air leaks.
(5) Tears or cuts in sleeve Any amount if no loose Cut off loose material.
material at connectors. material. Wrap harness with self-
sticking silicone tape.
(6) Missing or cut spiral Remaining spiral wrap Replace spiral wrap or
wrap. must be secure. secure loose ends with
self-sticking silicone
tape.
(7) Loss of self-locking Not permitted. Replace harness.
action.
(8) Loss of internal band Any amount if connector Replace harness.
material. can be installed and
self-locks properly.
N. Tubes and AHoses and Fuel Manifold Inspection.
Refer to Table 611.
TABLE 611. INSPECTION OF TUBES AND HOSES AND FUEL MANIFOLD
A. Tubes, fuel manifold,
turbine cooling air tube,
and tube portions of hoses
for:
(1) Cracks, split sleeves. None permitted. Replace tube or hose.
(2) Nicks, scratches, Any number 0.010 inch Replace tube or hose.
gouges. (0.25 mm) in depth.
(3) Dents. Any number not deeper Replace tube or hose.
than 10 percent of tube
diameter at sharp bends
and any number not deeper
than 20 percent of tube

diameter at straight or
curved section.
(4) Corrosion. Any amount that can be Replace tube or hose.
cleaned off with no
measurable depth.
(5) Leaks. None permitted. Tighten connection or
replace tube or hose.
(6) Alignment of bolt Tubes must be centered Loosen joint, replace
flange joints. and no indication of gasket or packing, center
extrusion of gaskets or tube and retighten joint.
packings.
(7) Chafing, wear in fuel None permitted. Replace tube or hose.
or oil tubes. Source of chafing must be
eliminated.
(8) Chafing, wear in air 0.010 inch (0.25 mm) Replace tube or hose.
tubes. maximum not permitted. Source of chafing must be
eliminated.
(9) Wear in drain tubes No thru wear. Replace tube or hose.
(non-pressure tubes).
(10) Braided screen air
injector on cooling
air tube:
(a) Damaged braid. A maximum of 10 percent Replace tube.
can be broken.
(b) Looseness of Not permitted. Replace tube.
screen.
(c) Dents or Any amount if screen and Replace tube.
distortion. tube are secure.
(11) Braided material:
(a) Bulges. Not permitted. Replace tube or hose.
(b) Wear through Not permitted. Replace tube or hose.
braids.
(c) Bulges in rubber Not permitted unless the Replace tube or hose.
coating. result of fuel or oil
wetting and rubber
material is tight when
dry.
(12) Contact with other Not permitted. Reposition tube or other
components. components to eliminate
contact.
O. Igniter Plugs Inspection.
Refer to Table 612.
TABLE 612. INSPECTION OF IGNITER PLUGS
NOTE: Following inspection, engine must start using only the inspected igniter plug.
This makes sure that the plug is functioning properly.
A. Outer and center electrodes
for:
(1) Carbon buildup. None permitted. Clean off carbon.
(2) Erosion damage. Any amount if engine Replace igniter plug.
starts.
B. Center electrode for:
(1) Looseness. A maximum of 0.020 inch Replace igniter plug.
(0.51 mm) movement when
using a 0.015 inch (0.38
mm) diameter wire gage.
(2) Bends. Not permitted. Straighten electrode.
C. Semiconductor (at tip Any number of cracks. Replace igniter plug.
between center and outer Maximum erosion of 0.125
electrodes) cracks, missing inch (3.17 mm) in depth
pieces, and erosion. all around if engine
starts.
D. Outer electrode and tip for None permitted. Remove the foreign
plugged cooling air holes. material from holes with
a 0.035 inch (0.89 mm)
diameter (or smaller)
wire.
E. Outer electrode for nicks, Any number, 0.020 inch Replace plug.
scratches, chafing. (0.51 mm) in depth.
F. Damage to hex flats, and Any amount if plug can be Replace igniter plug.
threads. easily installed and
removed.
G. Ceramic insulator for Any number, 0.125 inch Replace igniter plug.
cracks, looseness, and (3.17 mm) from ceramic
missing pieces. edge, if plug functions.
P. Engine Exhaust Inspection.
Refer to Table 613.
TABLE 613. INSPECTION OF ENGINE EXHAUST
It is not necessary to remove the engine for this inspection. Only those parts
visible through the aircraft duct need to be inspected.
NOTE: • The tail cone and deswirl duct are not part of the engine. Refer to the
aircraft manual.
• The exhaust section of the engine is not clearly or easily visible when it is
installed in some airframes. Only visible areas need to be inspected.
A. Stage 4 blades for None permitted. Replace module

cracks, delamination.
B. Struts for cracks or None permitted. Replace module

holes.
C. Dents in sheet metal. Any number 0.20 inch (5.1 Replace module
mm) from original contour.
D. Discoloration, soot. Any amount. No corrective action
necessary.
E. Oil leakage from weep None permitted. Replace O-rings on the C-
holes in exhaust sump forward scavenge tube
frame strut and tube and C-sump aft scavenge
mount pad. tube.
Q. Controls, Accessories, and Transmitters Inspection.
Refer to Table 614.
TABLE 614. INSPECTION OF CONTROLS, ACCESSORIES, AND TRANSMITTERS
A. Controls, accessories,
and transmitters for:
(1) Cracks. None permitted. Replace component.
(2) Leakage from Refer to gang drain Replace component.
drains. limits.
(3) Leakage, except None permitted. Replace component.
from drains.
(4) Nicks, scratches, Any number, any length Replace component.
and gouges. that do not interfere with
assembly and provides
sealing during operation.
(5) Tube/hose adapters Not permitted. Replace adapter. If threads
for looseness. are worn or damaged,
replace component.
(6) Chafing from Any amount that cannot be Replace component and
contact with felt by hand. eliminate source of
airframe cowl. chafing. Extended contact
can cause leaks of fuel or
oil.
B. Thermocouple assembly
for:
(1) Nicks, scratches, Any amount if no TGT FADEC Replace thermocouple
and abrasions. fault codes and EPAC is assembly.
normal.
(2) Bends or dents in Any amount if no TGT FADEC Straighten tube or replace
tubes. fault codes present and thermocouple assembly.
EPAC is normal.
R. Electronic Engine Control Unit (EECU) Inspection.
Refer to Table 615.

NOTE: The EECU is a major component of the FADEC system and can even be referred to
as the FADEC.
TABLE 615. INSPECTION OF ELECTRONIC ENGINE CONTROL UNIT (EECU)
The EECU does not need inspection unless it has been removed or exposed for other
reasons. Do not remove the EECU just to perform this inspection.
A. EECU chassis for:
(1) Cracks. None permitted. Replace EECU.
(2) Nicks, scratches, gouges. Any number 0.02 inch Replace EECU.
(0.51 mm) in depth.
(3) Discoloration. Any amount. No corrective action
necessary.
B. Electrical connectors for:
(1) Damaged threads. Any number if harness Replace EECU.
can be securely
installed.
(2) Bent pins. Any number that can be Replace EECU.
straightened and harness
can be securely
installed.
C. Missing or broken ground Not permitted. Replace hardware.
straps, or mounting hardware.
S. Variable Geometry Torque Check.
NOTE: The initial check is done with FMU connected. This avoids unnecessarily
disconnecting the FMU. If the torque needed is excessive, the FMU must be
disconnected and the VG measured again.
(1) Torque Check Measure the torque needed to actuate the Actuating System
Linkage Assembly, (use a 3/4" crow's foot attached to a torque wrench).
Using the torque wrench, actuate the VG system with the FMU connected.
Check at the 3/4" actuation flat on the crankshaft assembly. Limit: 18 lb
ft (24.4 N·m).
(2) If the torque is over the limit, disconnect FMU and repeat the check using
the same limits. This sequence is recommended to avoid unnecessarily
disconnecting the FMU. It is possible that the FMU shaft will be slow to
move because of the fuel in the FMU piston, making it appear that the
torque is too high. If the torque is still out of limits, inspect Variable
Geometry. Refer to INSPECTION.
T. Repair of Turbine Cowl Cracks.
(1) Stop drill the ends of the cracks with a 1/32" drill.
(2) While slightly flexing the housing to open the crack, apply a bead of high
temperature RTV 106 Silicone Rubber (or equivalent) along and into the
crack and stop drill holes.
(3) Permit RTV to dry to manufacturers instructions.

* * * FOR CT7-2E1
Figure 601 Inspection and Tables

* * * FOR CT7-2E1
SWIlL fRAME
fORWARD LOOKING AFT
... "..,
Figure 602 IPS Frame

* * * FOR CT7-2E1
Figure 603 IPS Frame Struts

G> CT7-2 (SEI570) MAINTENANCE MANUAL Revision No. 24 Dated 09/30/2014
---------------------------------------------------------------------------------------------------------------------
* * * FOR CT7-2E1
MOlflT PAD
GlASS
FORWARD
¢
Figure 604 Front Frame (exterior)

* * * FOR CT7-2E1
Figure 605 Oil Sight Glass

* * * FOR CT7-2E1
Figure 606 Water-wash Boss

* * * FOR CT7-2E1
~ _ _- SlOO
AG8MOOOT
Figure 607 AGB Mount and Stud (Typical)

* * * FOR CT7-2E1
LEVER NlM VAIlE POST

LMR ARM BUSHNG
/'
ACTUATING COMPRESSOft
LEVER NtM PlH
RING SPlIT UHE
(WITH MISSING
BUSHNG)
Figure 608 Lever Arm

* * * FOR CT7-2E1
ROO-EN:>
TlRNBUCtQE QWl{SHAFT
/
ClEVIS
Figure 609 Variable Geometry Crankshaft

* * * FOR CT7-2E1
Figure 610 Compressor, Diffuser, and Midframe

* * * FOR CT7-2E1
AIRCRAFT
MOltfTBa..T
comR PIN
AIlCAAFT MJT MIOFft"-"lE TO

OIFAJSfR A.ANGE
»;l1f&HIO
Figure 611 Engine Mounts

* * * FOR CT7-2E1
Figure 612 Accessory Gearbox Assembly (With Controls Installed)

* * * FOR CT7-2E1
Figure 613 Power Turbine Module

* * * FOR CT7-2E1
Figure 614 IPS Duct and Blower

~------------------------------------------------------------------------------------------------------------------
* * * FOR CT7-2E1
IPS
8I.!7MfI
Figure 615 IPS Blower

~------------------------------------------------------------------------------------------------------------------
* * * FOR CT7-2E1
I
I
G /
SCACU
CAS<
FORWARD
Figure 616 Scroll Case Lower Section

* * * FOR CT7-2E1
Figure 617 Electrical Harnesses

MM72-00-00, CLEANING 000, CONFIG 2A2D2D1
ENGINE SECTION - CLEANING
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-00-00-100-803
A. The engine must be cleaned on a scheduled basis and when engine performance
has deteriorated. The engine must also be cleaned when it is operated near
salt water mist or when inspection of compressor section and engine inlet
reveals that salt or dirt is building up. A periodic cleaning interval must be
established (para 2) to prevent deterioration of performance. A daily
postflight water-rinse is recommended when operating engine in salt-laden air.
This section describes:
• Cleaning Requirements
• Preparation of Cleaning and Rinsing Solutions
• Preparation of Engine and Equipment Prior to Cleaning
• Cleaning and Rinsing Procedures
B. Cleaning methods are determined in relation to cleaning interval and air
temperature level.
C. Hot section cleaning procedures for engines operating in an environment where
airborne contaminants, such as sand, fly ash, dirt, volcanic ash or industrial
particulates are present, are described in paragraphs 8 and 9.
2. Cleaning Requirements.
A. Cleaning Intervals.
(1) The cleaning interval used will determine which engine cleaning and rinsing
procedures are recommended; see listings in Figure 701.
CAUTION: DO NOT REPEAT CLEANING PROCEDURE UNTIL STARTER HAS COOLED TO AMBIENT
OUTSIDE AIR TEMPERATURE (OAT).
(2) If compressor is severely contaminated, it may be necessary to repeat the
cleaning procedure.
TABLE 701. CLEANING AND RINSING METHODS
Procedures Clean-Rinse
Interval Engine Cleaning and Rinsing Methods (Paragraph)
NOTE: The daily rinse procedure is to be accomplished in addition to (not in lieu of)
scheduled cleaning and rinsing methods.
Daily Postflight Daily Water-Rinse Methods:
Method I - use 5 gpm supply system. 7.C
Method II - use 2-1/2 gpm supply system. 7.D
NOTE: For the 50-hour or the 150-hour cleaning and rinsing methods, use one or the
other method, not both.
50 Hours or Less 50-Hour Method:
Method I - using 5 gpm supply system. 5.C 5.D
Method II - using 2-1/2 gpm supply 5.E 5.F
system.
150 Hours or More 150-Hour Method:

Method I - using 5 gpm supply system. 6.C 6.D

Method II - using 2-1/2 gpm supply 6.E 6.F 6.G
system.
B. Starter Power Supply and Operating Limits.
Starter power supply and operating limits for the engine cleaning and rinsing
procedures are as follows:
(1) Use only a ground power unit with 750 amp limit, or use only aircraft
batteries. Place batteries on "charge" during 10-minute starter cool-down
periods.
(2) Do not exceed 28 vdc (refer to the Aircraft Manual for the limits).
(3) Do not use any combination of ground power unit (GPU) plus batteries or
aircraft generators plus batteries.
(4) If any of the starter operating or power supply limits are exceeded,
premature wear of starter brush may occur.
(5) Motor engine for 15 seconds during application of cleaning or rinsing
solution; allow starter to cool for 10 minutes. This cycle can be repeated
up to 3 additional times (total of 4 cycles) followed by a normal engine
start.
NOTE: The power supply used for normal engine starting should be one that gives
good reliable starts.
(6) Allow starter to cool to ambient OAT (1 hour minimum) before attempting
another start.
C. Materials and Equipment Required.
• Chemical cleaning compounds B&B 3100, B&B TC-100, Rivenaes R-MC, or ZOK 27
• Clean fresh water
• Isopropyl alcohol or methanol
• Water-wash care, pressurized tank, or equivalent supply system that will
supply 2-1/2 gpm or 5 gpm to the water-wash system of engine swirl frame
(Figure 701).
D. Air Temperature Requirements.
Methods for preparing cleaning and rinsing solutions are determined by air
temperature levels; see Figure 702.
TABLE 702. CLEANING AND RINSE SOLUTIONS
Temperature Cleaning Solution Rinse Solution
NOTE: • B&B 3100, B&B TC-100, Rivenaes R-MC, and ZOK 27 are the approved cleaners for
CT7 turboshaft engines.
• B&B 3100, B&B TC-100, Rivenaes R-MC, and ZOK 27/fresh water cleaning solution
is most effective when the solution is heated to 122°-158°F (50°-70°C). (B&B
3100, B&B TC-100, and ZOK 27 must not be heated if mixed with isopropyl alcohol
or methanol.)
• Heating of cleaning solution is recommended if the solution is not mixed with
isopropyl alcohol or methanol. Mix cleaning solution with hot water, if the
heating apparatus is not available.
• It is recommended that fresh-water rinsing be done using water heated to 122°-

158°F (50°-70°C) for B&B 3100, B&B TC-100, and ZOK 27.
• If using premixed cleaners B&B TC-100 or Rivenaes R-MC, do not dilute with
water.
40°F (4°C) and above One part cleaner, 3- Fresh hot water.
1/2 to 4 parts fresh
hot water.
14°F to 40°F (-10°C to +4°C) One part cleaner, 3-1/2 parts fresh
one part isopropyl water and 1-1/2
alcohol or methanol, parts isopropyl
and 3 parts fresh alcohol or methanol.
water.
Below 14°F (-10°C) Do not wash. Do not rinse.
Solution will Solution will
freeze. freeze.

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 701 Compressor Cleaning Fitting Location

3. Preparation of Cleaning and Rinsing Solutions.
A. Preparation of Cleaning Solutions.
(1) Refer to Figure 702 for the amount of cleaning and rinse solutions to use
at ambient temperature. If you wash the engine in a heated hanger, and then
the aircraft is moved outside of the hanger, where the temperature is below
freezing, then you should start the engine within a time limit that will
prevent the cleaning or the rinse solution from freezing.
WARNING: TURBINE ENGINE GAS PATH
CLEANING COMPOUND/SOLUTION
• CLEANING COMPOUND SHALL BE MIXED WITH WATER (OR WATER ANTIFREEZE
SOLUTION) ONLY IN THE PROPORTIONS SPECIFIED.

• FOR ENGINES INSTALLED IN AIRCRAFT, CLOSE OFF APPROPRIATE AIR BLEED DUCTS
TO COCKPIT/CABIN TO PREVENT ENTRANCE OF CLEANING SOLUTION OR GASES
DURING WASHING AND DRYING CYCLES.
• FOR ENGINES INSTALLED IN AIRCRAFT, MAKE SURE THAT COMPRESSOR IS RINSED
AND DRIED FOR THE PERIODS SPECIFIED SO THAT CLEANING SOLUTION IS NOT
TRAPPED IN PASSAGES, CREVICES, AND OTHER AREAS OF THE ENGINE.
• SOLUTION IRRITATES EYES. WEAR SPLASHPROOF GOGGLES OR FACE SHIELD WHEN
USING SOLUTION.
• USE PROTECTIVE GLOVES AND CLOTHING. REPEATED OR PROLONGED CONTACT WILL
DRY THE SKIN AND WILL CAUSE IRRITATION AND DERMATITIS.
• IF CLOTHING BECOMES CONTAMINATED WITH CLEANING SOLUTION, REMOVE AFFECTED
CLOTHING. WASH AFFECTED SKIN AREAS WITH PLENTY OF WATER.
• USE SOLUTION WITH ADEQUATE VENTILATION. REPEATED OR PROLONGED BREATHING
OF VAPORS MAY IRRITATE MUCOUS MEMBRANES AND MAY CAUSE HEADACHES AND
DIZZINESS.
• PERSONS WITH KNOWN RESPIRATORY IRRITATION SHOULD GET MEDICAL ADVICE
BEFORE USING CLEANING SOLUTION.
• AVOID OPEN FLAMES, HEAT, SMOKING, OR OTHER IGNITION SOURCES IN THE AREAS
OF STORAGE AND USE.
• SPILLS SHOULD BE IMMEDIATELY CLEANED UP (USING SQUEEGEE OR ABSORBENT
MATERIAL) TO PREVENT EVAPORATION OF VAPORS AND SLIPPERY FLOORS. DISPOSE
OF SPILLAGE ACCORDING TO LOCAL SAFETY REGULATIONS.
TT-I-735
SURFACES.
SAFETY CONTAINER.
CONTINUITY.
WARNING: METHANOL
O-M-232
SURFACES.

• PROLONGED OR REPEATED INHALATION OF VAPOR CAN CAUSE EYE IRRITATION,

DROWSINESS, AND HEADACHE. INGESTION MAY BE FATAL OR MAY CAUSE EYE
DAMAGE.
• IF VAPOR CONTACTS EYES, IMMEDIATELY FLUSH EYES WITH LARGE AMOUNTS OF
WATER. IMMEDIATELY REMOVE SOLVENT-SATURATED CLOTHING. IF VAPORS CAUSE
• WHEN HANDLING OR APPLYING LIQUID AT AIR-EXHAUSTED WORKBENCH, WEAR
APPROVED GOGGLES.
• WHEN HANDLING OR APPLYING LIQUID AT UNEXHAUSTED WORKBENCH, WEAR APPROVED
• SOLUTION OF 40% METHANOL AND 60% WATER IS COMBUSTIBLE.
(2) Mix 5 gallons of solution as instructed in Figure 702. If using Rivenaes R-
MC cleaner, do not dilute cleaner.
4. Preparation for Cleaning and Rinsing of Engine.
The following paragraphs describe steps that must be taken to prepare engine and
equipment for cleaning and rinsing operations.
A. Preparation of Engine.
WARNING: TURBINE ENGINE GAS PATH
CLEANING COMPOUND/SOLUTION
USING SOLUTION.
DIZZINESS.
OF STORAGE AND USE.
TT-I-735
SURFACES.
SAFETY CONTAINER.
CONTINUITY.
WARNING: METHANOL
O-M-232
SURFACES.
DAMAGE.
APPROVED GOGGLES.
(1) If engine inlet and swirl frame vanes have a buildup of carbon, salt, dirt,
or oil-base deposits, clean them, using a clean cloth moistened with
cleaning solution. Wipe deposits away from inside of inlet and swirl vanes.
Then wipe inlet and swirl vanes with a cloth moistened with rinse solution.
If aircraft inlet duct has a buildup of carbon, salt, dirt, or oil-based
deposits, clean the duct (see applicable Aircraft Maintenance Manual).
CAUTION: • THE ENGINE MUST BE SHUT DOWN AND ALLOWED TO COOL TO T4.5 OF 257°F (125°
C), OR BELOW, BEFORE WATER OR CLEANING SOLUTION IS SPRAYED INTO THE
ENGINE.
• NO PRESERVATIVES ARE REQUIRED OR RECOMMENDED FOR USE IN THE COMPRESSOR
FLOW PATH.
• DO NOT EXCEED STARTER OPERATING LIMITS, OBSERVE REQUIRED STARTER COOLING
TIME INTERVAL BETWEEN DUTY CYCLES.
• THE PAS CONTROL MUST BE STOPCOCKED AND THE IGNITION SWITCH MUST BE OFF
WHILE MOTORING ENGINE.

(2) Before starting the cleaning and rinsing procedure, close aircraft air
bleed valves and turn engine anti-icing on.
NOTE: Turning on anti-icing will fully open engine anti-icing valve and will
eliminate a leakage path for water to enter the solenoid.
B. Preparation of Cleaning and Rinsing Equipment.
(1) Connect quick-disconnect fitting of the cleaning or rinsing solution supply
line to aircraft or engine compressor cleaning fitting (Figure 701).
(2) If the same line will be used for the rinsing solution, drain the cleaning
solution from the line, and purge with rinsing solution prior to connecting
line to engine or aircraft cleaning fitting.
NOTE: In lieu of step 3, in cases where the procedure states simultaneously turn
on supply system and engage engine starter; it is permissible to turn on
supply system a few seconds prior to engaging starter.
(3) When the length of the supply line exceeds 10 feet, it is necessary to fill
the supply line with cleaning or rinsing solution before starting wash or
rinse procedures. Therefore, turn on supply system for a few seconds then
turn it off.
5. Engine Cleaning and Rinsing Procedures - 50 Hour Methods.
Before starting any cleaning and rinsing method it is advisable to know the
capability of the supply system being used. The following methods will be used for
supply systems that can deliver 2-1/2 gpm or 5 gpm. Use the method that fits the
particular supply system available. Refer to Figure 701 and Figure 702.
A. Materials and Equipment Required.
(1) 2-1/2 gallons of cleaning solution.
(2) 2-1/2 gallons of rinsing solution.
(3) Water-wash cart, pressurized tank, or equivalent supply system that will
supply 2-1/2 gpm or 5 gpm to water-wash system of engine swirl frame.
B. Preliminary Instructions.
(1) Review cleaning requirements in paragraph 2.
(2) Review cleaning preparation procedures in paragraphs 3 and 4.
C. Method I for Engine Cleaning - 50 Hour Method (5 gpm supply system).
(1) Connect cleaning solution supply system and fill supply line.
(2) Simultaneously turn on cleaning solution supply system and engage engine
starter. Motor the engine for 15 seconds.
(3) Disengage starter and continue applying cleaning solution during coastdown
for 15 seconds; turn off supply.
NOTE: Approximately 2-1/2 gallons of cleaning solution should have been sprayed
into the engine.
(4) Allow solution to soak in engine and allow starter to cool for 10 minutes.
(5) Disconnect cleaning solution supply system.
(6) Rinse in accordance with paragraph 5.D.
D. Method I for Engine Rinsing - 50 Hour Method (5 gpm supply system).
(1) Connect rinsing solution supply system and fill supply line.

(2) Simultaneously turn on rinse solution supply system and engage starter.
Motor the engine for 15 seconds.
(3) Disengage starter and continue applying rinse solution during coastdown for
15 seconds; turn off supply.
NOTE: Approximately 2-1/2 gallons of rinsing solution should have been sprayed
into the engine.
(4) Disconnect rinse solution supply system.
(5) Allow starter to cool for 10 minutes.
(6) During the 10-minute engine starter cool-down period, allow residual water
to drain from wash manifold. Replace cap on aircraft or engine compressor
cleaning fitting and prepare for an engine-run.
(7) For Land-Based Cleaning:
(a) Observing starter operating limits, perform a normal start.
NOTE: Time-to-lightoff will probably be several seconds longer than with a
fully dried engine.
(b) Turn engine anti-icing switch ON and run engine at Ng speed of 90% or
greater for 2 minutes, followed by 2 minutes with anti-ice switches
OFF, to dry out internal passageways and air extraction system.
(c) Ensure that anti-icing switch is OFF, then shut down engine.
(8) For Shipboard-Based Cleaning:
fully dried engine.
(b) Turn engine anti-icing switch ON and run engine at Ground Idle Ng speed
for 3 minutes, followed by 3 minutes with anti-icing switches OFF, to
dry out internal passageways and air extraction system.
E. Method II for Engine Cleaning - 5 Hour Method (2-1/2 gpm supply system).
(2) Simultaneously turn on cleaning solution supply system and engage starter.
into the engine.
(7) Rinse in accordance with paragraph 5.F.
F. Method II for Engine Rinsing - 50 Hour Method (2-1/2 gpm supply system).
(2) Simultaneously turn on rinsing solution supply system and engage starter.

(3) Disengage starter and continue applying rinsing solution during coastdown
(4) Allow engine starter to cool for 10 minutes.
into the engine.
(6) Disconnect rinsing solution supply system.
fully dried engine.
fully dried engine.
6. Engine Cleaning and Rinsing Procedures - 150 Hour Method.
A. Materials and Equipment.
(1) 5 gallons of cleaning solution.
(2) 5 gallons of rinsing solution.
(3) Water-wash cart, pressurized tank, or equipment supply system that will
supply 2-1/2 gpm or 5 gpm to water-wash system of engine swirl frame.
(2) Review cleaning preparation procedures in paragraphs 3 and 4.
C. Method I for Engine Cleaning - 150 Hour Method (5 gpm supply system).
Motor engine for 15 seconds.

(4) Allow solution to soak in engine, and allow starter to cool for 10 minutes.
NOTE: Approximately 5 gallons of cleaning solution should have been sprayed into
the engine.
(7) If engine has been operated in a dirty environment (where sand, ash, dirt,
and sulphorous flue gasses are present) wash the hot section at this point
as instructed in paragraph 9.
(8) Rinse in accordance with paragraph 6.D.
D. Method I for Engine Rinsing - 150 Hour Method (5 gpm supply system).
(1) Connect rinsing solution supply system, and fill supply line.
(2) Simultaneously turn on rinse solution supply and engage starter. Motor
engine for 15 seconds.
NOTE: Approximately 5 gallons of rinsing solution should have been sprayed into
the engine.
(7) If engine has been operated in a dirty environment (where sand, ash, dirt,
and sulphorous flue gasses are present) rinse the hot section at this point
as instructed in paragraph 9.
cleaning fitting, and prepare for an engine-run.
(a) Observing starter operating limits, perform a normal engine start.
fully dried engine.
fully dried engine.

E. Method II for Engine Cleaning - 150 Hour Method (2-1/2 gpm supply system).
into the engine.
(7) Rinse in accordance with paragraph 6.F.
NOTE: If 5 gpm supply is available for rinsing procedures in paragraph 5.D may
be used.
(8) Continue cleaning and rinsing procedures in paragraph 6.G.
F. Method II for Engine Rinsing - 150 Hour Method (2-1/2 gpm supply system).
(2) Simulataneously turn on rinsing solution supply system and engage starter.
into engine.
fully dried engine.
fully dried engine.

(10) Continue cleaning and rinsing procedures in paragraph 6.G.
G. Continuation of 150 Hour Method (2-1/2 gpm supply system).
(1) After cleaning and rinsing (paragraphs 6.E and 6.F) allow starter to cool
to ambient OAT for 1 hour minimum.
(2) Review cleaning preparation procedures paragraphs 3 and 4.
(3) Repeat cleaning and rinsing procedures in accordance with paragraphs 6.E
and 6.F.
7. Procedure for Daily Postflight Rinse.
(2) Water-wash cart, pressurized tank, or equivalent system that will supply 2-
1/2 gpm or 5 gpm to water-wash system of engine swirl frame.
(2) Review cleaning preparation procedures in paragraphs 3.C and 3.D.
(3) Review rinsing equipment preparation procedure in paragraph 4.B.
C. Method I for Daily Postflight Rinse (5 gpm supply system).
into engine.
(6) During the 10-minute starter cool-down period, allow residual water to
drain from wsah manifold. Replace cap on aircraft or engine compressor
fully dried engine.


NOTE: For multi-engine installation, both engines can be rinsed and recapped
before starting and both engines can be dried out simultaneously.
fully dried engine.
D. Method II for Daily Postflight Rinse (2-1/2 gpm supply system).
into engine.
fully dried engine.
fully dried engine.


8. Procedure for Hot Section Cleaning of Engines Operating in a "Dirty" Environment.
The purpose of cleaning is to remove any accumulation of particles which may
impede cooling air flow through hot section parts. This prevents excessive
temperatures in the hot section, which can cause material fatigue, decreased parts
clearances, and corrosion. Periodic cleaning will also help maintain hot section
efficiency, resulting in better performance, fuel conservation, preservation of
parts, and lower operation cost. The period at which cleaning should be done will
vary with severity of the operating environment, and can be established by
experience. More frequent cleaning will be required where airborne particles are
unusually heavy, such as flying in volcanic ash, which contains both grit and
sulphur.
The procedure is simple, requires no special tools or cleaning agents, and can be
done at the operator's site or maintenance facility.
A. Remove the following engine components:
• Power turbine module (72-50-00)
• Gas generator rotor (72-40-00)
• Stage 1 nozzle assembly (72-40-00)
• Combustion liner (72-40-00)
• Face-type seal (72-40-00)
B. The power turbine module does not require cleaning as there are no internal
cooling passages in the rotor or stator assemblies. A visual inspection of
overall module for cracks, nicks, dents, leaks, etc. may be done at this time.
The seven thermocouple harness probes should be inspected for cleanliness.
They can be cleaned, if necessary, by brushing with a soft bristle brush
(toothbrush).
NOTE: As many pails as necessary may be used to prevent parts from hitting each
other.
C. Mix one cup of liquid dishwashing detergent with 4 gallons of clean, hot, tap
water in a 5-gallon plastic pail.
D. Submerge stages 1 and 2 gas generator turbine rotor assemblies (3, 5, Figure
702), gas generator stator assembly (4), stage 1 nozzle assembly (2), and
combustion liner (1) in detergent solution for at least 60 minutes. Agitating
the solution by placing a shop air hose into pails and flowing low-pressure
air will loosen dirt faster than only soaking.
E. Remove parts from pails and scrub all surfaces with a soft bristle brush
(toothbrush) and detergent mix. Pay particular attention to the following on:
(1) Stage 1 nozzle assembly (2).
(a) Cooling holes along airfoil surfaces and trailing edges.
(b) Remove all traces of dirt from entire assembly.
(2) Combustion liner (1).
(a) Dome area on interior of liner and all holes in inner and outer

surfaces.
(b) Inner and outer surfaces may be scrubbed with a Scotch Brite pad.
(3) Gas generator stator assembly (4).
(a) Cooling holes all around exterior.
(b) Clean external surfaces with Scotch Brite pad.
(4) Stages 1 and 2 gas generator turbine rotor assemblies (3, 5).
(a) Inner areas of assembly, being sure to remove all visible traces of
dirt from around cooling plate ridges, nuts, and bolts.
(b) Continually resubmerge rotor assembly in and out of detergent mixture
to soften dirt accumulation while scrubbing with brush.
F. Rinse all cleaned parts with clean running tap water, being sure all detergent
solution is removed. Run water through all cooling holes and air passages to
be sure they are not plugged. Special care should be taken to be sure that
turbine blade cooling holes are not plugged by dirt or sand loosened by
cleaning. This can be done by using a flexible hose attached to water supply;
direct water into forward cooling plate air passages of stages 1 and 2 rotor
assemblies. Observe water flow from individual holes in blade tips and
trailing edges (Figure 703).
G. If any turbine blade cooling holes are plugged, do the following:
(1) Try blowing dirt or sand out of holes with clean, dry, filtered compressed
shop air. If compressed air does not remove all particles, use thin wires
inserted into holes to break particles loose (hole sizes in blade trailing
edges are 0.010 inch and blade tip holes are 0.020 inch). Blow out all
passages with clean, dry, filtered, compressed air.
(2) Repeat water flushing through gas generator rotor blades as directed in
paragraph F.
H. Dry all parts with clean, dry, filtered, compressed air. Use a high-pressure
air nozzle to blow loose particles from air passages and from under cooling
plates and rotor blades. It is very important that all particles are removed.
It may require several applications of compressed air to remove all traces of
dirt and sand. Oven drying of parts is not required.
I. Carefully inspect each part to be sure it is well cleaned, free of detergent
solution, and dry before assembly.

• PROLONGED CONTACT WITH LIQUID OR MIST MAY CAUSE DERMATITIS AND IRRITATION.
• IF THERE IS ANY PROLONGED CONTACT WITH SKIN, WASH AREA WITH SOAP AND WATER.
IF SOLUTION CONTACTS EYES, FLUSH EYES WITH WATER IMMEDIATELY. REMOVE
SATURATED CLOTHING.
• IF OIL IS SWALLOWED, DO NOT TRY TO VOMIT. GET IMMEDIATE MEDICAL ATTENTION.
• WHEN HANDLING LIQUID, WEAR RUBBER GLOVES. IF PROLONGED CONTACT WITH MIST IS
LIKELY, WEAR APPROVED RESPIRATOR.
J. Apply a few drops of lubricating oil onto each of the injector swirlers on
combustion liner, and reassemble engine as instructed in this manual.
K. Do appropriate checks (TEST).

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 702 Hot Section Module - Cleaning

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 703 Cooling Air Flow Through Stages 1 and 2 Gas Generator Rotor
Assemblies
9. Procedure for Hot Section Cleaning of Engines Operating in a "Dirty" Environment
(To Be Done Along With 50 and 150 Hour Cleaning Methods).
NOTE: • This procedure requires about 15 minutes per engine to accomplish, and
requires standard cleaning chemicals, clean water, and a sprayer which an
operator should be able to fabricate in his own shop.
• Including this hot section wash with the normal periodic chemical wash is
recommended so that no additional starter engagements are required.
A. In order to wash the hot section area, it is necessary to fabricate a sprayer
(LMT 777, INTRODUCTION). The sprayer can be inserted into the combustion liner
through the 12 o'clock midframe borescope port (CT7-2A) or through the 4 or 8
o'clock position igniter plug ports (CT7-2D/-2D1).
B. Spray-wash hot section as follows:
(1) Fill water-wash supply tank with cleaning solution. Attach sprayer to

supply line.
(2) Remove 12 o'clock borescope port plug (CT7-2A) or the 4 or 8 o'clock
position igniter plug (CT7-2D/-2D1).
(3) Insert sprayer into combustion liner (through either 12 o'clock position
borescope port or 4 or 8 o'clock position igniter port) (Figure 704).
(4) Spray-wash entire interior of combustion liner and stage 1 nozzle surfaces
by rotating sprayer 360 degrees.
(5) Reposition the sprayer so that the spray tip is between the combustion
liner shell and midframe casing (Figure 705). Spray-wash the entire area by
rotating the sprayer 360 degrees.
(6) Allow wash solution to soak the hot section parts for 10 minutes, then
rinse the washed areas with clean water. Run the rinse water until clean
water is observed running out the engine tailpipe.
(7) Remove the sprayer.
BRAYCOTE 655
MATERIAL.
(8) Lubricate the 12 o'clock borescope port plug (CT7-2A) with antiseize
compound Braycote 655. Install the plug (15 degrees wrench-arc torque).
Install the igniter plug and the ignition lead into either the 4 or 8
o'clock igniter plug port (CT7-2D/-2D1) (74-00-00, REMOVAL AND
INSTALLATION).
(9) Operate the washed engines at ground idle for a minimum of 5 minutes to dry
out the engine flowpaths; if possible, dry at Ng speed above 90%.

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 704 Washing Combustion Liner and Stage 1 Nozzle

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 705 Washing Area Between Combustion Liner and Midframe Casing

MM72-00-00, CLEANING 000, CONFIG 2E1
ENGINE SECTION - CLEANING 000
* * * FOR CT7-2E1
TASK 72-00-00-100-804
1. General.
This procedure gives instructions to clean the engine.
2. Procedure.
A. The engine must be cleaned on a scheduled basis and when the engine
performance has deteriorated. The engine must also be cleaned when it is
operated near salt water mist or when inspection of the compressor section and
engine inlet reveals that salt or dirt is building up. A periodic cleaning
interval must be established to prevent performance deterioration. Refer to
CLEANING 001. A daily postflight water-rinse is recommended when the engine
operates in salt-laden air.
(1) This section describes:
(a) Cleaning Requirements. Refer to CLEANING 001.
(b) Preparation of Cleaning and Rinsing Solutions. Refer to CLEANING 002.
(c) Preparation of Engine and Equipment Prior to Cleaning. Refer to
CLEANING 003.
(d) Cleaning and Rinsing Procedures. Refer to CLEANING 004, CLEANING 005,
and CLEANING 006.
B. Cleaning methods are determined in relation to the cleaning interval and the
air temperature level.
C. Hot section cleaning procedures for the engines operating in an environment
where the airborne contaminants, such as sand, fly ash, dirt, volcanic ash or
industrial particles are present, are described in CLEANING 007 and CLEANING
008.
D. Compressor cleaning procedure for the engines operating in a "salt"
environment is described in CLEANING 009.
E. External Cleaning of the Engine
CAUTION: DO NOT USE A PRESSURE WASHER, STEAM CLEANER OR COMPRESSED AIR ON, OR
NEAR THE ENGINE. HIGH PRESSURE WATER CAN BE FORCED INTO THE INNER
CAVITIES OF THE ENGINE THROUGH FLANGES, THE INLET, AND EXHAUST. THIS
WILL DAMAGE ELECTRICAL, FUEL, AND OIL COMPONENTS.
(1) Oil and fuel should be cleaned off using paper towels.
(2) It is not necessary to routinely clean the engine.
(3) Use dry cleaning solvent and paper towels to remove dirt.

* * * FOR CT7-2E1
TASK 72-00-00-100-805
1. General.
This procedure gives the cleaning interval to clean the engine.
2. Procedure.
A. Cleaning Intervals.
(1) The cleaning interval used will determine which engine cleaning and rinsing
procedures are recommended; refer to Table 701.
CAUTION: DO NOT REPEAT CLEANING PROCEDURE UNTIL STARTER HAS COOLED TO AMBIENT
OUTSIDE AIR TEMPERATURE (OAT).
(2) If compressor is severely contaminated, it may be necessary to repeat the
cleaning procedure.
TABLE 701. CLEANING AND RINSING METHODS
Interval Engine Cleaning and Rinsing Methods Procedures
Clean-
Rinse
Daily Post-flight Daily Water-Rinse Methods (see NOTE 1).
Method I - use 5 gpm supply system. CLEANING
006
Method II - use 2-1/2 gpm supply system. CLEANING
006
50 Hours or Less 50 Hour Methods (see NOTE 2.
004
004
150 Hours or More 150 Hour Methods (see NOTE 2).
005
005
NOTE 1: The daily rinse procedure is to be accomplished in addition to (not in
lieu of) scheduled cleaning and rinsing methods.
NOTE 2: For the 50 hour or the 150 hour cleaning and rinsing methods, use method I
or method II, not both.
CAUTION: WHILE THE COMPRESSOR INGESTS WATER/CLEANING SOLUTION, DO NOT ALLOW NG SPEED
TO DROP BELOW 16% (7000 RPM). OPERATING ENGINE LOWER THAN 16% NG WHILE THE
WATER WASHES, MAY CAUSE DAMAGE TO COMPRESSOR BLADES.
B. Starter Power Supply and Operating Limits.
See Aircraft Maintenance Manual for starter limits and rollover procedures.
C. Materials and Equipment Required.
(1) Chemical cleaning compound B & B 3100, chemical cleaning compound B & B TC
100, Chemical cleaning compound Rivenaes R-MC, or Chemical cleaning
compound ZOK 27.
(2) Clean fresh water.
(3) Isopropyl alcohol or methanol.
(4) Water-wash cart, pressurized tank, or equivalent supply system that will
supply 2-1/2 gpm (9.5 lpm) or 5 gpm (18.9 lpm) to the water-wash system of
the aircraft (refer to Figure 701).
D. Air Temperature Requirements.
Methods for preparing the cleaning and rinsing solutions are determined by the
air temperature levels; refer to Table 702. If you wash the engine in a heated
hanger, and then the aircraft is moved outside of the hanger, where the
temperature is below freezing, then you should start the engine within a time
limit that will prevent the cleaning or the rinse solution from freezing.
CAUTION: CHEMICAL CLEANING COMPOUND B & B 3100, CHEMICAL CLEANING COMPOUND B & B TC
100, AND CHEMICAL CLEANING COMPOUND ZOK 27 MUST NOT BE HEATED IF MIXED WITH
ISOPROPYL ALCOHOL OR METHANOL.
NOTE: • Chemical cleaning compound Rivenaes R-MC and chemical cleaning compound ZOK
27 are the approved cleaners for CT7 turboshaft engines.
• Chemical cleaning compound B & B 3100, chemical cleaning compound B & B TC 100,
chemical cleaning compound Rivenaes R-MC, and chemical cleaning compound ZOK 27
fresh water cleaning solutions are most effective when the solution is heated
to 50-70°C (122-158°F).
• Heating of the cleaning solution is recommended if the solution is not mixed
with isopropyl alcohol or methanol. Mix cleaning solution with hot water, if
the heating apparatus is not available.
• It is recommended that fresh-water rinsing be done using water heated to 50-70°
C (122-158°F) for chemical cleaning compound B & B 3100, chemical cleaning
compound B & B TC 100, and chemical cleaning compound ZOK 27.
• If you use premixed cleaners (chemical cleaning compound B & B TC 100 or
chemical cleaning compound Rivenaes R-MC) do not dilute with water because the
water would make the cleaning strength weak.
• A stronger solution of 1 part full strength cleaner (chemical cleaning compound
B & B 3100, chemical cleaning compound B & B TC 100, chemical cleaning compound
Rivenaes R-MC, or chemical cleaning compound ZOK 27) and 2 parts fresh hot
water is recommended when unusual amounts of the compressor contamination are
seen (oil, dirt, and/or salt deposits).
4°C (40°F) and One part cleaner, 3-1/2 to 4 Fresh hot water.
above parts fresh hot water.
NOTE: A stronger cleaning solution of 1 part full strength cleaner, 1 part isopropyl
alcohol or methanol, and 2 parts fresh hot water is recommended when unusual
amounts of compressor contamination are seen (oil, dirt, and or salt
deposits).

I
-15°C to +4°C (5°F One part cleaner, one part 3-1/2 parts fresh water and 1-
to 40°F) isopropyl alcohol or methanol, 1/2 parts isopropyl alcohol C04-
and 3 parts fresh water. 035 or methanol.
I Below -15°C (5°F) Do not wash. Solution will

freeze.
Do not rinse. Solution will
freeze.

* * * FOR CT7-2E1
FRONT SIDE VIEW
COMPRESSOR CLEAN:NG
RTIING
F'TOI2~l
Figure 701 Compressor Fitting Location

* * * FOR CT7-2E1
TASK 72-00-00-100-806
1. General.
This procedure gives instructions to prepare the cleaning and rinsing solutions.
2. Procedure.
A. Preparation of the Cleaning Solution.
(1) Refer to Table 701 for amount of the cleaning and rinse solutions to use at
the ambient temperatures. Additionally, if the engine is washed in a heated
hanger then moved outside to below freezing temperatures, the engine should
be started within a time frame that will prevent the fluid from freezing.
WARNING: TURBINE ENGINE GAS PATH CLEANING COMPOUND/SOLUTION
• SOLUTION IRRITATES EYES. WEAR SPLASH-PROOF GOGGLES OR FACE SHIELD WHEN
USING SOLUTION.
DIZZINESS.
OF STORAGE AND USE.
WARNING: ISOPROPYL ALCOHOL TT-I-735
SURFACES.


• WHEN HANDLING LARGE QUANTITIES (GREATER THAN ONE GALLON (3.8 LITERS)),
WORK AT AIR-EXHAUSTED WORKBENCH OR COVERED TANK.
SAFETY CONTAINER.
CONTINUITY.
WARNING: METHANOL O-M-232
SURFACES.
DAMAGE.
• WHEN HANDLING LIQUID AT AIR-EXHAUSTED WORKBENCH, WEAR APPROVED GOGGLES.
• WHEN HANDLING LIQUID AT UNEXHAUSTED WORKBENCH, WEAR APPROVED RESPIRATOR
AND GOGGLES.
(2) Mix 5 gallons of solution as instructed in Table 701. If you use gas path
cleaner Rivenaes R-MC and gas path cleaner B & B TC 100 do not dilute
cleaner.
CAUTION: GAS PATH CLEANER B & B 3100, GAS PATH CLEANER B & B TC 100, AND GAS PATH
CLEANER ZOK 27 MUST NOT BE HEATED IF MIXED WITH ISOPROPYL ALCOHOL TT-I-735
OR METHANOL O-M-232.
NOTE: • Gas path cleaner Rivenaes R-MC, gas path cleaner ZOK 27, and gas path cleaner
Ardrox 6367 are the approved cleaners for CT7 turboshaft engines.
• Gas path cleaner B & B 3100, gas path cleaner B & B TC 100, gas path cleaner
Rivenaes R-MC, and gas path cleaner ZOK 27 fresh water cleaning solutions are
most effective when the solution is heated to 50°-70°C (122°-158°F).
• Heating of the cleaning solution is recommended if the solution is not mixed
with isopropyl alcohol TT-I-735 or methanol O-M-232. Mix cleaning solution with
hot water, if the heating apparatus is not available.
• It is recommended that fresh-water rinsing be done using water heated to 50°-
70°C (122°-158°F) for gas path cleaner B & B 3100, gas path cleaner B & B TC
100, and gas path cleaner ZOK 27.
• If you use premixed gas path cleaner B & B TC 100 or gas path cleaner Rivenaes
R-MC, do not dilute with water because the water would make the cleaning
strength weak.
• A stronger solution of 1 part full strength cleaner and 2 parts fresh hot water

is recommended when unusual amounts of the compressor contamination are seen

(oil, dirt, and/or salt deposits).
4°C (40°F) and above One part cleaner, 3-1/2 to 4 parts fresh Fresh hot water.
hot water.
NOTE: A stronger cleaning solution of 1 part full strength cleaner, 1 part isopropyl
alcohol TT-I-735 or methanol O-M-232 and 2 parts fresh hot water is
recommended when unusual amounts of compressor contamination are seen (oil,
dirt, and/or salt deposits).
-15°C to +4°C (5°F One part cleaner, one part isopropyl 3-1/2 parts fresh
to 40°F) alcohol TT-I-735 or methanol O-M-232 and water and 1-1/2
3 parts fresh water. parts isopropyl
alcohol TT-I-735 or
methanol O-M-232.
Below -15°C (5°F) Do not wash. Solution will freeze. Do not rinse.
Solution will
freeze.

* * * FOR CT7-2E1
TASK 72-00-00-100-807
1. General.
This procedure gives instructions to prepare the engine for cleaning and rinsing.
2. Procedure.
The following paragraphs describe steps that must be taken to prepare the engine
and equipment for cleaning and rinsing operations.
A. Preparation of the Engine.
WARNING: TURBINE ENGINE GAS PATH CLEANING COMPOUND/SOLUTION (CHEMICAL CLEANING
COMPOUND B & B 3100, CHEMICAL CLEANING COMPOUND B & B TC 100, CHEMICAL
CLEANING COMPOUND RIVENAES R-MC, OR CHEMICAL CLEANING COMPOUND ZOK 27.
• SOLUTION IRRITATES EYES. WEAR SPLASH-PROOF GOGGLES OR FACE SHIELD WHEN
USING SOLUTION.
DIZZINESS.
OF STORAGE AND USE.
SURFACES.


• WHEN HANDLING LARGE QUANTITIES (GREATER THAN ONE GALLON (3.8 LITERS)),
WORK AT AIR-EXHAUSTED WORKBENCH OR COVERED TANK.
SAFETY CONTAINER.
CONTINUITY.
SURFACES.
DAMAGE.
APPROVED GOGGLES.
• SOLUTION OF 40% METHANOL O-M-232 AND 60% WATER IS COMBUSTIBLE.
NOTE: Only those solutions referenced in the GE manual have been tested for
effectiveness and material compatibility.
(1) If aircraft inlet duct has a buildup of carbon, salt, dirt, or oil-based
deposits, clean the duct (see applicable Aircraft Maintenance Manual).
CAUTION: • THE ENGINE MUST BE SHUT DOWN AND ALLOWED TO COOL TO TGT OF 150°C (302°
F), OR BELOW, BEFORE WATER OR CLEANING SOLUTION IS SPRAYED INTO THE
ENGINE.
• NO PRESERVATIVES ARE REQUIRED OR RECOMMENDED FOR USE IN THE COMPRESSOR
FLOW PATH.
• DO NOT EXCEED STARTER OPERATING LIMITS, OBSERVE REQUIRED STARTER COOLING
TIME INTERVAL BETWEEN DUTY CYCLES.
• THE SIF SWITCH MUST BE IN THE CRANK POSITION WHILE MOTORING ENGINE.
NOTE: Wash and rinse at 150 degrees C is allowable. However, water may evaporate
at this temperature making the cleaning less effective.
(2) Before you start the cleaning and rinsing procedure, close the aircraft air
bleed valves.
B. Preparation of Cleaning and Rinsing Equipment.
NOTE: Procedure is based on GE support equipment. If other equipment is used,
operators will need to regulate and monitor as required to achieve
satisfactory results.
(1) Connect the quick-disconnect fitting of the cleaning or rinsing solution
supply line to aircraft or engine compressor cleaning fitting. Refer to
CLEANING 001.
(2) If the same line will be used for the rinsing solution, drain the cleaning
solution from the line, and purge with rinsing solution prior to connect
line to the engine or aircraft cleaning fitting.
NOTE: In lieu of step 3, in cases where the procedure states simultaneously turn
on the supply system and engage the engine starter; it is permissible to
turn on the supply system a few seconds prior to engage the starter.
(3) When the length of the supply line exceeds 10 feet, it is necessary to fill
the supply line with cleaning or rinsing solution before you start the wash
or rinse procedures. Therefore, turn on supply system for few seconds then
turn it off.

* * * FOR CT7-2E1
TASK 72-00-00-100-808
1. General.
This procedure gives instructions to do the engine cleaning and rinsing procedures
- 50 hours method.
2. Procedure.
Before you start any cleaning and rinsing method it is advisable to know the
capability of the supply system that will be used. The following methods will be
used for supply systems that can deliver 2-1/2 gpm or 5 gpm. Use the method that
fits the particular supply system available. Refer to Table 601 and Table 602 of
CLEANING 001.
operators will need to regulate and monitor as necessary to achieve
NOTE: Use bottled or distilled water if source of water contains minerals. Refer to
Aircraft manual for aircraft specific information.
(1) 2-1/2 gallons of cleaning solution.
(3) Water-wash cart, water-wash dispenser 21C7298G03, or equivalent supply
system that will supply 2-1/2 gpm or 5 gpm to water-wash system of the
aircraft.
(1) Review the cleaning requirements. Refer to CLEANING 001.
(2) Review the cleaning preparation procedures. Refer to CLEANING 006 and
CLEANING 003.
C. Method I for the Engine Cleaning - 50 Hour Method (5 gpm supply system).
CAUTION: • WHILE THE COMPRESSOR INGEST THE WATER/CLEANING SOLUTION, DO NOT PERMIT
NG SPEED TO DROP BELOW 20% (8750 RPM). OPERATING ENGINE BELOW 20% NG
SPEED, WHILE WATER WASHING, CAN CAUSE DAMAGE TO COMPRESSOR BLADES.
• POSTPONE ENGINE CLEANING IF AMBIENT TEMPERATURES ARE BELOW -15°C (5°F).
• THE ENGINE MUST BE SHUTDOWN AND ALLOWED TO COOL (ENGINE MAY BE MOTORED
TO EXPEDITE COOLING) TO TGT OF 150°C (302°F) OR BELOW, BEFORE CLEANING
SOLUTION IS SPRAYED INTO ENGINE.
• DO NOT EXCEED STARTER OPERATING LIMITS.
• FOR ENGINES INSTALLED IN AIRCRAFT, MAKE SURE THAT THE COMPRESSOR IS
RINSED AND DRIED FOR THE PERIODS SPECIFIED SO THAT CLEANING SOLUTION IS
NOT TRAPPED IN PASSAGES, CREVICES, AND OTHER AREAS OF THE ENGINE.

(1) Connect the cleaning solution supply system and fill the supply line.
(2) Engage engine starter to override position and motor engine to maximum
starter speed.
(3) Turn on the cleaning solution supply system and permit the cleaning
solution to flow through the engine for approximately 30 seconds. Do not
exceed starter duty cycle. Do not permit Ng to drop below 20% (8750 RPM).
(4) Turn supply system off and disengage engine starter.
(5) Allow the solution to soak in the engine for 15-30 minutes. If starter duty
cycle permits, 15 minutes soaking time is preferred.
into the engine.
(6) Disconnect the cleaning solution supply system.
(7) Rinse in accordance with para D.
D. Method I for the Engine Rinsing - 50 Hour Method (5 gpm supply system).
NOTE: Wash and rinse at 150 degrees C is permitted. However, water may evaporate
(1) Connect the rinsing solution supply system and fill the supply line.
starter speed.
(3) Turn on the rinsing solution supply system and permit the rinsing solution
to flow through the engine for approximately 35 seconds. Regulate Pressure
to no more than 50 psig (this will control speed drop). Do not exceed
starter duty cycle. Do not permit Ng to drop below 20% (8750 RPM).
into the engine.
(5) Disconnect the rinse solution supply system.
(6) Allow the residual water to drain from the wash manifold. Replace the cap
on the aircraft or engine compressor cleaning fitting and prepare for an
engine-run.

(7) Engage the starter and do a normal engine start.

NOTE: Time-to-lightoff will probably be several seconds longer than with a fully
dried engine.
(8) Run the engine at ground idle for at least 2 minutes to dry the engine and
to dry out the ducting.
(9) Shut the engine down.
E. Method II for the Engine Cleaning - 50 Hour Method (2-1/2 gpm supply system).
starter speed.
solution to flow through the engine for approximately 1 minute. Do not
into the engine.
(7) Rinse in accordance with para F.
F. Method II for the Engine Rinsing - 50 Hour Method (2-1/2 gpm supply system).


starter speed.
into the engine.
(5) Disconnect the rinsing solution supply system.
on the aircraft or engine compressor cleaning fitting, and prepare for an
engine-run.
dried engine.
to dry out ducting.

* * * FOR CT7-2E1
TASK 72-00-00-100-809
1. General.
This procedure gives instructions to do the engine cleaning and rinsing procedures
- 150 hours method.
2. Procedure.
CLEANING 001.
A. Materials and Equipment.
(1) 5 gallons of cleaning solution.
(2) 5 gallons of rinsing solution.
(3) Water-wash cart, water-wash dispenser 21C7298G03, or equivalent supply
system that will supply 2-1/2 gpm or 5 gpm to water-wash system of the
aircraft.
(2) Review the cleaning preparation procedures. Refer to CLEANING 002 and
CLEANING 003.
C. Method I for the Engine Cleaning - 150 Hour Method (5 gpm supply system).

starter speed.
solution to flow through the engine for approximately 1 minute. Do not
the engine.
(7) If the engine has been operated in a dirty environment (where sand, ash,
dirt, and sulphorous flue gasses are present) wash the hot section at this
point. Refer to CLEANING 007.
(8) Rinse in accordance with para D.
D. Method I for the Engine Rinsing - 150 Hour Method (5 gpm supply system).
NOTE: Wash and rinse at 150 degrees C is permitted. However, water can evaporate
(1) Connect the rinsing solution supply system, and fill the supply line.
starter speed.
the engine.
dirt, and sulphorous flue gasses are present) rinse the hot section at this
engine-run.
dried engine.
to dry out ducting.
E. Method II for the Engine Cleaning - 150 Hour Method (2-1/2 gpm supply system).
starter speed.
solution to flow through the engine for approximately 2 minutes. Do not
the engine.
dirt, and sulphorous flue gasses are present) wash the hot section at this
(8) Rinse in accordance with para F.
F. Method II for the Engine Rinsing - 150 Hour Method (2-1/2 gpm supply system).


(1) Connect the rinsing solution supply system and fill supply the line.
starter speed.
(3) Turn on the rinsing solution supply system and allow the rinsing solution
to flow through the engine for approximately 2 minutes. Do not exceed
the engine.
dirt, and sulphorous flue gasses are present) rinse the hot section at this
engine-run.
dried engine.

* * * FOR CT7-2E1
TASK 72-00-00-100-810
1. General.
This procedure gives instructions to do the procedure for daily postflight rinse.
2. Procedure.
CLEANING 001.
NOTE: Use bottled or distilled water if source of water contains minerals. Refer to
aircraft manual for aircraft specific information.
(2) Water-wash cart, water-wash dispenser 21C7298G03, or equivalent system that
will supply 2-1/2 gpm or 5 gpm to the water-wash system of the aircraft.
(2) Review the rinsing preparation procedures. Refer to CLEANING 002 and
CLEANING 003.
C. Method I for Daily Postflight Rinse (5 gpm supply system).
NOTE: Wash and rinse at 150 degrees C is permitted. However, water can evaporate
NOTE: The intention of the daily rinse is to remove salt and dirt from the

compressor to minimize corrosion and maintain power margin. The frequency

of the rinse can be adjusted by the operator based on local environment,
amount of flight time, and power margin.
starter speed.
NOTE: Approximately 2-1/2 gallons of rinse solution should have been sprayed
into the engine.
engine-run.
dried engine.
NOTE: For multi-engine installations, all engines can be rinsed and recapped
before starting and all engines can be dried out simultaneously.
D. Method II for Daily Postflight Rinse (2-1/2 gpm supply system).
NOTE: The intention of the daily rinse is to remove salt and dirt from the
compressor to minimize corrosion and maintain power margin. The frequency
of the rinse may be adjusted by the operator based on local environment,

amount of flight time, and power margin.

starter speed.
NOTE: Approximately 2-1/2 gallons of rinse solution should have been sprayed
into the engine.
engine-run.
dried engine.
to dry out ducting.
NOTE: For multi-engine installations, all engines can be rinsed and recapped
before starting and all engines can be dried out simultaneously.

* * * FOR CT7-2E1
TASK 72-00-00-100-811
1. General.
This procedure gives instructions to clean the hot section of the engine that
operates in a "dirty" environment.
2. Procedure.
The purpose of the cleaning is to remove any accumulation of particles which may
impede the cooling air flow through the hot section parts. This prevents excessive
temperatures in the hot section, which can cause material fatigue, decreased parts
clearances, and corrosion. Periodic cleaning will also help maintain the hot
section efficiency, resulting in better performance, fuel conservation,
preservation of the parts, and lower operation cost. The period at which cleaning
should be done will vary with severity of the operating environment, and can be
established by experience. More frequent cleaning will be required where the
airborne particles are unusually heavy, such as flying in volcanic ash, which
contains both grit and sulphur.
The procedure is simple, requires no special tools or cleaning agents, and can be
done at the operator's site or maintenance facility.
A. Remove the following engine components:
(1) Power turbine module. Refer to 72-50-00, REMOVAL AND INSTALLATION.
(2) Gas generator rotor. Refer to 72-40-00, REMOVAL AND INSTALLATION.
(3) Stage 1 nozzle assembly. Refer to 72-40-00, REMOVAL AND INSTALLATION.
(4) Combustion liner. Refer to 72-40-00, REMOVAL AND INSTALLATION.
(5) Face-type seal. Refer to 72-40-00, REMOVAL AND INSTALLATION.
B. The power turbine module does not require cleaning as there are no internal
cooling passages in the rotor or stator assemblies. A visual inspection of
overall module for cracks, nicks, dents, leaks, etc. may be done at this time.
The seven thermocouple harness probes should be inspected for cleanliness.
They can be cleaned, if necessary, by brushing with a soft bristle brush
(toothbrush).
NOTE: As many containers as necessary may be used to prevent parts from hitting each
other.
C. Mix 8 ounces of the liquid dishwashing detergent with 4 gallons of the clean,
hot, tap water in a 5-gallon plastic containers.

D. Submerge the stages 1 and 2 gas generator turbine rotor assemblies, gas
generator stator assembly, stage 1 nozzle assembly, and combustion liner in
the detergent solution for at least 60 minutes. Refer to Figure 701. Agitate
the solution by placing a shop air hose into containers and flowing low-
pressure air will loosen dirt faster than only soaking.
E. Remove the parts from containers and scrub all surfaces with a soft bristle
brush (toothbrush) and detergent mix. Pay particular attention to the
following on:
(1) Stage 1 nozzle assembly.
(a) Cooling holes along the airfoil surfaces and trailing edges.
(b) Remove all traces of dirt from the entire assembly.
(2) Combustion liner.
(a) Dome area on the interior of the liner and all holes in the inner and
outer surfaces.
(b) Inner and outer surfaces may be scrubbed with a Scotch Brite pad.
(3) Gas generator stator assembly.
(a) Cooling holes all around exterior.
(b) Clean the external surfaces with a Scotch Brite pad.
(4) Stages 1 and 2 gas generator turbine rotor assemblies.
(a) Be sure to remove all visible traces of dirt around the cooling plate
ridges, nuts, bolts, and the cooling holes at the blade tips and
trailing edges.
(b) Continually resubmerge the rotor assembly in and out of the detergent
mixture to soften dirt accumulation while you scrub with a brush.
F. Rinse all cleaned parts with clean running tap water, be sure that all
detergent solution is removed. Run the water through all cooling holes and air
passages to be sure they are not plugged. Special care should be taken to be
sure that the turbine blade cooling holes are not plugged by dirt or sand
loosened by cleaning. This can be done by using a flexible hose attached to
water supply; direct the water into the forward cooling plate air passages of
the stages 1 and 2 rotor assemblies. Observe the water flow from the
individual holes in the blade tips and trailing edges. Refer to Figure 702.
G. If any turbine blade cooling holes are plugged, do the following:
GOGGLES OR FACE SHIELD
(1) Try blowing dirt or sand out of the holes with clean, dry, filtered
compressed shop air. If the compressed air does not remove all particles,

use a thin wire inserted into the holes to break the particles loose (hole
sizes in the blade trailing edges are 0.010 inch and the blade tip holes
are 0.020 inch). Blow out all passages with clean, dry, filtered,
compressed air.
(2) Repeat the water flushing through the gas generator rotor blades as
directed in para F.
H. Dry all parts with clean, dry, filtered, compressed air. Use a high-pressure
air nozzle to blow the loose particles from the air passages and from under
cooling plates and rotor blades. It is very important that all particles are
removed. It may require several applications of compressed air to remove all
traces of dirt and sand. Oven drying of the parts is not required.
I. Carefully inspect each part to be sure it is well cleaned, free of detergent
solution, and dry before assembly.
WARNING: LUBRICATING OIL DO NOT LET LUBRICATING OIL STAY ON YOUR SKIN. DO NOT
BREATHE THE FUMES RELEASED FROM LUBRICATING OIL FOR A LONG TIME.
LUBRICATING OIL IS DANGEROUS TO YOUR EYES, NOSE, AND LUNGS.
J. Apply a few drops of lubricating oil onto each of the injector swirlers on
combustion liner and reassemble the engine as instructed in this manual.
K. Do appropriate checks. Refer to TEST.

* * * FOR CT7-2E1
STAGE 1 AND 2 GAS GENERATOR

TURBINE ROTOR ASSEMBLY
GAS GENERAlroi">TATI)A ASSE"BLY
FACE TYPE SEAL
COMBusnON LINEA
Figure 701 Hot Section Module - Cleaning

* * * FOR CT7-2E1
Figure 702 Cooling Air Flow Through Stages 1 and 2 Gas Generator Rotor
Assemblies

* * * FOR CT7-2E1
TASK 72-00-00-100-812
1. General.
This procedure gives instructions to clean the hot section of the engine that
operates in a "dirty" environment (to be done along with 50 and 150 hours)
cleaning methods.
2. Procedure.
NOTE: • This procedure requires about 15 minutes per engine to accomplish, and
requires the standard cleaning chemicals, clean water, and a sprayer which an
operator should be able to fabricate in his own shop.
• Including this hot section wash with the normal periodic chemical wash is
recommended so that no additional starter engagements are required.
A. In order to wash the hot section area, it is necessary to fabricate a sprayer
LMT-777 (refer to Figure 701). The sprayer LMT-777 can be inserted into the
combustion liner through the 4 or 8 o'clock position igniter plug ports.
B. Spray-wash hot section as follows:
(1) Fill water-wash supply tank with cleaning solution. Attach the sprayer LMT-
777 to supply line.
(2) Remove the 4 or 8 o'clock position igniter plug. Refer to 74-00-00, REMOVAL
AND INSTALLATION.
(3) Insert the sprayer LMT-777 into the combustion liner (through 4 or 8
o'clock position igniter port). Refer to Figure 702.
(4) Spray-wash the entire interior of the combustion liner and stage 1 nozzle
surfaces by rotating LMT-777 360 degrees.
(5) Reposition the LMT-777 so that spray tip is between the combustion liner
and midframe casing. Refer to Figure 703. Spray-wash the entire area by
rotating the sprayer LMT-777 360°.
(6) Allow the wash solution to soak the hot section parts for 10 minutes, then
rinse the washed areas with clean water. Run the rinse water until clean
water is observed running out the engine tailpipe.
(7) Remove the sprayer LMT-777.
(8) Install the igniter plug and ignition lead into either the 4 or 8 o'clock
igniter plug port. Refer to 74-00-00, REMOVAL AND INSTALLATION.
(9) Run the washed engines at ground idle for at least 5 minutes to dry out the
engine flowpaths.

* * * FOR CT7-2E1
0.750 (19.05)
9.00 (228.6)
L J - . . . - . , - 0.500 (1 2.7)
STAINLESS STEEL TUBE O. 6AN

TWO SETS OF FOUR 0.245 (6.22) MAX 00 MAlEffiTING
0.0625 (1.5881 DIA
HOLES, 90" APART
AlL DIMENSIONS ARE IN

INCHES WITH MILLIMETERS
IN PARENTHESES
4T01S2A01
Figure 701 Hot Section Module Sprayer - LMT-777

* * * FOR CT7-2E1
Figure 702 Washing Combustion Liner and Stage 1 Nozzle

* * * FOR CT7-2E1
Figure 703 Washing Area Between Combustion Liner and Midframe Casing

MM72-00-00, CLEANING 009
* * * FOR CT7-2E1
TASK 72-00-00-100-813
1. General.
This procedure gives instructions to rinse the compressor of an engine that was
operated in a "salt" environment.
2. Procedure.
SURFACES.
CONTAINER.
CONTINUITY.
SURFACES.
DROWSINESS, AND HEADACHE. INGESTION MAY BE FATAL OR MAY CAUSE EYE DAMAGE.
• IF VAPOR CONTACTS EYES, IMMEDIATELY FLUSH EYES WITH LARGE AMOUNTS OF WATER.
IMMEDIATELY REMOVE SOLVENT-SATURATED CLOTHING. IF VAPORS CAUSE DROWSINESS,
GO TO FRESH AIR.
• WHEN HANDLING LIQUID AT AIR-EXHAUSTED WORKBENCH, WEAR APPROVED GOGGLES.
• WHEN HANDLING LIQUID AT UNEXHAUSTED WORKBENCH, WEAR APPROVED RESPIRATOR AND
GOGGLES.
NOTE: If compressor contamination is severe, it may be necessary to repeat the
rinsing procedure.
A. Refer to CLEANING 000 for the amount of rinse solution to use at various
temperatures.
TABLE 701. RINSE SOLUTIONS
Temperature Mixture
40°F (4°C) and above Fresh water.

5° to 40°F (−15° to Water-wash dispenser: 3 gallons of fresh water, 2 gallons of

5°C) isopropyl alcohol or methanol O-M-232.
Below 5°F (−15°C) Do not rinse, solution will freeze.
B. Prepare the water-wash dispenser 21C7298G03 (refer to Figure 701) as follows:
NOTE: Level indicator arm inside water-wash dispenser 21C7298G03 is 5-gallon
marker. Remaining space is for compressed air.
(1) Remove the cover of the water-wash dispenser 21C7298G03 and add the
solution (Table 701).
(2) Install the cover on the dispenser, with Viton seal on inside of the
dispenser. Rotate the handle on the cover to the locked position.
(3) Close the water-out valve and the air inlet valve on the dispenser. Connect
the compressed air supply hose to the air inlet valve.
CAUTION: Do not exceed the maximum dispenser pressure.
(4) Open the air inlet valve and pressurize the dispenser to 60 psig, or
greater. Do not exceed maximum dispenser pressure.
(5) Close the air inlet valve and disconnect the compressed air supply hose.
C. Rinse the compressor as follows:
(1) Remove the cap from the aircraft water-wash fitting.
(2) Install the water-wash adapter on the aircraft water-wash fitting. Tighten
the adapter to 15° wrench-arc.
(3) Connect the quick-disconnect fitting of the water-wash dispenser discharge
hose (Figure 701) to the adapter.
CAUTION: • WHILE THE COMPRESSOR INGEST THE WATER/CLEANING SOLUTION, DO NOT ALLOW
NG SPEED TO DROP BELOW 16 PERCENT (7000 RPM). OPERATING ENGINE BELOW 16
PERCENT NG SPEED, WHILE WATER WASHING, MAY CAUSE DAMAGE TO COMPRESSOR
BLADES.
(4) Turn the engine anti-icing ON.
CAUTION: WHILE THE COMPRESSOR INGESTS WATER/CLEANING SOLUTION, DO NOT ALLOW NG
SPEED TO DROP BELOW 16 PERCENT (7000 RPM). OPERATING ENGINE LOWER THAN
16 PERCENT NG WHILE THE WATER WASHES, MAY CAUSE DAMAGE TO COMPRESSOR
BLADES.
(5) Press the engine starter button and motor the engine to the maximum starter
speed.

(6) Using the water-wash dispenser 21C7298G03, open the water-out valve on the
dispenser to allow the solution to flow.
(7) Spray rinse for 1 minute while motoring the engine. Do not allow Ng speed
to drop below 16% (7000 RPM) while the compressor ingests the rinse
solution.
(8) Turn the engine anti-icing OFF and release the engine starter button (stop
motoring). Close the valve on the water-wash dispenser 21C7298G03 to stop
the rinsing solution flow.
(9) Disconnect the water supply hose from the adapter and remove the adapter
from the aircraft water-wash fitting.
(10) Allow the rinsing solution to drain from the fitting located at 6 o'clock
position on the diffuser case.
(11) Install the cap on the aircraft water-wash fitting. Tighten the cap to 15º
wrench-arc.
(12) Turn the engine anti-icing ON.
CAUTION: Do not exceed starter operating limits. Observe required starter cooling
time interval between cycles.
(13) Press the engine starter button and motor the engine to maximum starter
speed for 30 seconds.
Start the engine Refer to TEST.
(14) Run the engine at ground idle speed for 5 minutes. Refer to TEST. Make
sure that the engine anti-icing is ON in order to dry out air flowpaths.
(15) Shut down the engine. Refer to TEST.

* * * FOR CT7-2E1
Figure 701 Water-wash Dispenser (21C7298G03)

MM72-00-00, REPAIR 001
ENGINE - REPAIR - UNCOUPLING OF ELECTRICAL CONNECTORS WITH FAILED NONDECOUPLING MECHANISM - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-00-00-300-802
This procedure provides instructions for disconnecting an electrical cable
connector, with a failed nondecoupling mechanism, without damaging the mating
connector.
2. Procedure.
CAUTION: FORCEFUL UNCOUPLING OF AN ELECTRICAL CABLE CONNECTOR WITH A FAILED
NONDECOUPLING MECHANISM CAN DAMAGE THE MATING CONNECTOR ON THE COMPONENT.
A. If there is not enough space around connector to work on it, remove entire
cable and component from engine. If necessary, cut cable at connector in order
to remove component.
B. Grind or file rolled-over section of cap (area A, Figure 801) to release cap
from coupling ring.
C. Grind or file away section of cap (area B) that is press-fitted on coupling
ring.
D. Using a screwdriver, pry cap loose from coupling ring. This will release
spring.
E. Unscrew coupling ring to remove connector.

MM72-00-00, REPAIR 001
ENGINE - REPAIR - UNCOUPLING OF ELECTRICAL CONNECTORS WITH FAILED NONDECOUPLING MECHANISM - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Uncoupling of Electrical Connectors with Failed

Nondecoupling Mechanism

MM72-30-00
COLD SECTION MODULE - DESCRIPTION AND OPERATION
* * * FOR ALL
TASK 72-30-00-870-801
The cold section module (Figure 1) includes the swirl frame, A-sump output shaft
assembly, front frame, main frame, scroll case, compressor stator assembly,
compressor rotor, diffuser and midframe casing assembly, and variable geometry
linkage system. An inlet particle separator is in the forward end of the module. A
blower, mounted on the accessory drive gearbox, provides suction for the particle
separator. Unless otherwise specified, all illustrations apply to the CT7-2A/-2D/-
2D1/-2E1 engines, although only one view is shown.

MM72-30-00
* * * FOR ALL
Figure 1 Cold Section Module

2. Description.
A. Inlet Particle Separator.
The inlet particle separator contains three engine frames: swirl frame (1,
Figure 1), front frame (3), and main frame (4). The remainder of the inlet
particle separator system consists of a scroll case, an inlet duct, a particle
separator blower, and an aircraft discharge duct. Air enters the separator
through the swirl frame. Swirl vanes direct the air into a rotating or
swirling pattern to separate sand, dust, and other foreign objects by
centrifugal action. These particles are carried to the outer section of the
main frame into the scroll case through a series of scroll vanes. The
particles are sucked from the scroll case by the blower and are blown out
through an airframe supplied discharge duct (Figure 2). A blower inoperative
differential pressure switch is mounted on the blower and automatically
actuates a light in the cockpit if the blower differential pressure drops to
0.4 to 0.15 psi.

MM72-30-00
Air that remains after particle separation is carried to the front frame
deswirl vanes, which direct it to the inlet of the compressor.
B. Swirl Frame.
The swirl frame (1, Figure 1) contains the swirl vanes and is the forward
structure of the engine. The forward flange of the swirl frame mates with the
aircraft inlet duct.
The engine wash manifold is an internal part of the swirl frame. It has a
series of jets aimed at the compressor inlet area. The wash manifold fitting
is located at the 7 o'clock position on the swirl frame.
C. A-Sump Output Shaft Assembly.
The A-sump output shaft assembly (2, Figure 1) is housed in front frame (3).
It provides a housing for the No. 1 and No. 2 main bearings. The output shaft
is driven by the power turbine and supplies power through shafting to the
helicopter transmission. The output shaft connects to the power turbine drive
shaft assembly through a splined joint.
D. Front Frame.
The front frame (3, Figure 1) is housed by the main frame (4), and contains
the A-sump output shaft assembly (2) and the deswirl vanes. It supports the
output shaft assembly and provides the inner flowpath for air entering the
compressor inlet.
E. Main Frame.
The main frame (4, Figure 1) is a one-piece casting consisting of an outer and
an inner portion. The outer portion contains the oil tank, accessory gearbox
support, scroll seal and support, and forward engine mounts. The inner portion
contains the scroll vanes, front frame mating flange, inlet guide vane
supports, and the flange that attaches to the compressor. The aft inner
portion of the frame forms the outer surface of the compressor inlet flowpath.
The variable inlet guide vanes are supported in this frame. By removing a
borescope plug, inlet guide vanes and stage 1 compressor rotor blades can be
inspected.
F. Scroll Case.
The scroll case (9, Figure 1) is a fiberglass shell attached to the aft side
of the main frame. The scroll case collects sand, dust, and other particles
from the airflow and directs them into the particle separator blower. An
opening at the 6 o'clock position provides cooling air for the electrical
control unit (ECU) (CT7-2A/-2D/-2D1) or EECU (CT7-2E1) and access for foreign
object removal.
G. Compressor.
The compressor has five axial stages and one centrifugal stage. The axial
section has variable stage 1 and stage 2 vanes. The centrifugal stage has an
impeller with vanes. Compressor rotor (5) is supported by bearings at front
and rear. Stage 5 bleed air is taken from three bleed ports on compressor
stator assembly (7). One port supplies air for the anti-icing bleed and start
valve; the other two ports provide aircraft bleed air.
H. Diffuser and Midframe Casing Assembly.
The diffuser and midframe casing assembly (6, Figure 1) is a matched assembly
that includes the diffuser, diffuser case, and midframe assembly.

MM72-30-00
The diffuser increases the discharge area and reduces the speed of the
centrifugal impeller airflow, causing air pressure to increase. This
pressurized air is directed to the combustor through the diffuser case.
The diffuser case mounts on the rear flange of the compressor case. It directs
compressor discharge air to the combustion chamber. A port at the 6 o'clock
position on the diffuser case serves as a drain for the combustion chamber.
The midframe assembly houses the combustion liner and contains the B-sump. The
midframe has ports for attaching fuel injectors, primer nozzles, and igniter
plugs. The midframe has 4 service tubes: one supplies oil to the B-sump; one
scavenges oil from the B-sump; one drains the B-sump seal pressure cavity; and
one conducts compressor discharge seal leakage air to the turbine case. For
CT7-2A/-2D/-2D1, a port at the 11 o'clock position provides compressor
discharge air (P3 air) to both the sequence valve and hydromechanical control
unit (HMU). For CT7-2E1, ports at the 10 o'clock and 1 o'clock positions
provide compressor discharge air (P3 air) to P3 sensors on the AGB, which in
turn send signals to the EECU.
I. Variable Geometry (VG) Linkage System.
The VG linkage system (8, Figure 1) includes IGV's in the main frame (4),
stages 1 and 2 compressor variable vanes, three actuating rings (one for each
stage), vane actuator levers (which connect the individual vanes to their
actuating rings), and actuating shaft.
The three actuating rings, the vane levers, and the vanes are actuated and
synchronized by the actuating shaft. The actuating shaft also opens and closes
the anti-icing bleed and start valve. The VG actuator, in the HMU (CT7-2A/-
2D/-2D1) or FMU (CT7-2E1), positions the actuating shaft. The actuator is
positioned by a servo system in the HMU or FMU. For CT7-2A/-2D/-2D1, the servo
system responds to Ng, T2, and physical position of VG actuating shaft. For
CT7-2E1, VG actuation is scheduled by the EECU and physical position of VG
actuating shaft.

MM72-30-00
* * * FOR ALL
Figure 2 Inlet Particle Separator Flow Diagram

MM72-30-00
COLD SECTION MODULE - REMOVAL AND INSTALLATION
* * * FOR ALL
TASK 72-30-00-400-801
A. This section provides instructions for removing and installing the cold
section module and its components. Before starting any of the following
procedures, read ASSEMBLY AND DISASSEMBLY TECHNIQUES in Standard Practices
Manual GEK 9250, 70-10-00.
B. Unless otherwise specified, all illustrations apply to the CT7-2A and -2D/-
2D1/-2E1 engines, although only one view may be shown.
SATURATED CLOTHING.
• IF OIL IS SWALLLOWED, DO NOT TRY TO VOMIT. GET IMMEDIATE MEDICAL ATTENTION.
CAUTION: DO NOT LUBRICATE ELECTRICAL CONNECTOR THREADS.
C. Unless otherwise specified, lubricate packings (O-rings), threads of all nuts,
bolts, studs and threaded connectors (except electrical) with a light coat of
lubricating oil.
WARNING: ASBESTOS
• BEFORE ANY MAINTENANCE ACTIVITIES ARE UNDERTAKEN, REVIEW THE ILLUSTRATED
PARTS BREAKDOWN/CATALOG INDEX TO DETERMINE IF THE HARDWARE TO BE WORKED ON
OR USED CONTAINS ASBESTOS.
• WHENEVER MECHANICAL REMOVAL OF MATERIAL, SUCH AS MACHINING, GRINDING,
BUFFING, DRILLING, SANDING OR ANY TYPE OF MATERIAL BUILD-UP ON PARTS THAT
CONTAIN ASBESTOS IS NECESSARY, APPROPRIATE PERSONAL PROTECTIVE EQUIPMENT
MUST BE WORN, AND NATIONAL ENVIRONMENTAL CONTROLS REQUIRED FOR THE HANDLING
OF ASBESTOS-CONTAINING MATERIAL MUST BE COMPLIED WITH.
APPROPRIATE PERSONAL PROTECTIVE EQUIPMENT AND NATIONAL ENVIRONMENTAL
CONTROLS MUST BE STRICTLY ADHERED TO FOR HANDLING ASBESTOS-CONTAINING
HARDWARE.
D. Some engine parts may contain asbestos, which is highly toxic to skin, eyes,
and respiratory tract. Before proceeding, adhere to all site safety and
environmental controls concerning asbestos. Otherwise, personal injury may
result.
2. Cold Section Module.
CAUTION: WHEN THE ENGINE IS IN ANY POSITION OTHER THAN HORIZONTAL, DO THE FOLLOWING
BEFORE PERFORMING ANY MAINTENANCE AND BEFORE ENGINE SHIPMENT: DRAIN OIL
TANK AND DRAIN SCAVENGE SUMPS, A, B, AND C BY USING SUCTION PUMP. THIS

MM72-30-00
PREVENTS OIL FROM ENTERING THE COMPRESSOR ROTOR AND THE A-SUMP.
A. Removal (To isolate Cold Section Module).
(1) Install engine in maintenance stand (72-00-00).
(2) Remove power turbine module (72-50-00).
(3) Remove accessory section module (72-60-00).
(4) Remove hot section module (72-40-00).
B. Installation.
(1) Install hot section module (72-40-00).
(2) Install accessory section module (72-60-00).
(3) Install power turbine module (72-50-00).
3. External Components.
A. Removal.
Remove the following external components from the cold section module.
(1) All electrical system components (74-00-00).
(2) All fuel system components (73-00-00).
(3) All air system components (75-00-00).
(4) All oil system components (79-00-00).
B. Installation.
Install the following components onto the cold section module:
(1) All oil system components (79-00-00).
(2) All air system components (75-00-00).
(3) All fuel system components (73-00-00).
(4) All electrical system components (74-00-00).
4. Acutating System Linkage Assembly.
A. Removal.
(1) Using open-end wrench as lever, disengage quick-disconnect pin (7, Figure
401) from clevis on anti-icing bleed and start valve (6). Do not remove
captive pin.
(2) Remove three nuts (3) and three bolts (1) from IGV acutating ring (2),
stage 1 vane actuating ring (4), and stage 2 vane actuating ring (5).
(3) Remove nut and key-head screw from front shaft support bearing and bracket
(11) (attached to forward bracket on anti-icing valve and bracket on anti-
icing IGV duct).
(4) Remove nut, washer, and bolt from rear shaft support bearing and bracket
(9) (attached to aft bracket of anti-icing valve).
(5) Remove two bolts (8) from aft end of acuating system linkage assembly (10)
and flange of compressor case as follows:
(a) Remove bolts (8). If bolts are hard to remove, go to step (b).
WARNING: PENETRATING OIL
• DO NOT USE NEAR OPEN FLAMES OR OTHER HEAT SOURCE INCLUDING SMOKING.
• DO NOT HAVE ANY CONTACT WITH LIQUID OR VAPOR. CONTACT OF EYES WITH
MM72-30-00
VAPOR OR LIQUID CAN CAUSE SEVERE IRRITATION. PROLONGED INHALATION OR

VAPOR MAY CAUSE HEADACHE, DIZZINESS, AND NAUSEA.
• IF LIQUID CONTACTS EYES, FLUSH THEM THOROUGHLY WITH WATER. AFTER
PROLONGED SKIN CONTACT, WASH CONTACTED AREA WITH SOAP AND WATER. IF
VAPORS CAUSE DIZZINESS, GO TO FRESH AIR.
• WHEN HANDLING OF APPLYING LIQUID, WEAR GOGGLES OR FACE SHIELD. IF
PROLONGED EXPOSURE TO VAPOR IS LIKELY, WEAR APPROVED RESPIRATOR.
(b) If any bolt (8) is hard to remove, apply penetrating oil. Allow oil to
soak for 10 minutes.
(c) Using dial torque wrench, try to remove bolt (8) again. Do not exceed
150 lb in.
(d) If bolt (8) still cannot be removed, do the following:
1 Using hammer and a plastic drift, tap on head of seized bolt (8).
2 Using dial torque wrench, tighten bolt (8) until it turns. Do not
exceed 160 lb in.
OBSERVE WARNING PRIOR TO STEP (b).
3 Apply penetrating oil as required. Using torque wrench, alternately
loosen and tighten bolt (8) until it can be removed.
(e) Repeat steps (c) and (d) for remaining bolts that are hard to remove.
(6) Remove three bolts (13) from forward end of actuating system linkage
assembly (10) and flange of compressor case as follows:
(a) Remove bolts (13). If the bolts are difficult to remove, go to step
(b).
VAPOR OR LIQUID CAN CAUSE SEVERE IRRITATION. PROLONGED INHALATION OF
• WHEN HANDLING OR APPLYING LIQUID, WEAR GOGGLES OR FACE SHIELD. IF
(b) If any bolt (13) is difficult to remove, apply penetrating oil. Let the
oil soak for a minimum of 10 minutes.
(c) Use a dial torque wrench, and try to remove bolt (13) again. Do not
exceed 150 lb in.
(d) If bolt (13) still cannot be removed, do the following:
1 Use a hammer and a plastic drift, tap on the head of the seized bolt
(13).
2 Use a dial torque wrench, and tighten bolt (8) until it turns. Do
not exceed 160 lb in.

MM72-30-00
OBSERVE WARNING PRIOR TO STEP (b).

3 Apply penetrating oil, as required. Use a torque wrench, alternately
loosen and tighten bolt (13) until it can be removed.
(e) Repeat steps (c) and (d) for the remaining bolts that are difficult to
remove.
(7) Remove the linkage assembly.
B. Installation.
(1) Position actuating system linkage assembly (10, Figure 401) between flanges
of compressor case with front and rear shaft support bearings and brackets
(11, 9) on outside of anti-icing valve brackets.
(2) Thread three bolts (13) through front shaft support bearing and bracket
(11) and into holes 12, 13, and 14 on main frame-to-compressor flange. Do
not torque bolts at this time.
(3) Thread two bolts PN J643P14A (8) through rear shaft support bearing and
bracket (9) and into holes 20 and 21 on compressor-to-diffuser case flange.
Do not torque bolts at this time.
(4) Insert bolts (with head facing forward) through bracket (9) and into aft
bracket of anti-icing valve. Install washer and nut. Do not torque nut at
this time.
(5) Insert key-head screw through bracket (11) (with head facing forward),
through forward bracket of anti-icing valve, and into bracket on anti-icing
IGV duct. install nut on key-head screw. Do not torque nut at this time.
NOTE: Bolts that secure link assemblies to IGV, stage 1, and stage 2 actuating
rings are installed with boltheads aft.
(6) Connect three top link assemblies (12) to vane actuating rings (2, 4, 5)
with three bolts (1) and three nuts (3) as shown. Do not torque nuts at
this time.
(7) Torque bolts (8, 13) to 80-85 lb in.
(8) Torque nuts (3) to 32-35 lb in.
(9) Torque two nuts that secure brackets (9, 11) to anti-icing valve brackets
to 45-50 lb in.
(10) Using an open-end wrench, rotate actuating shaft to align bottom link
assembly (12) with clevis on anti-icing bleed and start valve (6).
(11) Engage quick-disconnect pin (7). Be sure that locking ring on pin goes
through clevis and that locking ring can be seen outside of clevis.

MM72-30-00
* * * FOR ALL
Figure 401 Actuating System Linkage Assembly - Removal and Installation

5. No. 1 Carbon Seal.
A. Removal.
(1) Install No. 1 carbon seal guide 2C90109G01.
(2) Remove three nuts (4, Figure 402).
(3) Thread three No. 10-32 screws into jacking screw holes in mounting flange
of No. 1 carbon seal.
CAUTION: USE CARE WHEN REMOVING NO. 1 CARBON SEAL THAT CARBON SEGMENTS DO NOT
CONTACT OUTPUT SHAFT LOCKNUT. SUCH CONTACT WILL SCRATCH OR NICK CARBON
SEGMENTS.
(4) Alternately turn each jacking screw clockwise, one quarter turn at a time,
MM72-30-00
until carbon seal (5) can be easily removed.

(5) Remove carbon seal (5), and remove jacking screws.
(6) Remove and discard packings (3).
B. Installation.
CAUTION: BE SURE PACKINGS ARE INSTALLED IN PACKING GROOVES (1), NOT IN MIDDLE
GROOVE.
(1) Install packing (3) into packing grooves (1).
CAUTION: USE CARE WHEN INSTALLING NO. 1 CARBON SEAL THAT CARBON SEGMENTS DO NOT
CONTACT OUTPUT SHAFT LOCKNUT. SUCH CONTACT WILL SCRATCH OR NICK CARBON
SEGMENTS.
(2) Install No. 1 carbon seal (5), using No. 1 carbon seal guide 2C90109G01,
onto A-sump shaft assembly so that the words TOP FWD are at the 12 o'clock
position.
(3) Thread three nuts (4) onto studs, and draw seal straight down onto housing
by turning nuts in equal increments. Torque nuts 45-50 lb in.
(4) Do an idle-speed leakage check (72-00-00, TEST).

MM72-30-00
* * * FOR ALL
Figure 402 No. 1 Carbon Seal - Removal and Installation

6. Swirl Frame.
A. Removal.
(1) Install cold section module (in horizontal position) into maintenance stand
(72-00-00).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(2) Remove history recorder (74-00-00).
(3) Remove green and yellow electrical cables from clip supports (2, 17, and
18, Figure 403 or Figure 404) and from forward suspension lug (3) on swirl
frame (15).
* * * FOR CT7-2E1
MM72-30-00
(4) Remove green and blue electrical cables from clip supports (2, 17, 18, and
20, Figure 404) and from forward suspension lug (3) on swirl frame (15).
* * * FOR ALL
WARNING: ASBESTOS
THE FOLLOWING PROCEDURE MAY INVOLVE A PART THAT CONTAINS ASBESTOS, WHICH
IS HIGHLY TOXIC TO SKIN, EYES, AND RESPIRATORY TRACT. READ GENERAL
INFORMATION BEFORE PROCEEDING, AND ADHERE TO ALL SITE SAFETY AND
ENVIRONMENTAL CONTROLS CONCERNING ASBESTOS. OTHERWISE, PERSONAL INJURY
MAY RESULT.
(5) Remove four bolts (13) and anti-ice line gasket (14). Discard gasket.
(6) Remove two bolts (6).
(7) Remove 24 locknuts (1), forward suspension lug (3), clip supports (2, 17,
18), and E3 connector bracket (CT7-2A/-2D/-2D1) or clip support (20) (CT7-
2E1).
NOTE: Connector bracket will remain attached to green electrical cable assembly.
* * * FOR CT7-2D1, CT7-2E1
(8) Remove two axis-G drain tube brackets (19).
* * * FOR ALL
(9) Remove 20 self-locking nuts (16) from studs at swirl frame-to-front frame
flange.
(10) Remove swirl frame (15).
NOTE: When swirl frame is removed, packing may stay on sleeves at aft flange of
swirl frame or in packing grooves in forward flange of main frame. Be sure
packings are removed and discarded.
(11) Deleted.
(12) Remove and discard packings (8) from oil discharge scavenge tubes (7) and
from oil inlet tube (9).
B. Installation.
(1) Install three packings (8, Figure 403 or Figure 404) onto oil discharge
scavenge tubes (7) and onto oil inlet tube (9).
(2) Deleted.
CAUTION: PACKINGS ON INLET AND SCAVENGE TUBES CAN BE DAMAGED IF SWIRL FRAME IS
NOT PROPERLY ALIGNED WITH MAIN FRAME.
(3) Position swirl frame (15) so that TOP matchmark is at 12 o'clock position,
and carefully install swirl frame onto main frame (11).
(4) Install 20 self-locking nuts (16) onto studs at swirl frame-to-front frame
flange, and hand-tighten nuts.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(5) Install forward suspension lug (2, Figure 405 or Figure 406), bracket (6),
and clip supports (1, 3, 5) onto studs (at locations shown in Figure 405 or
Figure 406) at swirl frame-to-main frame flange.
* * * FOR CT7-2E1
(6) Install forward suspension lug (1, Figure 406A), bracket (6), clip supports
(2, 4, 6), and axis-G drain tube brackets (5) onto studs (Figure 406A) at
MM72-30-00
swirl frame-to-main frame flange.

* * * FOR ALL
(7) Install locknuts (4) onto studs, and hand-tighten them.
(8) Tighten self-locking nuts (16, Figure 403 and Figure 404) in a crisscross
pattern. For example, nuts may be torqued in the following sequence: 12
o'clock and then 6 o'clock; 3 o'clock and then 9 o'clock, etc. Cross-torque
nuts to 145-150 lb in.
(9) Tighten locknuts (1) in a crisscross pattern (as in previous step). Cross-
torque locknuts to 45-50 lb in.
WARNING: ASBESTOS
MAY RESULT.
(10) Secure anti-ice line gasket (14) and anti-icing bleed duct (12) to swirl
frame (15) with four bolts (13). Torque bolts to 45-50 lb in.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(11) Install green and yellow electrical cables into clip supports (2, 17, 18)
and into forward suspension lug (3).
(12) Install history recorder (74-00-00).
* * * FOR CT7-2E1
(13) Install green and blue electrical cables into clip supports (2, 4, 6),
forward suspension lug (1), and clips on axis-G drain tube brackets (5).
* * * FOR ALL
(14) Secure sensing tube (5) to swirl frame (15) with two bolts (6). Torque
bolts to 45-50 lb in.

MM72-30-00
* * * FOR CT7-2A
Figure 403 Swirl Frame - Removal and Installation

MM72-30-00
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
Figure 404 Swirl Frame - Removal and Installation

MM72-30-00
* * * FOR CT7-2A
Figure 405 Swirl Frame-to-Main Frame Flange Bolting Diagram

MM72-30-00
* * * FOR CT7-2D, CT7-2D1
Figure 406 Swirl Frame-to-Main Frame Flange Bolting Diagram

MM72-30-00
* * * FOR CT7-2E1
Figure 406A. Swirl Frame-to-Main Frame Flange Bolting Diagram

7. Oil Inlet and Oil Discharge Scavenge Tubes.
A. Removal.
(1) Remove swirl frame (para 6).
(2) Remove locknuts (1, Figure 407) from studs on front frame (6).
(3) Remove retainers (2, 7) from oil discharge scavenge tubes (3) and from oil
inlet tube (8).
(4) Remove oil discharge scavenge tubes (3) and inlet tube (8) from front frame
(6).
(5) Remove and discard packings (4, 5).

MM72-30-00
B. Installation.
(1) Install packings (4, Figure 407) onto aft ends of oil discharge scavenge
tubes (3).
(2) Install packing (5) onto aft end of oil inlet tube (8).
(3) Push inlet tube (8) and scavenge tubes (3) into holes in front frame (6).
(4) Install retainers (2, 7) onto inlet tube (8) and scavenge tubes (3).
(5) Secure retainers (2, 7) with locknuts (1). Torque locknuts to 45-50 lb in.
(6) Install swirl frame (para 6).

MM72-30-00
* * * FOR ALL
Figure 407 Oil Inlet and Oil Discharge Tubes - Removal and Installation
8. A-Sump Output Shaft Assembly.
A. Removal.
Remove A-sump output shaft assembly (2, Figure 408) from front frame (7) as
follows:
(2) Remove two screws (1).
CAUTION: JACKING SCREWS MUST BE THREADED INTO JACKING HOLES IN FLANGE OF SHAFT
ASSEMBLY, NOT INTO THREADED HOLES IN MOUNTING FLANGE OF CARBON SEAL.
(3) Manually thread three No. 10-32 screws into jacking-screw holes (3) until
they reach bottom.
MM72-30-00
(4) Alternately turn each jacking screw clockwise one-quarter turn at a time
until A-sump output shaft assembly (2) can be easily removed.
(5) Remove shaft assembly (2) and remove jacking screws.
(6) Remove and discard packings (4, 5) from shaft assembly (2).
(7) Remove packing (9) from power turbine drive shaft (8) and discard packing.
B. Installation.
Install A-sump output shaft assembly (2, Figure 408) into front frame (7) as
follows:
(1) Install packings (4) onto oil transfer tubes on side of shaft assembly (2).
(2) Install packing (5) into groove behind aft face of flange of shaft assembly
(2).
(3) Install packing (9) onto power turbine drive shaft (8).
(4) Position shaft assembly (2) so that the three oil transfer tubes on its
side align with their mating holes in bore of front frame (7).
CAUTION: SHAFT ASSEMBLY MUST BE INSTALLED BY HAND PRESSURE ONLY. DO NOT USE
SCREWS TO FORCE SHAFT ASSEMBLY INTO PLACE. DOING SO WILL DAMAGE
PACKINGS.
NOTE: Seating of flange may require rotation of output shaft assembly to align
splines.
(5) Carefully install shaft assembly (2) into bore of front frame (7),
inserting oil transfer tubes into their mating holes. Seat flange of shaft
assembly against front frame by sliding holes in flange over studs in front
frame.
(6) Thread screws (1) into chamfered holes at the 3 and 9 o'clock positions in
flange of shaft assembly (2). Tighten screws.
(8) Do a idle speed leakage check (72-00-00, TEST).

MM72-30-00
* * * FOR ALL
Figure 408 A-Sump Output Shaft Assembly - Removal and Installation

9. Power Takeoff Drive Assembly.
A. Removal.
(2) Remove A-sump output shaft assembly (para 8).
(3) Remove radial drive shaft assembly (72-60-00).
(4) Remove four nuts (1, Figure 409) that secure power takeoff drive assembly
(2) to mounting pad in front frame (3).
(5) Remove drive assembly (2) and place it in a clean container.
B. Installation.
NOTE: Power takeoff (PTO) assemblies and bevel gear assemblies are set to a
master gage and can be interchanged with other PTO's and bevel gear
assemblies. If installing the same PTO assembly or replacing the PTO
assembly or the bevel gear (only), a backlash check is not necessary.

MM72-30-00
(1) Install power takeoff drive assembly (2, Figure 409) onto mounting pad in
front frame (3) by aligning holes in drive assembly with 2 pins in front
frame and by sliding drive assembly onto 4 studs. Be sure that pins are
fully engaged with holes in drive assembly and that drive assembly gear is
meshed with power takeoff bevel gear.
(2) Install and torque nuts (1) as follows:
(a) Install nuts and note run-on torque. Run-on torque must be 4-18 lb in.
(b) Torque nuts to 70-75 lb in.
(c) Loosen nuts to run-on torque noted in step (a).
(d) Torque nuts to 55-60 lb in.
(e) Using a 0.001 shim, do a seating check. Check seating between power
takeoff mounting pads and front frame pads. Shim must not enter.
(3) Install radial drive shaft assembly (72-60-00).
(4) Install A-sump output shaft assembly (para 8).

MM72-30-00
* * * FOR ALL
Figure 409 Power Takeoff Drive Assembly - Removal and Installation

10. Outer Balance Piston Seal and Combustor Inner Shroud.
A. Removal.
(2) Remove hot section module (72-40-00).
(3) Using Dykem marker, matchmark combustor inner shroud (11, Figure 410) and
outer balance piston seal (8).
NOTE: There are two methods for removing the outer balance piston seal. The
preferred method (step 4) uses outer balance piston seal puller
2C90528G01. The alternate method (step 5) uses an offset screwdriver.
(4) Using outer balance piston seal puller 2C90528G01 (2), remove combustor
MM72-30-00
inner shroud (11) and outer balance piston seal (8) as follows:
(a) Lift outer sleeve (3) towards jacking screw (1) until spring fingers
(4) open.
(b) Turn jacking screw (1) until inner reaction tube (6) retracts and
contact end plate (5).
(c) Slide inner reaction tube (6) through scallops of gas generator turbine
shaft (9). Five gas generator long rotor bolts (7) should be on inner
bore of reaction tube. Seat end face of reaction tube on B-sump housing
(10).
CAUTION: BE SURE THAT NONE OF THE SPRING FINGERS HITS B-SUMP DRAIN TUBE WHEN
SPRING FINGERS COLLAPSE TO GRIP COMBUSTOR INNER SHROUD. OTHERWISE, B-
SUMP DRAIN TUBE WILL BE DAMAGED.
(d) Slide outer sleeve (3) down over spring fingers (4) until spring
fingers grip combustor inner shroud (11).
(e) Using a 1/2-inch ratchet wrench, rotate jacking screw (1) clockwise,
until outer balance piston seal (8) and combustor inner shroud (11) are
loose.
(f) Remove puller (2), with seal and shroud attached, from diffuser and
midframe casing assembly (13). Store seal and shroud in a suitable
container.
(5) Using an offset screwdriver, remove outer balance piston seal (2, Figure
411) as follows:
• HANDLING OF HOT PARTS WITH BARE HANDS MAY CAUSE REDDENING AND
BLISTERING OF SKIN, OR THIRD-DEGREE BURNS.
ATTENTION.
(a) Using an electric heat gun, heat the outer balance piston seal (2)
evenly around the complete outer diameter of the seal for at least 10
minutes. This should loosen the seal from the B-sump housing (1).
CAUTION: METAL SHANK OF SCREWDRIVER MUST NOT MAKE METAL-TO-METAL CONTACT WITH
GAS GENERATOR ROTOR SHAFT.
(b) Insert a 90° offset 10 inch slotted offset screwdriver (3) with shank
covered by plastic tubing or tape (4), between the seal (2) and gas
generator rotor shaft (5) so that the screwdriver tip catches under the
static seal. Pry the seal off by using the screwdriver as a lever.
(c) Inspect aft surface of No. 4 bearing sump for nicks or burrs that could
have been caused by the screwdriver during seal removal. Remove nicks
or burrs (GEK 9250, 70-42-00)).
B. Installation.
(1) Install combustor inner shroud (11, Figure 410) and outer balance piston
seal (8) as follows:
NOTE: Combustor inner shroud and outer balance piston seal have matchmarks so
that they are installed in same position.
MM72-30-00
(a) Install combustor inner shroud (11) onto aft inner flange on midframe,
so that two pins pass through holes in shroud, and so that slot on
shroud fits over tube in midframe housing.
NOTE: If either the outer balance piston seal or the gas generator rotor is
replaced, be sure that correct part numbers are used as listed in
Illustrated Parts Catalog SEI-571 (for CT7-2A), SEI-690 (for CT7-2D/-
2D1), or GEK 115715 (for CT7-2E1).
• HEAT FROM OVEN OR FROM HOT PARTS CAN CAUSE REDDENING AND BLISTERING
OF SKIN (OR THIRD DEGREE BURNS) IF HANDS ARE NOT PROTECTED.
ATTENTION.
• USE APPROVED PROTECTIVE GLOVES WHEN PUTTING PARTS IN OR TAKING PARTS
OUT OF HOT OVEN.
(b) Place outer balance piston seal (8) in oven, preheated to 300°-325°F
(149°-163°C), for 15-20 minutes.
BLISTERING OF SKIN, OR THIRD DEGREE BURNS.
ATTENTION.
(c) Remove seal (8) from oven, and install it onto aft inner flange so that
seal engages two pins.
(d) Install 12 bolts PN J643P08. Cross-torque bolts to 45-55 lb in. Allow
seal to cool; then remove bolts from aft inner flange.
(2) Reinstall stage 1 nozzle and new gas generator rotor assembly (72-40-00,
(3) Reinstall power turbine module (72-50-00, REMOVAL AND INSTALLATION).

MM72-30-00
* * * FOR ALL
Figure 410 Outer Balance Piston Seal and Combustor Inner Shroud -
Removal and Installation

MM72-30-00
* * * FOR ALL
Figure 411 Outer Balance Piston Seal - Removal and Installation

MM72-30-00
COLD SECTION MODULE - INSPECTION
* * * FOR ALL
TASK 72-30-00-200-801
1. General
This section provides inspection procedures for the components of the cold section
module. Before starting any of the following inspections, read INSPECTION section
in Standard Practices Manual GEK 9250, 70-30-00.
2. Forward Suspension Lug.
Go to Table 601.
TABLE 601. INSPECTION OF FORWARD SUSPENSION LUG
Max Repairable
Suspension lug (Figure 601)
for:
A. Cracks (except in None allowed. Not repairable. Replace
clips). suspension lug.
B. Cracks in clips. None allowed. Clips not Replace clip.
repairable.
C. Nicks, dents, Any number, 0.020 Same as usable Remove high metal
scratches, and inch deep, limits, with high (GEK 9250, 70-42-
gouges. without high metal. 00).
metal.
D. Cracked or broken None allowed. Rivets not Replace rivets
rivets. repairable. (GEK 9250, 70-13-
01).
E. Worn hole A. 0.510 inch Not repairable. Replace
diameter. suspension lug.

MM72-30-00
* * * FOR ALL
Figure 601 Forward Suspension Lug - Inspection

3. Swirl Frame.
Go to Table 602.
TABLE 602. INSPECTION OF SWIRL FRAME
Max Repairable
Swirl frame (Figure
602) for:
A. Cracks in:

MM72-30-00
(1) Forward and aft None allowed. Not repairable. Replace swirl
flanges (1, frame.
10).
(2) Casing walls None allowed. Not repairable. Replace swirl
(15). frame.
(3) Vanes (8). None allowed. Not repairable. Replace swirl
frame.
* * * FOR CT7-2A
(4) Parent metal of Any amount, if Not repairable. Replace swirl
air shute (4) pieces are not in frame.
(on swirl frame danger of falling
PN 6038T05). out.
* * * FOR ALL
B. Nicks and scratches
in:
(1) Sealing Any number, 0.003 Not repairable. Replace swirl

surfaces (9). inch deep. frame.
(2) Casing walls Any number, 0.005 Not repairable. Replace swirl
(15). inch deep, without frame.
high metal.
(3) Vanes (8). Any number, 0.005 Not repairable. Replace swirl
inch deep, without frame.
high metal.
C. Nicks, dents, and Any number, 0.030 Same as usable Remove high metal
scratches in inch deep, without limits, with high (GEK 9250, 70-42-
flanges (1, 10). high metal. metal. 00).
D. Dents in:
(1) Casing walls Any number, 0.030 Not repairable. Replace swirl
(15). inch deep, without frame.
high metal.
(2) Vanes (8). Any number, 0.060 Not repairable. Replace swirl
inch deep, without frame.
high metal.
E. Deformation, 1/4 x 1/4 inch area Not repairable. Replace swirl
cracks, or tears in maximum of any frame.
vanes (8) as a vane. 1/16 inch
result of FOD. maximum depth from
true vane contour.
F. Nut plate (5) for:
(1) Damaged or One thread missing, Not repairable. Replace anchor nut
missing without high metal. (GEK 9250, 70-48-
threads. 14).
(2) Run-on torque. Usable if bolt Not repairable. Replace anchor nut

MM72-30-00
cannot be installed (GEK 9250, 70-48-

completely by hand. 14).
(3) Looseness. Usable if nut Not repairable. Replace anchor nut
cannot turn 360. (GEK 9250, 70-48-
14).
G. Loose, damaged, or Not allowed. Not repairable. Replace shank nut
missing shank nuts (GEK 9250, 70-48-
(14). 13).
H. Self-locking Mating bolt shall Not repairable. Replace shank nut
feature of shank not thread (GEK 9250, 70-48-
nut (14). completely through 13).
shank nut, using
fingers.
I. Damaged or missing Up to one damaged Not repairable. Replace insert (GEK
threads of inserts or missing thread, 9250, 70-48-11).
(6). without crossed
threads or loose
material.
J. Loose, distorted, Not allowed. Not repairable. Replace insert (GEK
or damaged inserts 9250, 70-48-11).
(6).
NOTE: Braze joints with irregular filets, localized concavity, and pinholes are
allowed.
K. Brazed joints for
cracks or voids in:
(1) Circumferential Five per joint, Not repairable. Replace swirl
joints, except 0.250 inch long, at frame.
joints A and B. least 1/2 inch
apart.
(2) Circumferential Any number, within Not repairable. Replace swirl
joint A. an area located frame.
0.135 inch from
surface C.
(3) Circumferential Any number, within Not repairable. Replace swirl
joint B. joint B area (0.060 frame.
x 0.120 inch) shown
in Figure 602.
(4) Vane joint One per joint, Not repairable. Replace swirl
(13). 0.375 inch long. frame.
(5) Axial joints on Two per joint, Not repairable. Replace swirl
outer casing, cumulative length frame.
except at tubes not more than 0.25
(2, 7, 11) and inch, and within 1
wash manifold inch of overlap
boss (12). joint.
(6) Axial joints at Three cracks, 0.100 Not repairable. Replace swirl

MM72-30-00
tubes (2, 7, inch long at least frame.

11). 1/2 inch apart.
(7) Axial joints at None allowed. Not repairable. Replace swirl
wash manifold frame.
boss (12).
(8) Outer casing. Five per joint, Any amount. Replace swirl
0.250 inch long frame.
separated by a
minimum of 1 inch.
L. Damaged sleeves None allowed. Not repairable. Replace sleeve.
(3).
M. Damaged tubes (2, Refer to Inspection of Tubes, Hoses, and Fittings.
7, 11).
N. Outer casing Any number within Not repairable. Replace swirl
surface for ripples 0.125 inches of frame.
or irregularities. normal contour
without high metal
or sharp creases.
O. Forward, inner Any amount. Any amount, with Remove high metal
inlet mounting high metal. (GEK 9250, 70-42-
flange 00).
(circumferential
Joint B) for nicks,
scratches, and
grooves.
NOTE: Swirl frames that have been repaired may have a combination of gray, gold,
green, and brown touchup paint. Regardless of the colors, do not reject the
swirl frame.
* * * FOR CT7-2A, CT7-2D, CT7-2D1

P. Flaking or missing Any amount without Any amount. Remove loose
coating. any loose pieces. pieces, using
abrasive cloth.
Touchup frame
(REPAIR 001).
* * * FOR CT7-2E1
P. Flaking or missing Any amount without Not repairable. Replace swirl
coating. any loose pieces. frame.
* * * FOR ALL
Q. Corrosion pitting Any amount, up to Not repairable. Replace swirl
on forward flange 0.060 inch deep, frame.
(1) and forward over not more than
inner inlet 50% of flange area.
mounting flange.

MM72-30-00
* * * FOR ALL
Figure 602 Swirl Frame - Inspection

4. Oil Inlet and Scavenge Tubes.
Go to Table 603.
TABLE 603. INSPECTION OF OIL INLET AND SCAVENGE TUBES
Max Repairable
A. Tubes 1, 2
(Figure 603)
for:
(1) Nicks, dents, Any amount, 0.010 Same as usable Blend high metal (GEK

MM72-30-00
scratches, inch deep, without limits, with high 9250, 70-42-00) if

gouges, high metal. metal. area has not been
chafing, and previously blended.
fretting.
(2) Splits and None allowed. Not repairable. Replace tube.
cracks.
B. Packing grooves
for nicks and
scratches in:
(1) Bottom of Any number, 0.003 Not repairable. Replace tube.
grooves. inch deep, without
high metal.
(2) Walls of Any number, 0.010 Not repairable. Replace tube.
grooves. inch deep, without
sharp edges.
C. Internal screen
(3) for:
cracks.
(2) Foreign Not allowed. Any amount. Clean tube
material, (CLEANING).
contamination
and debris.

MM72-30-00
* * * FOR ALL
Figure 603 Oil Inlet and Scavenge Tubes - Inspection

5. Gas Generator Turbine Shaft and Gas Generator Long Rotor Bolts.
Go to Table 604.
TABLE 604. INSPECTION OF GAS GENERATOR TURBINE SHAFT AND GAS GENERATOR
LONG ROTOR BOLTS
Max Repairable
A. Gas generator
turbine shaft
(1, Figure 604)
for:
(1) Wear on Any amount if engine Not repairable. Replace cold section
seal teeth. performance is module.
acceptable.
(2) Nicks and Any number, 0.015 Same as usable Remove high metal.
radial inch deep, without limits, with high Blend (GEK 9250, 70-
dents in high metal. metal. 42-00).
seal teeth.
(3) Axial dents Up to 0.030 inch Not repairable. Replace cold section
in seal from original module.
teeth. contour.
(4) Nicks, Any number of smooth Same as usable Remove high metal.
dents, and depressions up to limits, with high Blend sharp edges of
scratches 0.015 inch deep, metal. defects (GEK 9250,
in other without high metal. 70-42-00).
areas.
B. Gas generator
long rotor

MM72-30-00
bolts (3) for:

(1) Cracks. None allowed. Not repairable. Replace cold section
module.
(2) Nicks, Any number, 0.005 Same as usable Blend high metal (GEK
dents, inch deep, without limits, with high 9250, 70-42-00).
scratches, high metal. metal.
and gouges
(except on
threads).
CAUTION: BOLTS HAVE A CONTROLLED THREAD ROOT RADIUS. BLENDING FILLING, OR CHASING THE
THREADS CAN CAUSE STRESS CONCENTRATIONS WHICH WOULD MAKE THESE BOLTS
UNSUITABLE FOR USE.
(3) Damaged Up to 1 thread Not repairable. Replace cold section
threads. cumulative damage, module.
without high metal
or crossed threads.
(4) Straight- 0.005 inch TIR when Not repairable. Replace cold section
ness of shanks or journals module.
shanks, are held in V-
journals, blocks.
and
threads.

MM72-30-00
* * * FOR ALL
Figure 604 Gas Generator Turbine Shaft and Gas Generator Long Rotor
Bolts - Inspection
6. Inlet Guide Vanes.
Go to Table 605.
TABLE 605. INSPECTION OF INLET GUIDE VANES
Max Repairable
A. Inlet guide
vanes (Figure
605) for:

MM72-30-00

module.
(2) Torn metal. None allowed. Not repairable. Replace cold section
module.
WARNING: ABRADING COPPER/BERYLLIUM ALLOYS

• DUST OF ALLOYS CONTAINING BERYLLIUM IS HIGHLY TOXIC AND MAY CAUSE LUNG
DISEASE. DO NOT INHALE DUST.
• DO NOT HAVE ANY CONTACT WITH DUST. SKIN CONTACT, ESPECIALLY WITH AN OPEN
WOUND, CAN RESULT IN DERMATITIS OR TUMOR FORMATION.
• BLENDING, GRINDING, POLISHING OR OTHER ABRADING OPERATIONS THAT PRODUCE MINUTE
PARTICLES MUST BE PERFORMED ONLY AT AIR-EXHAUSTED WORKBENCHES. WEAR LONG
SLEEVES, APPROVED GLOVES, GOGGLES AND RESPIRATOR. CLOTHES WORN WHILE
PERFORMING THESE OPERATIONS SHALL BE THOROUGHLY LAUNDERED BEFORE BEING WORN
AGAIN.
• DO NOT EAT OR SMOKE IN AREAS WHERE THESE OPERATIONS ARE BEING PERFORMED.
• EXCESS DUST SHOULD NOT BE DRY-SWEPT. WET DOWN AND PLACE DUST IN A CLOSED
CONTAINER.
(3) Erosion. Leading edge may be Any amount of Remove peened-over
roughened, but not peened-over material edges only, using
peened over. Chord that can be removed abrasive cloth or a
reduction must be within limits given fine stone. Do not
within limits given in Figure 605. attempt to completely
in Figure 605. smooth leading edge.
B. All other areas None allowed. Not repairable. Replace cold section
for cracks. module.
C. Critical area Any number, 0.005 Not repairable. Replace cold section
for nicks, inch deep. module.
dents, pits,
and scratches.
D. Noncritical
areas for:
(1) Nicks, Any number, 0.010 Any number in Blend (GEK 9250, 70-
pits, and inch deep, without leading and trailing 42-00). Fluorescent
scratches. high metal. edges that can be penetrant-inspect
blended to limits in (GEK 9250, 70-32-02).
Figure 605. No cracks allowed.
(2) Dents and Any number, 0.020 Any number that can Blend (GEK 9250, 70-
bends in inch deep. be blended to limits 42-00). Fluorescent
leading and in Figure 605. penetrant-inspect
trailing (GEK 9250, 70-32-02).
edges. No cracks allowed.
(3) Dents and Any number, 0.020 Not repairable. Replace cold section
bend in inch deep. module.
other non-
critical
areas.

MM72-30-00
E. Separation of None allowed. Not repairable. Replace cold section

braze joint. module.
F. Vane spindle
for:
(1) Nicks and Any number, 0.020 Same as usable Blend (GEK 9250, 70-
scratches. inch deep, without limits, with high 42-00).
high metal. metal.
(2) Damaged None allowed. One full thread. Chase threads using a
threads. 0.164-36 UNJF-3B die.
(3) Gouges on Any number, 0.005 Same as usable Blend (GEK 9250, 70-
actuating inch deep, without limits, with high 42-00).
arm flats. high metal. metal.
(4) Wear on 0.219 inch diameter Not repairable. Replace cold section
vane on radiused surface module.
spindle. (not on flats).

MM72-30-00
* * * FOR ALL
Figure 605 Inlet Guide Vanes - Inspection

7. Outer Balance Piston Seal.
Go to Table 606.
TABLE 606. INSPECTION OF OUTER BALANCE PISTON SEAL
Max Repairable
A. Overall outer
balance piston
(OBP) seal (Figure
606).

MM72-30-00
(1) Cracks at:

(a) Boltholes. Four cracks maximum. Not repairable. Replace seal.
Cracks must only
extend from
boltholes toward the
OD of flange.
(b) Remaining None allowed. Not repairable. Replace seal.
areas.
(2) Nicks, dents, Any number, 0.020 Same as usable Blend high metal
and scratches. inch deep, without limits, with high (GEK 9250, 70-42-
high metal. metal. 00).
(3) (LOW-STRESS) 10% of cumulative Not repairable. Replace seal.
Damaged damage or missing
SermeTel coating allowed.
coating.
B. Sealing surfaces
on OBP seal for:
(1) Rub grooves. Any number, 0.005 Not repairable. Replace seal.
inch deep all around
seal. Any number,
0.010 inch deep if
cumulative length
does not exceed 30%
of circumference.
(2) Distortion. Diameters must not Not repairable. Replace seal.
be more than 0.005
inch over the
maximum diameters if
cumulative length
does not exceed 10%
of circumference.
(3) Concentricity. Diameters must be Not repairable. Replace seal.
concentric within
0.005 inch.
C. (LOW-STRESS)
Sealing surfaces
on OBP seals which
have felt metal
for:
(1) Flaking or Not allowed. Not repairable. Replace seal.
delamination.
(2) Erosion of Maximum of 0.002 Not repairable. Replace seal.
material inch above minimum
between rub diameter of sealing
grooves. surfaces.
D. (WIDE-BORE)
Sealing material

MM72-30-00
on OBP seals which

have silver alloy
material for:
(1) Axial cracks. Any number if they Not repairable. Replace seal.
are
circumferentially at
least one inch
apart.
(2) Oxidation or Up to 30% of surface Not repairable. Replace seal.
other surface if no material
attack. appears to be in
danger of falling
out.
(3) Separation No more than four Not repairable. Replace seal.
from backing indications at area
ring. H; no more than four
indications at area
G. Max combined
length of
separations must not
exceed one inch at
area H and 0.75 inch
at area G.
(4) Craze cracking Any amount, any Not repairable. Replace seal.
and surface pattern, if alloy
roughness. material is not
lifting, missing or
separating from
parent material.
(5) Pits and Any number up to Not repairable. Replace seal.
voids. 0.030 inch diameter.

MM72-30-00
* * * FOR ALL
Figure 606 Outer Balance Piston Seal - Inspection

8. Combustor Inner Shroud.
Go to Table 607.
TABLE 607. INSPECTION OF COMBUSTOR INNER SHROUD
Max Repairable
Shroud (Figure 607) for:
A. Cracks. None allowed. Not repairable. Replace shroud.
B. Nicks, dents, and Any number, 0.010 Same as usable Blend high metal
scratches. inch deep, without limits, with high (GEK 9250, 70-42-

MM72-30-00

C. Distortion. Any amount, if Any amount. Cold-work shroud
diameter C is (GEK 9250, 70-47-
within 0.006 inch 05) to usable
TIR when diameter limits.
A is restrained Fluorescent
and when surface B penetrant-inspect
is held flat. (GEK 9250, 70-32-
Abrupt surface 02, Class C). No
irregularities are cracks allowed.
not allowed.

MM72-30-00
* * * FOR ALL
Figure 607 Combustor Inner Shroud - Inspection

MM72-30-00
COLD SECTION MODULE - CLEANING
* * * FOR ALL
TASK 72-30-00-100-801
This section provides instructions for cleaning components of the cold section
module. Before starting any of the following procedures, read CLEANING section in
Standard Practices Manual GEK 9250, 70-20-00.
2. Parts Cleaning Summary.
Table 701 contains the parts cleaning summary for components of the cold section
module.
TABLE 701. PARTS CLEANING SUMMARY
Clean as Directed In Clean as Directed In
Standard Practices Maintenance Manual
Component Manual GEK 9250 SEI-570
Cold Section Module --- Para 3
Combustor Inner Shroud 70-21-02 ---
Gas Generator Turbine Shaft 70-21-01, 70-21-02, ---
70-21-03
Outer Balance Piston Seal 70-21-02 ---
Swirl Frame --- Para 3
3. Cold Section Module and Swirl Frame.
A. Plug or cover all openings before cleaning.
P-D-680
SURFACES.
CAUTION: • DO NOT ALLOW SOLVENT TO REMAIN ON PLASTIC OR RUBBER PARTS FOR MORE THAN 10
MINUTES.
• NEVER USE WATER-BASED CLEANING COMPOUND ON COLD SECTION MODULE.
• NEVER USE HIGH-PRESSURE COMPRESSED AIR OR STEAM TO CLEAN EXTERNAL SURFACES
OF COLD SECTION MODULE.
B. Using dry cleaning solvent and a wiper, apply solvent on cold section module
and/or swirl frame. Let the solvent soak on cold section module and/or swirl
frame for 5 minutes to loosen any dirt.

MM72-30-00
COLD SECTION MODULE - CLEANING
C. Using a clean wiper, remove solvent from cold section module.

D. Using filtered, dry, low-velocity compressed air, blow-dry cold section module
and/or swirl frame.

MM72-30-00, REPAIR 001
COLD SECTION MODULE - SWIRL FRAME COATED AREAS - REPAIR
* * * FOR ALL
TASK 72-30-00-300-801
This procedures provides instructions for touching up coated areas of the swirl
frame.
2. Procedure.
WARNING: TRICHLOROETHANE
O-T-620
• DO NOT USE NEAR OPEN FLAMES, WELDING AREAS, OR ON VERY HOT SURFACES. DO NOT
SMOKE WHEN USING IT. HEAT AND FLAMES CAN CAUSE THE FORMATION OF PHOSGENE
GAS WHICH IS INJURIOUS TO THE LUNGS.
SKIN AND EYE IRRITATION, DERMATITIS, NARCOTIC EFFECTS, AND HEART DAMAGE.
REMOVE CONTAMINATED CLOTHING. IF VAPORS CAUSE IRRITATION, GO TO FRESH AIR.
GET MEDICAL ATTENTION FOR OVEREXPOSURE OF SKIN AND EYES.
A. Using tricholorethane, remove grease from unpainted areas.
CAUTION: AFTER CLEAN METAL HAS BEEN EXPOSED, DO NOT HANDLE PARTS WITH BARE HANDS.
HANDLING PARTS WITH BARE HANDS COULD CONTAMINATE SURFACE BEFORE PAINTING.
B. Using abrasive cloth, lightly buff unpainted areas. Buff only enough to expose
clean metal.
O-T-620
MM72-30-00, REPAIR 001

C. Clean any dust from buffed surfaces using dry, filtered, compressed air or
trichloroethane. Be sure all organic solvents are removed from buffed
surfaces. Wipe the buffed area with a lint-free towel.
D. Using tape, protect adjacent surfaces from overspray.
WARNING: SERMETEL W, 196, AND 250 COATINGS
SURFACES.
• LIQUID AND MIST ARE ACIDIC AND CONTACT CAN CAUSE BURNS AND IRRITATION OF
SKIN AND EYES.
THOROUGHLY WITH WATER. IN SEVERE CASES, GET MEDICAL HELP. REMOVE PAINT-
SATURATED CLOTHING.
• DO NOT LET PAINT OVERSPRAY ACCUMULATE WHERE IT CAN BE DISPERSED IN AIR
(SHAKEDOWN OF A DUCT, FOR EXAMPLE) OR WHERE IT CAN BECOME MIXED WITH
ALKALINES OR CERTAIN ACIDS.
• APPLY PAINT ONLY IN DRY, AIR-EXHAUSTED SPRAY BOOTH. WEAR APPROVED GLOVES,
GOGGLES OR FACE SHIELD, AND LONG-SLEEVED CLOTHING.
• DO NOT DRY-SWEEP POWDER. WET DOWN AND REMOVE SPILLAGE ACCORDING TO DISPOSAL
PROCEDURES.
• DO NOT EAT, SMOKE, OR CARRY SMOKING MATERIALS IN AREAS WHERE LIQUID IS
HANDLED.
E. Shake paint container thoroughly before use. Brush of spray three light coats
of SermeTel 196 paint. Wait at least 10 minutes between coats.
F. Let touched-up part stand for 8 hours at room temperature to cure fully. The
bonded coating should be uniform and free of cracks, bubbles, runs, and other
imperfections.
NOTE: Color of SermeTel 196 is not an exact match for color of SermeTel W; however,
after curing, the color is very close to that of the original material.
G. Check the adherence and curing of the touched up coating as follows:
(1) Flush the touched up surfaces for 1 minute by immersing it in water at room
temperature or by flowing water over it. If coating is not removed or
softened, it is acceptable.
IRRITATION.

MM72-30-00, REPAIR 001
ATTENTION.
(2) Rub touched up surfaces with a rag soaked in oil. If touched up surface is
not removed or softened, it is acceptable.

MM72-31-00
A-SUMP OUTPUT SHAFT ASSEMBLY - INSPECTION
* * * FOR ALL
TASK 72-31-00-200-801
This section provides inspection procedures for the components of the A-sump
output shaft assembly. Before starting any of the following inspections, read
INSPECTION section in Standard Practices Manual GEK 9250, 70-30-00.
2. No. 1 Carbon Seal.
Go to Table 601.
TABLE 601. INSPECTION OF NO. 1 CARBON SEAL
Max Repairable
CAUTION: THE CARBON SEGMENTS OF THE SEAL ARE EXTREMELY BRITTLE AND EASILY DAMAGED.
A. Carbon seal
(Figure 601) for:
(1) Chipped Not allowed. Not repairable. Replace seal.
sealing dam
(4).
(2) Cracks in None allowed. Not repairable. Replace seal.
carbon
segments (3).
(3) Foreign Not allowed. Not repairable. Replace seal.
material
imbedded in
carbon
segments (3).
(4) Chips (other Any amount, not over Not repairable. Replace seal.
than on 1/16 inch.
sealing dam
(4) or axial
gaps (8)).
(5) Ragged Any amount. Not applicable. Not applicable.
corners.
(6) Surface Any amount. Not applicable. Not applicable.
pitting (sand-
blasted
appearance).
(7) Scratches in Any number, not over Not repairable. Replace seal.
carbon 1/8 inch long.
segments (3).
(8) Buildup of
coked oil or
hard material
in:
(a) Axial Grooves must be at Not repairable. Replace seal.

MM72-31-00
grooves least 0.010 inch

(2). deep.
(b) Axial gaps Not allowed. Not repairable. Replace seal.
(8).
(9) Excessive wear Dimension from Not repairable. Replace seal.
of carbon bottom of grooves
segments (3). (2) to working
surface must be at
least 0.010 inch.
B. Housing (1),
retainer (6), and
snapring (7) for:
(1) Nicks, dents, Any number, 1/64 Same as usable Remove high metal
burrs, and inch deep on any limits, with high (GEK 9250, 70-42-
scratches. surface, without metal. 00).
high metal.
(2) Discoloration, Any amount. Not applicable. Not applicable.
carbon, and
varnish
deposit.
(3) Cracks. None allowed. Not repairable. Replace seal.
C. Windback seal (5)
for:
(1) Dents. Up to 3 separate Not repairable. Replace seal.
dents, 0.010 inch
deep.
(2) Chips. None allowed. Not repairable. Replace seal.
(3) Missing None allowed. Not repairable. Replace seal.
pieces.

MM72-31-00
* * * FOR ALL
Figure 601 No. 1 Carbon Seal - Inspection

3. A-Sump Output Shaft Assembly.
Go to Table 602.
TABLE 602. INSPECTION OF A-SUMP OUTPUT SHAFT ASSEMBLY
Max Repairable
A-Sump output shaft
assembly (Figure 602)
for:
A. Cracks. None allowed. Not repairable. Replace output shaft
assembly.
B. Heat Not allowed. Not repairable. Replace output shaft
discoloration. assembly.
C. Damaged threads on Up to one damaged or Same as usable Remove loose
MM72-31-00
studs (4). missing thread, limits, with material and using a

without crossed crossed threads or 0.190-32 UNJF-3B
threads or loose loose material. die, chase threads
material. to usable limits.
D. Loose studs (4). Radial looseness is Not repairable. Replace stud (GEK
allowed if there is 9250, 70-48-11).
no axial looseness.
E. Damaged threads on Up to one damaged or Same as usable Remove loose
insert (5). missing thread, limits, with material and using a
without crossed crossed threads or 0.190-32 UNJF-3A
threads or loose loose material. tap, chase threads
material. to usable limits.
F. Locking capability Usable, if bolt Not repairable. Replace insert (GEK
of insert (5). cannot be installed 9250, 70-48-11).
completely by hand.
G. Loose insert (5). Radial looseness is Not repairable. Replace insert (GEK
allowed if insert 9250, 70-48-13).
does not rotate and
if there is no
missing lock key
from insert.
H. Nicks, dents, Up to 0.015 inch Same as usable Remove high metal
scratches, and deep, if no more limits, with high and blend (GEK 9250,
pickup. than 10% of area is metal. 70-42-00).
affected, without
high metal.
I. Clogged nozzles Not allowed. Any amount. Clean nozzles
(6). (CLEANING).
J. Clinch nut (3)
for:
(1) Damaged or One thread missing, Not repairable. Replace clinch nut
missing without high metal. (GEK 9250, 70-48-
threads. 13).
(2) Locking Usable, if bolt Not repairable. Replace clinch nut
capability. cannot be installed (GEK 9250, 70-48-
completely by hand. 13).
(3) Looseness. Usable, if nut Not repairable. Replace clinch nut
cannot turn 360°. (GEK 9250, 70-48-
13).
K. Loose or missing None allowed. Not repairable. Replace plugs and
plugs and pins (1, pins (GEK 9250, 70-
2). 48-15).
L. Output shaft (8)
for:
(1) Cracks. None allowed. Not repairable. Replace output shaft
assembly.

MM72-31-00
(2) Damaged Up to one thread Up to one thread Chase threads.

threads. missing without missing with
crossed threads. crossed threads.
(3) Missing silver Any amount. Not applicable. Not applicable.
plate.
(4) Nicks, dents, Up to 0.015 inch Same as usable Remove high metal
and scratches. deep if no more than limits, with high (GEK 9250, 70-42-
10% of area is metal. 00).
affected and if
there is no high
metal.
(5) Worn spline
at:
(a) Area A (21 Diameter must not Not repairable. Replace output shaft
teeth). exceed 1.169 inches assembly.
(0.006 inch wear),
when measured under
0.1080 inch diameter
balls or pins (GEK
9250, 70-33-04).
(b) Area B (32 Diameter must not Not repairable. Replace output shaft
teeth). exceed 1.861 inches assembly.
(0.006 inch wear),
when measured under
0.1080 inch diameter
balls or pins (GEK
9250, 70-33-04).

MM72-31-00
* * * FOR ALL
Figure 602 A-Sump Output Shaft Assembly - Inspection

4. No. 1 Bearing Main Oil, Emergency Oil, and Air Nozzles.
Go to Table 603.
TABLE 603. INSPECTION OF NO. 1 BEARING MAIN OIL, EMERGENCY OIL, AND AIR
NOZZLES
Inspect Usable Limits Max Repairable Limits Corrective Action
Nozzles (Figure
603) for:
A. Cracks. None allowed. Not repairable. Replace nozzle.
B. Distortion Not allowed. Not repairable. Replace nozzle.
MM72-31-00
(noted
visually).
C. Clogged Not allowed. Any amount. Clean jet (CLEANING).
jet.
D. Nicks and Any number, up to Same as usable Remove high metal (GEK
scratches. 0.010 inch deep on limits, with high 9250, 70-42-00).
tubing; elsewhere, metal.
1/64 inch deep,
without high metal.
E. Dents. Any number, up to Not repairable. Replace nozzle.
0.015 inch deep, if
not within 1/4 inch
of oil jet.

MM72-31-00
* * * FOR ALL
Figure 603 No. 1 Bearing Main Oil, Emergency Oil, and Air Nozzles -
Inspection

MM72-31-00
A-SUMP OUTPUT SHAFT ASSEMBLY - CLEANING
* * * FOR ALL
TASK 72-31-00-100-801
This section provides instructions for cleaning components of the A-sump output
shaft assembly. Before starting any of the following procedures, read CLEANING
section in Standard Practices Manual GEK 9250, 70-20-00.
Table 701 contains the parts cleaning summary for components of the A-sump output
shaft assembly.
Component Manual GEK 9250 SEI-570
No. 1 Carbon Seal --- Para 4
Output Shaft Assembly 70-21-01 ---
No. 1 Bearing Main Oil Nozzle 70-21-02 Para 3
No. 1 Bearing Air Nozzle 70-21-02 ---
3. Cleaning of No. 1 Bearing Main Oil Nozzle.
A. Using alkaline descaling compound Turco 4338, clean oil nozzle as follows:
WARNING: ALKALINE DESCALING COMPOUND
(TURCO 4338 OR 4338C)
• HIGHLY REACTIVE - DO NOT MIX WITH STRONG ACIDS SUCH AS NITRIC AND
SULFURIC ACIDS. REACTION OF COMPOUND WITH METAL RELEASES FLAMMABLE
HYDROGEN GAS.
• WHEN ADDING SOLID TO WATER, STIR IN SLOWLY. AVOID SPLATTERING ANY
SOLUTION BY CONTROLLING HEAT BELOW ITS BOILING POINT.
• WHEN MIXING POWDER INTO SOLUTION OR SOLUTIONS, WEAR APPROVED GLOVES,
FACE SHIELD, AND APRON.
• CONTACT WITH LIQUID OR VAPOR WILL CAUSE SEVERE BURNS ON EXPOSED TISSUE.
INHALATION OF POWDER CAN DAMAGE LUNGS.
• IF SOLUTION OR POWDER CONTACTS SKIN OR EYES, FLUSH AFFECTED AREA
THOROUGHLY WITH WATER. GET MEDICAL HELP IMMEDIATELY. IMMEDIATELY CHANGE
ANY CONTAMINATED CLOTHING.
• IF SOLUTION IS INGESTED, DO NOT INDUCE VOMITING.
(1) Soak oil nozzle in Turco 4338 for 15 minutes.
(2) Inspect nozzle opening for clogging. If clogged, do the following:
(a) Insert a 0.0135-inch diamter into pin vise Starrett No. 166A, or
equivalent.
(b) Using an oil stone, dull the cutting edges of drill.
CAUTION: BE CAREFUL NOT TO DAMAGE OIL NOZZLE WHEN USING DRILL.
(c) Using drill, clean clogged nozzle until all foreign material is
removed.
MM72-31-00
O-T-620
B. Using trichloroethane, pressure-flush oil nozzle in both directions.
4. Cleaning of No. 1 Carbon Seal.
NOTE: The No. 1 carbon seal (Figure 701) may be cleaned using one of the following:
• Acetone (preferred method) (para A)
• Oven cleaner (alternate method) (para B)
• Oakite (alternate method) (para C)
A. Cleaning of No. 1 Carbon Seal, Using Acetone (Preferred Method).
WARNING: ACETONE
O-A-51
SURFACES.
• DO NOT SMOKE WHILE USING IT, AND DO NOT USE IT WHERE OTHERS ARE SMOKING.
• PROLONGED INHALATION OF VAPOR CAN IRRITATE EYES AND MUCOUS MEMBRANES AND
CAN CAUSE DIZZINESS AND HEADACHE. IF VAPORS CAUSE DROWSINESS, GO TO
FRESH AIR.
THOROUGHLY WITH WATER. IMMEDIATELY REMOVE SOLVENT-SATURATED CLOTHING.
• WHEN HANDLING LARGE QUANTITIES OF LIQUID (MORE THAN A GALLON), USE AT
AIR-EXHAUSTED WORKBENCH. WEAR APPROVED GLOVES.
• STORE SOLVENT AND DISPOSE OF LIQUID-SOAKED RAGS IN APPROVED METAL SAFETY
CONTAINER.
• METAL CONTAINERS OF SOLVENT MUST BE GROUNDED TO MAINTAIN ELECTRICAL
CONTINUITY.
CAUTION: • DO NOT USE MARKING COMPOUND OR TAPE ON SEAL PARTS. RESULTING RESIDUE
WILL AFFECT OPERATION OF SEAL.
• RUNNING SURFACES OF CARBON SEALS ARE EXTREMELY BRITTLE AND CAN BE EASILY
DAMAGED. BE CAREFUL WHEN HANDLING THEM. DO NOT TRY TO REPAIR CARBON
SURFACES OF SEAL.

MM72-31-00
• DO NOT TOUCH ANY PART OF THE SEALING SURFACES. FINGERPRINTS CAN AFFECT
FLATNESS OF SEALING SURFACE. GLOVES MUST BE WORN WHILE ASSEMBLING SEAL.
(1) Using acetone, clean housing (10, Figure 701), retaining ring (2), casing
insert (3), and midplate (7). If necessary, soak parts overnight in acetone
to remove coke deposits and to allow oil to soak out.
(2) Using dry, filtered compressed air, dry parts. Wipe parts, using lint-free
towels.
(3) If necessary, housing (10), except surface A, may be polished using 150-
grit emery cloth. Surface B may be polished using 600-grit emery cloth.
Wash housing using hot water. Dry housing using dry, filtered compressed
air; then wipe housing using lint-free towels.
B. Cleaning of No. 1 Carbon Seal, Using Oven Cleaner (Alternate Method).
CAUTION: FOLLOW DIRECTIONS ON OVEN CLEANER LABEL. MISUSE OF OVEN CLEANER MAY HARM
NO. 1 CARBON SEAL.
(1) Preheat oven to temperature specified on oven cleaner label.
(2) Using oven cleaner, coat all surfaces of housing (10, Figure 701),
retaining ring (2), casing insert (3), and midplate (7).
• HEAT FROM OVEN OR FROM HOT PARTS CAN CAUSE REDDENING AND BLISTERING OF
SKIN (OR THIRD DEGREE BURNS) IF HANDS ARE NOT PROTECTED.
• USE APPROVED PROTECTIVE GLOVES WHEN PUTTING PARTS IN OR TAKING PARTS OUT
OF HOT OVEN.
(3) Place parts coated with oven cleaner in oven.
(4) Bake parts for 12 hours.
O-T-620
• DO NOT USE NEAR OPEN FLAMES, WELDING AREAS, OR ON VERY HOT SURFACES. DO
NOT SMOKE WHEN USING IT. HEAT AND FLAMES CAN CAUSE THE FORMATION OF
PHOSGENE GAS WHICH IS INJURIOUS TO THE LUNGS.
CAUSE SKIN AND EYE IRRITATION, DERMATITIS, NARCOTIC EFFECTS, AND HEART
DAMAGE.

MM72-31-00
AIR. GET MEDICAL ATTENTION FOR OVEREXPOSURE OF SKIN AND EYES.
GOGGLES.
OF SKIN, OR THIRD DEGREE BURNS.
(5) Remove parts from oven and allow parts to cool to room temperature. Using
trichloroethane, rinse parts.
(6) Soak parts in trichloroethane for 12 hours to remove coking deposits.
towels.
air; then wipe housing using lint-free towels.
C. Cleaning of No. 1 Carbon Seal, Using Oakite Cleaner (Alternate Method).
WARNING: OAKITE CLEANER
• CONTACT WITH DRY MATERIAL MAY CAUSE BURNS ON EXPOSED TISSUE. INHALATION
OF DRY MATERIAL MAY CAUSE NOSE AND THROAT IRRITATION.
THOROUGHLY WITH WATER. IMMEDIATELY GET MEDICAL HELP. IMMEDIATELY CHANGE
• WHEN HANDLING OR MIXING POWDER INTO SOLUTION, WEAR APPROVED GLOVES, AND
WEAR GOGGLES OR FACE SHIELD.
(1) Using Oaktite cleaner, ultrasonic clean (GEK 9250, 70-21-15) housing (10,
Figure 701), retaining ring (2), casing insert (3), and midplate (7) until
MM72-31-00
all traces of coking have been removed.

towels.
air; then, wipe housing using lint-free towels.

MM72-31-00
* * * FOR ALL
Figure 701 No. 1 Carbon Seal - Cleaning

MM72-32-00
POWER TAKEOFF DRIVE ASSEMBLY - INSPECTION
* * * FOR ALL
TASK 72-32-00-200-801
This section provides instructions for inspecting the power takeoff drive
assembly. Before starting any of the following procedures, read INSPECTION section
2. Removal and Installation.
Refer to Section 72-30-00, REMOVAL AND INSTALLATION.
3. Power Takeoff Drive Assembly.
A. Clean assembly (GEK 9250, 70-21-01, 70-21-02, or 70-21-03).
B. Go to Table 601.
TABLE 601. INSPECTION OF POWER TAKEOFF DRIVE ASSEMBLY
Max Repairable
A. Power takeoff None allowed. Not repairable. Replace drive
drive assembly assembly.
(Figure 601) for
cracks.
B. Gearshaft (3) for:
(1) Missing silver Any amount. Not applicable. Not applicable.
plating on
teeth.
(2) Nicks, burrs,
and scratches
on:
(a) Working None allowed. Not repairable. Replace drive
surfaces. assembly.
(b) Non- Any number, 1/64 Same as usable Blend high metal by
working inch deep, without limits, with high hand, using a fine
surfaces. high metal. metal. stone (GEK 9250, 70-
42-00).
(3) Wear on teeth Smooth finish, Same as usable Blend high metal by
and on splines without evidence of limits, with hand, using a fine
(2). scoring. evidence of stone (GEK 9250, 70-
scoring. 42-00).
(4) Spalling, Not allowed. Not repairable. Replace drive
scoring, or assembly.
flaking on
teeth.
(5) Loss of black Any amount. Not applicable. Not applicable.
oxide finish.
* * * FOR CT7-2A, CT7-2D***CONFIGURATION 1
CAUTION: DO NOT LOOSEN SELF-LOCKING NUTS (1) WHEN CHECKING FOR TIGHTNESS.

MM72-32-00
C. Self-locking nuts 60 lb in. minimum Any amount. Torque nuts to 60-65

(1) for tightness. torque. lb in. in tightening
direction only. Do
not loosen nuts.
D. Bearing support
(5) for:
(1) Nicks and
scratches on:
(a) Cast Any number, 0.015 Same as usable Remove high metal
surfaces. inch deep, without limits, with high (GEK 9250, 70-42-
(b) Fillet None allowed. Not repairable. Replace drive
radii. assembly.
(2) Dents. Any number, 0.015 Not repairable. Replace drive
inch deep. assembly.
* * * FOR ALL***CONFIGURATION 2
E. Gearshaft (3) for Not allowed. Ring is Insert new ring into
missing damping replaceable. groove on gearshaft
ring (4). (3).

MM72-32-00
* * * FOR ALL
Figure 601 Power Takeoff Drive Assembly - Inspection

MM72-33-00
FRONT FRAME - INSPECTION
* * * FOR ALL
TASK 72-33-00-200-801
Data for front frame is provided in section 72-34-00, main frame, front frame, and
scroll case.
2. Inspection.
Refer to section 72-34-00, INSPECTION.

MM72-34-00
MAIN FRAME, FRONT FRAME, AND SCROLL CASE - REMOVAL AND INSTALLATION
* * * FOR ALL
TASK 72-34-00-400-801
This section provides instructions for removing and installing external components
of the main frame. It also provides instructions for removing and installing inlet
guide vane actuator levers. Before starting any of the following procedures, read
ASSEMBLY AND DISASSEMBLY TECHNIQUES section in Standard Practices Manual GEK 9250,
70-10-00.
2. Removal.
A. Remove the following external components from engine as needed to gain access
to the IGV actuator levers:
• Electrical system components (74-00-00)
• Fuel systems components (73-00-00)
• Air system components (75-00-00)
• Oil system components (79-00-00)
• Actuating system linkage assembly
B. Remove vane actuator levers (3, Figure 401) as follows:
(1) Straighten tabs on keywashers (2).
(2) Remove self-locking nut (1), keywasher (2), and vane actuator lever (3)
from vane spindle (5) on inlet guide vane (6). Discard keywasher.

MM72-34-00
* * * FOR ALL
Figure 401 IGV Vane Actuator Levers - Removal And Installation

3. Installation.
A. Install vane actuator levers as follows:
NOTE: The vane spindle (5, Figure 401, view A), the vane actuator lever (3), and
the keywasher (2) have keying flats to ease alignment and assembly.
(1) Install vane actuator lever (3), keywasher (2), and self-locking nut (1)
onto vane spindle (5). Tabs of keywasher must face forward.
(2) Position actuating ring (4) so that the word TOP is at the 12 o'clock
position.
(3) Install uniball of vane actuator lever (3) onto pin of actuating ring (4).
(4) Secure each inlet guide vane (6) as follows:
MM72-34-00
CAUTION: • BEFORE TIGHTENING SELF-LOCKING NUT (1), BE SURE THAT KEYWASHER (2,
VIEW A) AND VANE ACTUATOR LEVER (3) ARE CORRECTLY INSTALLED ON VANE
SPINDLE (5).
• DO NOT OVER TIGHTEN THE SELF-LOCKING NUT (1).
NOTE: Inlet guide vane (6) and vane actuator lever (3) must be held firmly
each time that tightening is required.
(a) Tighten the self-locking nut (1) until there is no radial looseness
between the vane (6) and the vane actuator lever (3). Do not over
tighten the nut.
(b) Turn the actuating ring (4) CCW and CW to make sure that all vanes (6)
move freely.
(c) Make sure that there is no radial looseness between the vane (6) and
the vane actuator lever (3). If there is looseness, repeat steps (a)
and (b).
(d) Bend the tab of each keywasher (2) against the flat of each nut (1).
B. Install any of the following components that may have been removed to gain
access to the inlet guide vane actuator levers:
• Actuating system linkage assembly
• Oil system components (79-00-00)
• Air system components (75-00-00)
• Fuel system components (73-00-00)
• Electrical system components (74-00-00).

MM72-34-00
MAIN FRAME, FRONT FRAME, AND SCROLL CASE ASSEMBLY - INSPECTION
* * * FOR ALL
TASK 72-34-00-200-801
A. This section provides inspection procedures for the main frame, front frame,
and scroll case assembly. Before starting any of the following procedures,
read INSPECTION section in Standard Practices Manual GEK 9250, 70-30-00.
B. This section also provides inspection procedures for inlet guide vane actuator
levers and for inlet separator boot.
2. Main Frame and Front Frame.
A. Visible areas of main frame and front frame.
(1) Go to Table 601.
(2) See paragraph B for areas of main frame that may not be accessible or
visible to conduct inspection without removal.
B. Nonaccessible areas of main frame and front frame.
(1) Refer to 79-00-00 for inspection of the following parts attached to main
frame:
• Oil tank cap and adapter
• Oil drain plug
• Oil level indicator
• Main frame oil strainer
• Oil transfer sleeves
• Oil drain insert
(2) Refer to 72-30-00 for inspection of oil inlet and scavenge tubes.
TABLE 601. INSPECTION OF MAIN FRAME AND FRONT FRAME
Max Repairable
CAUTION: BEFORE BLENDING MAIN FRAME PARTS COVER ALL OIL PORTS TO PREVENT CHIPS AND
DEBRIS FROM ENTERING OIL SYSTEM PASSAGES.
A. All visible
areas of main
frame casing (7,
Figure 601) for:
(1) Cracks. None permitted. Not repairable. Replace the cold
section module.
(2) Corrosion Not permitted. Any number, 1/32 Blend the defect to
pits. inch deep, with no adjacent contour
more than 25% of (GEK 9250, 70-42-
surface area 00). Touch up
affected. blended area with
Alodine 1200S (GEK
9250, 70-43-07).
(3) Nicks, Any number, up to Same as the usable Blend (GEK 9250, 70-
dents, 0.035 inch deep x limits, with high 42-00) the high
scratches, 1.00 inch x 0.10 metal and sharp metal to the

MM72-34-00
and gouges. inch wide, without corner. adjacent contour.

high metal or sharp Blend sharp corners
corners. to a smooth radius
no smaller than 1/16
inch. Touch up the
blended area with
Alodine 1200S (GEK
9250, 70-43-07).
NOTE: It is acceptable if the channel nut is broken and has fallen into the cavity
inside the flange.
* * * FOR CT7-2A, CT7-2D, CT7-2D1

(4) Broken None permitted. Two bolts in each Repair the broken
bolts, casing half, if the bolt (72-36-00,
compressor broken bolts are REPAIR).
case separated by at
attaching least one intact
flange (IGV bolt.
flange).
* * * FOR CT7-2E1
(4) Broken None permitted. Not repairable. Replace the cold
bolts, section module.
compressor
case
attaching
flange (IGV
flange).
* * * FOR ALL
B. Accessory
gearbox mounting
pads (5, 9) for:
(1) Damaged Two threads Two threads Using a 0.4375-
studs. (cumulative) missing (cumulative) 14UNC-2B die, chase
or damaged, without missing or damaged threads or replace
high metal, if that can be stud (GEK 9250, 70-
locknut can be reworked to usable 48-05).
installed without limits.
cross-threading.
(2) Nicks, Any number of nicks Any number that can Blend burrs and high
scratches, and scratches, 0.005 be reworked to the metal to adjacent
and burrs in inch deep, without usable limits. contour (GEK 9250,
packing high metal. Burrs 70-42-00). Touch up
grooves (4). are not permitted. blended area with
Alodine 1200S (GEK
9250, 70-43-07).
(3) Nicks and Any number, 1/64 Same as usable Blend high metal to
scratches in inch deep, without limits, with high adjacent contour
other areas. high metal. metal. (GEK 9250, 70-42-
MM72-34-00
00). Touch up
blended area with
Alodine 1200S (GEK
9250, 70-43-07).
C. Locating pin (6)
for:
(1) Nicks. Any number, 1/64 Same as the usable Blend high metal to
inch deep, without limits, with high adjacent contour
high metal. metal. without making a
flat on the pin (GEK
9250, 70-42-00).
Touch up blended
area with Alodine
1200S (GEK 9250, 70-
43-07).
(2) Bent or Not permitted. Not repairable. Replace the pin.
missing.
D. Threaded inserts
for:
(1) Looseness, Not permitted. Not repairable. Replace the insert
distortion (GEK 9250, 70-48-
and damage. 02).
(2) Locking Inserts are usable Not repairable. Replace the insert
capability. if a bolt cannot be (GEK 9250, 70-48-
installed completely 02).
by hand.
E. Oil drain pad Any number, 1/32 Same as the usable Blend high metal to
(12) and oil inch deep, without limits, with high adjacent contour
strainer pad high metal. metal. (GEK 9250, 70-42-
(13) for nicks, 00). Touch up
burrs, and blended area with
scratches. Alodine 1200S (GEK
9250, 70-43-07).
F. Right-hand oil
level indicator
pad/sight glass
web (2) for:
(1) Cracks. None permitted. Any number. Blend damaged area
(GEK 9250, 70-42-
00). (Web may be
entirely removed
until adjacent
contour is met).
(2) Dents or Any amount that does Any amount. Blend damaged area
bends. not interfere with (GEK 9250, 70-42-
assembly of common 00). (Web may be
drain or oil level entirely removed
indicator (3). until adjacent
MM72-34-00
contour is met).
Touch up area with
Alodine 1200S (GEK
9250, 70-43-07).
(3) Damaged Two threads Two threads Using a 0.190-32
studs. (cumulative) missing (cumulative) UNJF-3B die, chase
or damaged, without missing or damaged, threads or replace
cross-threading.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
G. Nameplates (17) Not permitted. Any amount. Repair the leakage
for oil leakage (REPAIR 001).
(screw holes).
* * * FOR CT7-2E1
G. Nameplates (17) Not permitted. Not repairable. Replace the cold
for oil leakage section module.
(screw holes).
* * * FOR ALL
H. All visible
areas of front
frame (14) for:
section module.
CAUTION: BEFORE YOU BLEND THE FRONT FRAME, COVER ALL OIL PORTS TO PREVENT CHIPS AND
DEBRIS FROM ENTERING OIL SYSTEM PASSAGES.
(2) Corrosion Not permitted. 1/64 inch deep, Blend the pits (GEK
pits. over 10% of area, 9250, 70-42-00).
if not more than 2% Touch up blended
is in any one area with Alodine
location. 1200S (GEK 9250, 70-
43-07).
(3) Nicks, Any number, 1/32 Same as the usable Blend the high metal
dents, and inch deep, without limit, with high (GEK 9250, 70-42-
scratches. high metal. metal. 00). Touch up
blended area with
Alodine 1200S (GEK
9250, 70-43-07).
(4) Damaged Two threads Two threads Using a 0.190-32
studs. (cumulative) missing (cumulative) UNJF-3B die, chase
or damaged, without missing or damaged, threads or replace
cross-threading.
MM72-34-00
* * * FOR ALL
Figure 601 Main Frame and Front Frame - Inspection

3. Scroll Case.
Go to Table 602.
TABLE 602. INSPECTION OF SCROLL CASE
Max Repairable
Scroll case (Figure
602) for:
A. Crack and None permitted. Any number. Repair the scroll
delamination. case (REPAIR 002).
B. Nicks, dents, Any number, any Any number. Repair the scroll
and scratches. length, up to 0.031 case (REPAIR 003).
inch deep.
C. Threaded studs
MM72-34-00
(1) for:
(1) Damaged One full thread One full thread Use a 0.190-32UNJF-
threads. (cumulative) damaged cumulative that can 3B die and chase the
per stud, without be blended to threads to the
high metal, if the usable limits. usable limits.
mating part can be
threaded using
finger pressure.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(2) Loose or None permitted. Not repairable. Replace the stud
missing (REPAIR 004).
studs (1).
* * * FOR CT7-2E1
(2) Loose or None permitted. Not repairable. Replace the scroll
missing case.
studs (1).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
D. Loose or missing None permitted. Not repairable. Replace rivet
rivets (5). (REPAIR 005).
E. Loose, cracked, None permitted. Any amount. Rebond or replace
distorted, and the bracket (REPAIR
missing brackets 006).
(2).
F. Loose or missing None permitted. Not repairable. Replace the bushing
aluminum (REPAIR 007).
bushings (4).
G. Loose holster Not allowed. Any amount. Repair holster
(3). (REPAIR 008).
* * * FOR CT7-2E1
D. Loose or missing None permitted. Not repairable. Replace the scroll
rivets (5). case.
E. Loose, cracked, None permitted. Not repairable. Replace the scroll
distorted, and case.
missing brackets
(2).
F. Loose or missing None permitted. Not repairable. Replace the scroll
aluminum case.
bushings (4).
G. Loose holster Not allowed. Not repairable. Replace the scroll
(3). case.

MM72-34-00
* * * FOR ALL
Figure 602 Scroll Case - Inspection

4. Vane Actuator Lever.
Go to Table 603.
TABLE 603. INSPECTION OF VANE ACTUATOR LEVER
Max Repairable
Vane lever (Figure
603) for:
A. Cracks in:
(1) Body and None allowed. Not repairable. Replace lever.
MM72-34-00
uniball.
(2) Bearing One crack any Not repairable. Replace lever.
race. length, if material
is not in danger of
falling out.
B. Dents and bends. None allowed. Not repairable. Replace lever.
C. Scratches. Any number, 0.005 Same as usable Blend high metal
inch deep, without limits, with high (GEK 9250, 70-42-
D. Nicks on edges. Any number, 0.015 Same as usable Blend high metal
E. Wear in uniball 0.095 inch maximum Not repairable. Replace lever.
hole. diameter.
F. Loose uniball. 0.005 inch maximum Not repairable. Replace lever.
radial looseness.
G. Distortion of Not allowed. Not repairable. Replace lever.
vane slot.
H. Wear in vane No apparent wear. Not repairable. Replace lever.
slot.

MM72-34-00
* * * FOR ALL
Figure 603 Vane Actuator Lever - Inspection

5. Inlet Separator Boot.
Go to Table 604.
TABLE 604. INSPECTION OF INLET SEPARATOR BOOT
Max Repairable
Boot (Figure 604)
for:
A. Tears. 1/4 inch long max Not repairable. Replace boot.
from one edge or
extending from both
sides towards the
center.
B. Brittleness. Not enough to cause Not repairable. Replace boot.
cracks when boot is
stretched.

MM72-34-00
* * * FOR ALL
Figure 604 Inlet Separator Boot - Inspection

MM72-34-00, REPAIR 001
MAIN FRAME - NAMEPLATE HOLES - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-34-00-300-801
This procedure provides instruction for repairing oil leakage from nameplate
holes.
2. Procedure.
A. Remove nameplate (1, Figure 801) by grasping the drivescrew (2) with end
nippers; then, pull upward and turn nippers in a CCW direction. Discard
drivescrews.
WARNING: ACETONE
O-A-51
SURFACES.
CAN CAUSE DIZZINESS AND HEADACHE. IF VAPORS CAUSE DROWSINESS, GO TO FRESH
AIR.
• WHEN HANDLING LARGE QUANTITIES OF LIQUID (MORE THAN A GALLON), USE AT AIR-
EXHAUSTED WORKBENCH. WEAR APPROVED GLOVES.
CONTAINER.
CONTINUITY.
TT-I-735
SURFACES.
CONTAINER.
CONTINUITY.
WARNING: METHYL ETHYL KETONE
TT-M-261

MM72-34-00, REPAIR 001
SURFACES.
• CONTACT WITH LIQUID OR VAPOR CAN CAUSE SKIN AND EYE IRRITATION, DERMATITIS,
AND DROWSINESS.
• IF THERE IS ANY PROLONGED SKIN CONTACT, WASH CONTACTED AREA WITH SOAP AND
WATER. REMOVE SOLVENT-SATURATED CLOTHING. IF VAPORS CAUSE DROWSINESS, GO TO
FRESH AIR. IF IRRITATION PERSISTS, GET MEDICAL ATTENTION.
• WHEN HANDLING LIQUID AT AIR-EXHAUSTED WORKBENCH, WEAR APPROVED GLOVES,
GOGGLES AND LONG SLEEVES.
• WHEN HANDLING LIQUID OR LIQUID-SOAKED CLOTH IN OPEN UNEXHAUSTED AREA, WEAR
APPROVED RESPIRATOR, GLOVES, GOGGLES AND LONG SLEEVES.
• METAL CONTAINERS OF SOLUTION MUST BE GROUNDED TO MAINTAIN ELECTRICAL
CONTINUITY.
WARNING: DRY CLEANING SOLVENT
(STODDARD SOLVENT)
P-D-680
SURFACES.
B. Use a towel soaked in acetone, isopropyl alcohol, methyl ethyl ketone, or dry
cleaning solvent, and clean the mating surfaces of nameplate and main frame.
WARNING: HYSOL EPOXY EA-934 NA PART A AND EA-934 NA PART B
• CONTACT WITH VAPOR OR LIQUID CAN CAUSE SEVERE SKIN AND LUNG IRRITATION.
THOROUGHLY WITH WATER. IF VAPORS CAUSE IRRITATION, GO TO FRESH AIR.
• WHEN MIXING, HEATING, OR APPLYING SOLUTION, WEAR APPROVED GLOVES. IF
PROLONGED CONTACT WITH VAPOR IS LIKELY, WEAR APPROVED RESPIRATOR.
• DO NOT EAT, SMOKE, OR CARRY SMOKING MATERIALS IN AREAS WHERE SOLUTION IS
HANDLED.
• REPEATED SKIN EXPOSURE TO THE UNCURED EPOXY RESIN MAY CAUSE ALLERGIC
REACTIONS.
C. Mix EPON 934 adhesive as follows:
(1) Use 100 ±3 parts by weight of EPON 934A.
(2) Use 33 ±1 part by weight of EPON 934B.
MM72-34-00, REPAIR 001
(3) Mix EPON 934 in a plastic container, using a spatula or equivalent. Use
adhesive within 15 minutes after mixing.
D. Apply adhesive to nameplate and to main frame surface, leaving about 1/32 inch
thick coating on both surfaces, and fill drivescrew holes.
E. Push nameplate down firmly onto main frame. Remove excess adhesive, which is
squeezed out from mating area.
DO NOT TOUCH THE HOT PARTS WITH YOUR BARE HANDS OR SKIN. AN INJURY CAN
OCCUR.
F. Cure adhesive for a minimum of 2 hours at a room temperature of 60°-80°F (16°-
27°C) or for a minimum of 1 hour at 160°-190°F (71°-88°C), using a heat lamp
or hot air blower.
G. After adhesive is cured, do an idle speed check (72-00-00, TEST).

~------------------------------------------------------------------------------------------------------------------
MM72-34-00, REPAIR 001
* * * FOR CT7-2A, CT7-2D, CT7-2D1
I
I /
/
Figure 801 Main Frame - Repair

MM72-34-00, REPAIR 002
MAIN FRAME - DELAMINATIONS AND CRACKS IN SCROLL CASE - REPAIR
* * * FOR ALL
TASK 72-34-00-300-802
This procedure provides instructions for repairing delaminations and cracks in the
scroll case.
2. Procedure.
A. Remove all engine components needed to accomplish this repair.
B. Using chalk, draw a line on the scroll case (Figure 801, sheet 1, view A)
outlining the damaged area. Draw a second line approximately 1 inch farther
out from first line.
C. If the damage penetrates all laminations, do the following:
(1) Drill a hole through damaged section so that a power saw blade (view B) can
fit through.
(2) Cut out damaged section by following the contour of the innermost
chalkline.
(3) Using a file (view C), scarf laminations back to the second chalk line.
WARNING: ACETONE
O-A-51
SURFACES.
FRESH AIR.
CONTAINER.
CONTINUITY.
(4) Using acetone, clean areas to be repaired of any dust or filings.
(5) Use cellophane as a parting agent, and cover the backside of the hole (view
D). To back up the cellophane, use a piece of cardboard, plywood, or sheet
metal as a backing plate. Secure the backing plate with masking tape.
D. If the damage does not penetrate all laminations, do the following:
(1) Use a file (view C), and scarf the damaged laminations back to the second
chalk line.
WARNING: ACETONE
O-A-51
OBSERVE WARNING IN STEP C.
(2) Use acetone, and clean the area to be repaired of any dust or filings.
MM72-34-00, REPAIR 002
E. Using paper, make a template (view E, sheet 2) for each layer or lamination
that is to be repaired. The smallest template (innermost) must overlap the
first lamination slightly. Each preceding template must be a minimum of 1/8
inch larger than the previous template.
CAUTION: KEEP FRAYING TO A MINIMUM WHILE CUTTING PATCHES. KEEP PATCHES CLEAN AND
DRY.
F. Trace the template onto fiberglass cloth (Style 181) and cut out the patches.
WARNING: EPOXY ADHESIVE/RESIN CAN BURN. DO NOT BREATHE THIS MATERIAL. DO NOT LET
THIS MATERIAL TOUCH YOU. DO NOT EAT OR DRINK. USE PERSONAL PROTECTION
EQUIPMENT. IRRITANT. POISONOUS DETERIORATION. USE MECHANICAL EXHAUST
VENTILATION OR USE A RESPIRATOR.
G. Use the instructions provided with the epoxy kit, and mix the epoxy adhesive
Epon Resin 828, or diethylenetriamine, or phenolic microballons, or Hysol 9396
epoxy adhesive.
H. Apply the epoxy mixture and fiberglass patches (view F) as follows:
(1) Use a soft-bristle brush, and apply the epoxy mixture onto area being
repaired.
(2) Put the smallest patch onto scroll case so that the outer edge slightly
overlaps the first lamination.
(3) Apply more epoxy mixture over the patch. Brush the patch so that any air
bubbles are forced out to the edge of the patch.
(4) Repeat steps (2) and (3) until all patches are in place.
(5) Allow the patched area to cure for a minute of 12 hours.
OCCUR.
CAUTION: DO NOT OVERHEAT PATCHED AREA. EPOXY MIXTURE MIGHT REACT TO EXTREME HEAT
AND MAY CAUSE BLOWHOLES, BLISTERS, OR POROSITY.
(6) To speed up curing time, heat lamps may be used. Keep the heat lamps at 1-
1/2 to 2 feet away from patched area.
I. Using a medium grit abrasive cloth, lightly sand the repaired surface (view
G).
WARNING: ACETONE
O-A-51
DO NOT USE NEAR FLAMES OR HEAT, BECAUSE ACETONE IS FLAMMABLE. DO NOT BREATHE
THE FUMES RELEASED FROM ACETONE, BECAUSE ACETONE IS DANGEROUS TO YOUR EYES,
NOSE, AND LUNGS. MAKE SURE YOU HAVE A GOOD FLOW OF AIR. ACETONE CAN GIVE YOU
A HEADACHE, AND CAN MAKE YOU SICK.
J. Using acetone, clean the sanded surface.
WARNING: EPOXY ADHESIVE/RESIN CAN BURN. DO NOT BREATHE THIS MATERIAL. DO NOT LET
THIS MATERIAL TOUCH YOU. DO NOT EAT OR DRINK. USE PERSONAL PROTECTION
EQUIPMENT. IRRITANT. POISONOUS DETERIORATION. USE MECHANICAL EXHAUST
VENTILATION OR USE A RESPIRATOR.
K. Use the instructions provided with the epoxy kit, and mix the epoxy adhesive
Epon Resin 828 or diethylenetriamine, or phenolic microballoons, or Hysol 9396

MM72-34-00, REPAIR 002
epoxy adhesive.
L. Use a soft-bristle brush, and apply a finish coat of epoxy mixture over the
repaired surface.
M. Repeat steps H.(5) and H.(6).
N. Install all engine components that were removed to accomplish this repair.

MM72-34-00, REPAIR 002
* * * FOR ALL
Figure 801 (Sheet 1) Delamination and Cracks in Scroll Case - Repair

MM72-34-00, REPAIR 002
* * * FOR ALL
Figure 801 (Sheet 2) Delamination and Cracks in Scroll Case - Repair

MM72-34-00, REPAIR 003
MAIN FRAME - NICKS AND SCRATCHES ON SCROLL CASE - REPAIR
* * * FOR ALL
TASK 72-34-00-300-803
This procedure provides instructions for removing nicks and scratches on the
scroll case.
2. Procedure.
B. Clean the area to be repaired as follows:
WARNING: ACETONE
O-A-51
SURFACES.
FRESH AIR.
CONTAINER.
CONTINUITY.
(1) Using acetone, clean the area around the nick or scratch.
(2) Using a medium grit abrasive cloth, sand the area around the nick or
scratch to remove gloss.
(3) Using acetone, clean the area to remove dust after sanding. Be sure that
gloss has been sanded off.
C. Repair the nick or scratch as follows:
WARNING: EPOXY RESIN SOLUTION
GE SPEC A50T7B (CATALYST C-12, EPOXY RESIN E-400, AND EPOXY-ECCOBOND 286)
• WHEN HEATED, TOXIC GASES ARE RELEASED.
• PROLONGED SKIN CONTACT, OR INHALATION OF VAPORS CAN CAUSE IRRITATION.
• IF THERE IS ANY PROLONGED SKIN CONTACT, WASH CONTACTED AREA WITH SOAP
AND WATER. IF VAPORS CAUSE IRRITATION, GO TO FRESH AIR.
• WHEN HANDLING SOLUTION, WEAR APPROVED GLOVES. IF PROLONGED CONTACT WITH
VAPOR IS LIKELY, WEAR APPROVED RESPIRATOR.
• DO NOT EAT, SMOKE, OR CARRY SMOKING MATERIALS IN AREAS WHERE SOLUTION IS
HANDLED.
(1) Using instructions on container, mix epoxy (Eccobond No. 286 adhesive).
(2) Fill in the nicked or scratched area with mixed epoxy.

MM72-34-00, REPAIR 003
MAIN FRAME - NICKS AND SCRATCHES ON SCROLL CASE - REPAIR
NOTE: Initial setup of epoxy is 2-4 hours. Epoxy is fully cured in an additional
24 hours.
(3) After the epoxy has cured, sand the filled-in areas so that they blend with
adjacent areas.
D. Install all engine components that were removed to accomplish this repair.

MM72-34-00, REPAIR 004
MAIN FRAME - REPLACEMENT OF STUDS ON SCROLL CASE - REPAIR
* * * FOR ALL
TASK 72-34-00-300-804
This procedure provides instructions for replacing studs on the scroll case.
2. Procedure.
B. Remove damaged studs (1, Figure 801) as follows:
(1) Remove damaged stud by either machining stud flush with fiberglass casing
and then drilling out remainder, or by grasping stud securely with Vise-
Grip pliers and breaking adhesive bond with a twisting motion.
(2) Using a sharp chisel, break adhesive bond between boss (2) and scroll case
(3). Remove and discard boss.
(3) Using a file or sandpaper, remove the remaining adhesive on fiberglass
skin.
C. Install replacement stud as follows:
WARNING: EA901NA/B-1 ADHESIVE (PARTS A AND B)
• CATALYST (PART B) IS CORROSIVE. CONTACT WITH SKIN CAN CAUSE BURNS AND
SENSITIZATION.
• REPEATED INHALATION OF VAPORS FROM PART B OR A COMBINATION OF PARTS A
AND B CAN CAUSE IRRITATION, ASTHMA, AND SLIGHT SYMPTOMS OF INTOXICATION.
IF DROWSINESS OCCURS, GO TO FRESH AIR.
• IF ANY LIQUID CONTACTS EYES, FLUSH EYES WITH WATER FOR AT LEAST 15
MINUTES. GET IMMEDIATE MEDICAL ATTENTION.
• IF ANY LIQUID IS INGESTED, INDUCE VOMITING, AND GET IMMEDIATE MEDICAL
ATTENTION.
• IF ANY LIQUID CONTACTS SKIN, WASH SKIN THOROUGHLY WITH SOAP AND WATER.
• WHEN HANDLING LIQUID IN OPEN, UNEXHAUSTED AREA, WEAR GLOVES, APRON, AND
GOGGLES.
• DO NOT MIX RESIN AND CURING AGENT IN AMOUNTS GREATER THAN ONE POUND. DO
NOT HEAT MIXTURE ABOVE 125°F (51°C), UNLESS CURING SURFACES ARE TO BE
BONDED.
(1) Using instructions on container, mix epoxy (EA 901NA/B-1) adhesive. Apply
adhesive around circumference of hole on inside of scroll case.
(2) Install stud into hole from inside of scroll case. Stud must be located
within 0.100 inch of true position (Figure 801).
(3) Apply epoxy adhesive around the base of stud on outside of the scroll case.
OCCUR.
(4) Install boss (2) over stud (1) and bond stud to case (3) with adhesive.
Allow adhesive to cure for 24 hours at 75°F (24°C) or for 1 hour at 200°F
(93°C).
D. Install all engine components that were removed to accomplish this repair.

MM72-34-00, REPAIR 004
MAIN FRAME - REPLACEMENT OF STUDS ON SCROLL CASE - REPAIR
* * * FOR ALL
Figure 801 Scroll Case - Replacement of Studs

MM72-34-00, REPAIR 005
MAIN FRAME - REPLACEMENT OF LOOSE OR MISSING RIVETS ON SCROLL CASE - REPAIR
* * * FOR ALL
TASK 72-34-00-300-805
This procedure provides instructions for replacing loose or missing rivets on the
scroll case.
2. Procedure.
NOTE: Besides removing the engine components, it may be necessary to loosen the
scroll case and move it aft to gain access to the rivets.
B. Replace solid head rivets PN MS20426AD4-6 (4, Figure 801) at section A-A as
follows:
(1) If rivet (4) is loose, remove rivet. Remove and discard washer (5).
(2) If bracket (2) is loose, rebond bracket to scroll case (1) (REPAIR 006).
(3) Install washer PN 6039TO2P14 (5) and solid head rivet MS20426AD4-6 (4) (GEK
9250, 70-13-01).
C. Replace blind head rivets PN NAS1398D4-3 or -4 (7) at section B-B as follows:
(1) If rivet (7) is loose, remove rivet. Remove and discard washer (6).
(2) If bracket (3) is loose, rebond bracket to scroll case (1) (REPAIR 006).
(3) Install washer PN 6039T02P14 (6) and blind head rivet PN NAS1398D4-3 or -4
(7) (GEK 9250, 70-13-04).
D. If scroll case was loosened and moved aft to replace rivets or brackets,
secure scroll case to main frame. Torque locknuts to 45-50 lb in.
E. Install all engine components that were removed to accomplish this repair.

MM72-34-00, REPAIR 005
MAIN FRAME - REPLACEMENT OF LOOSE OR MISSING RIVETS ON SCROLL CASE - REPAIR
* * * FOR ALL
Figure 801 Scroll Case - Replacement of Rivets

MM72-34-00, REPAIR 006
MAIN FRAME - REBONDING OR REPLACEMENT OF BRACKETS ON SCROLL CASE - REPAIR
* * * FOR ALL
TASK 72-34-00-300-806
This procedure provides instructions for rebonding or replacing brackets on the
scroll case.
2. Procedure.
scroll case from the main frame and move it aft.
B. If rebonding bracket (2, Figure 801) at section A-A or bracket (3) at section
BB, do the following:
(1) Remove rivet (4 or 7). Remove and discard washer (5 or 6).
(2) Remove bracket (2 or 3) and clean old epoxy from bonding surfaces.
C. Using a medium grit abrasive cloth, roughen the surfaces of scroll case (1)
and bracket (2 or 3) where epoxy adhesive will be applied.
WARNING: ACETONE
O-A-51
SURFACES.
AIR.
CONTAINER.
CONTINUITY.
D. Using acetone, clean the areas being prepared for bonding.
E. Position scroll case (1) on main frame.
F. Place cellophane between the main frame and the scroll case (1) in the areas
where brackets will be bonded to scroll case. This will prevent the scroll
case and brackets from becoming bonded to the main frame.
SENSITIZATION.
• REPEATED INHALATION OF VAPORS FROM PART B OR A COMBINATION OF PARTS A AND B
CAN CAUSE IRRITATION, ASTHMA, AND SLIGHT SYMPTOMS OF INTOXICATION. IF
DROWSINESS OCCURS, GO TO FRESH AIR.
• IF ANY LIQUID CONTACTS EYES, FLUSH EYES WITH WATER FOR AT LEAST 15 MINUTES.

MM72-34-00, REPAIR 006
GET IMMEDIATE MEDICAL ATTENTION.

ATTENTION.
GOGGLES.
• DO NOT MIX RESIN AND CURING AGENT IN AMOUNTS GREATER THAN ONE POUND. DO NOT
HEAT MIXTURE ABOVE 125°F (51°C), UNLESS CURING SURFACES ARE TO BE BONDED.
G. Using instructions provided with the epoxy, mix epoxy adhesive EA 901NA/B-1.
H. Apply adhesive to both the scroll case (1) and bracket bond surfaces, leaving
a coating of adhesive approximately 1/32 inch thick on both surfaces.
I. Install bracket PN 6039T02P09 (2) as follows:
(1) Install bracket (2) onto main frame stud.
(2) Align holes on bracket (2) with holes on scroll case (1). Install slave
locknut PN 4046T32P01 on stud of main frame to hold bracket (2) in
position.
CAUTION: THE RIVETING PROCESS MUST BE DONE WITHIN THE CURING TIME REQUIREMENT OF
THE MIXED EPOXY ADHESIVE.
(3) Install washer PN 6039T02P14 (5) and solid head rivet (4) (GEK 9250, 70-13-
01).
OCCUR.
(4) Allow adhesive to cure for 24 hours at 75°F (24°C); or, using a heat gun,
cure adhesive for 1 hour at 200°F (93°C).
J. Install bracket PN 6039T02P10 (3) as follows:
(1) Install bracket (3) onto main frame stud.
(2) Align holes on bracket (3) with holes on scroll case (1). Install slave
locknut PN 4046T32P01 on stud of main frame to hold bracket (3) in
position.
CAUTION: THE RIVETING PROCESS MUST BE DONE WITHIN THE CURING TIME REQUIREMENT OF
THE MIXED EPOXY ADHESIVE.
(3) Install washer PN 6039T02P14 (6) and blind head rivet (7) (GEK 9250, 70-13-
04).
OCCUR.
(4) Allow adhesive to cure for 24 hours at 75°F (24°C); or, using a heat gun,
cure adhesive for 1 hour at 200°F (93°C).
K. Remove slave locknut from main frame stud.
L. If scroll case was loosened and moved aft to replace rivets or brackets,
M. Install all engine components that were removed to accomplish this repair.

MM72-34-00, REPAIR 006
* * * FOR ALL
Figure 801 Scroll Case - Rebonding Brackets

MM72-34-00, REPAIR 007
MAIN FRAME - REPLACEMENT OF ALUMINUM BUSHINGS ON SCROLL CASE - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-34-00-300-807
This procedure provides instructions for replacing loose or missing aluminum
bushings on scroll case.
2. Procedure.
scroll case and move if aft to gain access to the bushings (1).
B. If aluminum bushing (1, Figure 801) is loose, do the following:
(1) Remove loose bushing from scroll case (2).
(2) Using a medium grit abrasive cloth, remove old epoxy adhesive from scroll
case (2) and bushing (1).
WARNING: ACETONE
O-A-51
SURFACES.
FRESH AIR.
CONTAINER.
CONTINUITY.
(3) Using acetone, clean bonding surfaces of bushing (1) and scroll case (2).
C. If bushing (1) is missing, do the following:
(1) Using a medium grit abrasive cloth, remove old epoxy adhesive from scroll
case (2).
(2) Trail-fit replacement bushing (1). If bushing protrudes beyond the forward
surface of the scroll case (2), use a medium grit abrasive cloth to reduce
the thickness of bushing until it is flush with surface of scroll case.
(3) Using acetone, clean bonding surfaces of replacement bushing (1) and scroll
case (2).
D. Position scroll case (2) on main frame.
E. Place cellophane between the main frame and scroll case (2) in the areas where
bushing will be installed.
F. Using slave nuts, secure scroll case (2) at two locations where repairs are
not being made.

MM72-34-00, REPAIR 007
WARNING: EA9394 ADHESIVE (PARTS A AND B)

• CATALYST (PART B) IS A CORROSIVE. CONTACT WITH SKIN CAN CAUSE SEVERE BURNS
AND SENSITIZATION.
• INHALATION OF VAPORS FROM PART B OR A COMBINATION OF PARTS A AND B CAN
CAUSE IRRITATE RESPIRATORY TRACT. IF DROWSINESS OCCURS, GO TO FRESH AIR.
• WHEN HANDLING THE LIQUID OR HANDLING THE MIXED COMPOUND IN AIR-EXHAUSTED
WORK BENCH, WEAR GLOVES, APRON, AND GOGGLES.
• WHEN HANDLING THE LIQUID OR HANDLING THE MIXED COMPOUND IN OPEN,
UNEXHAUSTED AREA, WEAR APPROVED RESPIRATOR, GLOVES, APRON, AND GOGGLES.
• DO NOT MIX RESIN (PART A) AND CURING AGENT (PART B) IN AMOUNTS GREATER THAN
ONE POUND. DO NOT HEAT MIXTURE ABOVE 125°F (51°C), UNLESS CURING SURFACES
ARE TO BE BONDED.
G. Use the instructions provided with the epoxy, and mix the epoxy adhesive EA
9394 with the catalyst EA9394/C2.
H. Apply adhesive to both the scroll case (2) and bushing bond surfaces, leaving
a coating of adhesive approximately 1/32 inch thick on both surfaces.
I. Install bushing (1) into scroll case (2). Hold the bushing in place with a
nut. Hand-tighten nut.
OCCUR.
J. Allow adhesive to cure for 24 hours at 75°F (24°C); or, using a heat gun, cure
adhesive for 1 hour at 250°F (121°C).
K. Remove nut from bushing (1).
L. Remove slave nuts and remove cellophane from between scroll case (2) and main
frame.
M. If scroll case was loosened and moved aft to replace or rebond bushings (1),
N. Install all engine components that were removed to accomplish this repair.

MM72-34-00, REPAIR 007
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Scroll Case - Replacement of Aluminum Bushings

MM72-34-00, REPAIR 008
MAIN FRAME - REBONDING OF LOOSE T2 SENSOR HOLSTER - REPAIR
* * * FOR ALL
TASK 72-34-00-300-808
This procedure provides instructions for rebonding loosened T2 sensor holster.
2. Procedure.
A. Prepare bonding surfaces as follows:
(1) Remove old adhesive from bonding surfaces of saddle (3, Figure 801) and
body of T2 sensor holster (1).
(2) Using a medium grit abrasive cloth, roughen bonding surfaces of saddle (3)
and holster (1).
(3) Trial-fit holster (1) onto saddle (3). Be sure to align connecting air hole
between holster and saddle.
(4) Hold holster (1) in place by hand. Using a felt tip marker, outline bonding
surfaces on saddle (3) and holster. Remove holster.
WARNING: METHYL ETHYL KETONE
TT-M-261
SURFACES.
• CONTACT WITH LIQUID OR VAPOR CAN CAUSE SKIN AND EYE IRRITATION,
DERMATITIS, AND DROWSINESS.
• IF THERE IS ANY PROLONGED SKIN CONTACT, WASH CONTACTED AREA WITH SOAP
AND WATER. REMOVE SOLVENT-SATURATED CLOTHING. IF VAPORS CAUSE
DROWSINESS, GO TO FRESH AIR. IF IRRITATION PERSISTS, GET MEDICAL
ATTENTION.
GOGGLES AND LONG SLEEVES.
• WHEN HANDLING LIQUID OR LIQUID-SOAKED CLOTH IN OPEN UNEXHAUSTED AREA,
WEAR APPROVED RESPIRATOR, GLOVES, GOGGLES AND LONG SLEEVES.
• METAL CONTAINERS OF SOLUTION MUST BE GROUNDED TO MAINTAIN ELECTRICAL
CONTINUITY.
O-T-620
DAMAGE.
MM72-34-00, REPAIR 008

GOGGLES.
(5) Using methyl ethyl ketone or trichloroethane, clean bonding surfaces of
saddle (3) and holster (1). Allow surfaces to air dry. Do not touch cleaned
surfaces with fingers.
B. Bond holster (1) to saddle (3) as follows:
SENSITIZATION.
• REPEATED INHALATION OF VAPORS FROM PART B OR A COMBINATION OF PARTS A
AND B CAN CAUSE IRRITATION, ASTHMA, AND SLIGHT SYMPTOMS OF INTOXICATION.
IF DROWSINESS OCCURS, GO TO FRESH AIR.
• IF ANY LIQUID CONTACTS EYES, FLUSH EYES WITH WATER FOR AT LEAST 15
ATTENTION.
GOGGLES.
• DO NOT MIX RESIN AND CURING AGENT IN AMOUNTS GREATER THAN ONE POUND. DO
NOT HEAT MIXTURE ABOVE 125°F (51°C), UNLESS CURING SURFACES ARE TO BE
BONDED.
(1) Using instructions provided with the epoxy, mix epoxy adhesive EA 901NA/B-
1.
(2) Using a soft-bristle brush, apply adhesive to bonding surfaces outlined on
saddle (3) and holster (1). The coating of adhesive should be approximately
1/32 inch thick on both surfaces. Do not allow adhesive to enter the
connecting air hole between holster and saddle.
(3) Using the holster/saddle connecting air hole as a guide, position holster
(1) on saddle (3) and press down firmly to secure holster in place.
(4) Remove any adhesives that may be on the T2 sensor seating ring, and any
that has been squeezed into the connecting air hole during assembly of
holster (1). Remove only dripping adhesive. Do not remove adhesive from
areas where it has been squeezed out to force fillets.
OCCUR.
CAUTION: DO NOT OVERHEAT SCROLL CASE (2). EPOXY MIXTURE MIGHT REACT TO EXTREME
HEAT AND MAY CAUSE BLOWHOLES, BLISTERS, OR POROSITY.
(5) Using a heat lamp or heat gun, cure adhesive for a minimum of 8 hours at
200°F (93°C).

MM72-34-00, REPAIR 008
* * * FOR ALL
Figure 801 T2 Sensor Holster - Rebonding

MM72-35-00
ACTUATING SYSTEM LINKAGE ASSEMBLY
* * * FOR ALL
TASK 72-35-00-400-801
This section provides instruction for disassembling and assembling the actuating
linkage assembly. Before starting any of the following procedures, read ASSEMBLY
AND DISASSEMBLY TECHNIQUES section in Standard Practices Manual GEK 9250, 70-10-
00.
2. Disassembly and Assembly.
The removal and installation of the actuating linkage assembly is discussed in
section 72-30-00 (REMOVAL AND INSTALLATION).

MM72-35-00
ACTUATING SYSTEM LINKAGE ASSEMBLY - INSPECTION
* * * FOR ALL
TASK 72-35-00-200-801
This section provides instructions for inspecting components of the actuating
system linkage assembly. Before starting any of the following procedures, read
2. Actuating System Linkage Assembly.
A. Go to Table 601.
TABLE 601. INSPECTION OF ACTUATING SYSTEM LINKAGE ASSEMBLY
Max Repairable
A. All threaded (1) Damaged threads (1) Self-locking (1) Replace self-
parts of on self-locking nuts nuts not locking nuts.
actuating are not allowed. repairable.
linkage
assembly
(Figure 601)
for damaged
threads.
(2) Up to one (2) Any amount that (2) Blend high metal
missing thread can be repaired to (GEK 9250, 70-42-
without crossed usable limits on 00). Chase threads
threads or high other parts. on other parts.
metal is allowed on
other parts.
B. Entire
actuating
linkage
assembly
(including
threads) for:
(1) Cracks. None allowed. Not repairable. Replace individual
parts.
(2) Nicks, Any number, 0.015 Any number, 0.015 Blend high metal
dents, and inch deep, without inch deep, without (GEK 9250, 70-42-
scratches. high metal. high metal. 00).
(3) Bent Not permitted. Not repairable. Replace the
parts. individual parts.
C. Link assembly Wipe bearings Not repairable. Replace the link
(1) for freedom surfaces with a assembly.
of motion. clean, dry cloth.
Ball must turn
smoothly through all
positions without
radial play detected
by fingers.

MM72-35-00
D. Front spherical
bearing (6)
for:
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(1) Freedom of Wipe bearing Not repairable. Replace the bearing
movement. surfaces with a (REPAIR 001).
clean, dry cloth.
Ball must turn
positions.
(2) Radial 0.003 inch maximum Not repairable. Replace the bearing
play. total play. (REPAIR 001).
(1) Freedom of Wipe bearing Not repairable. Replace the link
movement. surfaces with a assembly.
clean, dry cloth.
Ball must turn
positions.
(2) Radial 0.003 inch maximum Not repairable. Replace the link
play. total play. assembly
* * * FOR ALL
E. Clevises for 0.1655 inch maximum Not repairable. Replace the
worn boltholes. diameter. actuating shaft.
F. Shear bolt (9) No detectable wear Not repairable. Replace the shear
for wear. is permitted. bolt.
G. Link assembly No detectable wear Not repairable. Replace the link and
(1) and is permitted. clevis assembly.
clevises for
wear.
H. Self-locking Nut must not thread Not repairable. Replace the nut.
nut (3) for completely on the
loss of locking threaded end of the
feature. actuating shaft (2)
with finger
pressure.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
I. Spherical
bearing (10)
for:
(1) Freedom of Ball must turn Not repairable. Replace the bearing
motion. smoothly through all (REPAIR 001).
positions.
(2) Displace- Not permitted. Any amount, if Re-swage the bearing
ment. there are no nicks (REPAIR 001).
or missing material

MM72-35-00
from the bearing

housing or from the
bearing after the
repair.
J. Rear spherical
bearing (5) and
rear bracket
assembly (4)
for:
(1) Cracks. None permitted. Not repairable. Replace the rear
bracket or the
spherical bearing
(REPAIR 001).
(2) Nicks, Any number, 0.015 Same as the usable Blend the high metal
dents, and inch deep, without limits, with high (GEK 9250, 70-42-
scratches. high metal. metal. 00).
(3) Freedom of Ball must turn Not repairable. Replace the
motion of smoothly through all spherical bearing
spherical positions. (REPAIR 001).
bearing.
(4) Displaced Not permitted. Any amount, if Re-swage the
spherical there are no nicks spherical bearing
bearing. or missing material (REPAIR 001).
from the bearing
housing or from the
bearing after the
repair.
(5) Radial 0.008 inch maximum. Not repairable. Replace the rear
play bracket or the
between spherical bearing
the (REPAIR 001).
bracket
and the
spherical
bearing.
(6) Axial play 0.030 inch maximum Not repairable. Replace the rear
between (refer to 72-00-00, bracket or the
the INSPECTION for the spherical bearing
bracket procedure). (REPAIR 001).
and the
spherical
bearing
(do this
check when
the
actuating
system
linkage
assembly

MM72-35-00
is
installed
on the
engine).
* * * FOR CT7-2E1
I. Spherical
bearing (10)
for:
(1) Freedom of Ball must turn Not repairable. Replace the link
motion. smoothly through all assembly.
positions.
(2) Displace- Not permitted. Any amount, if Replace the link
ment. there are no nicks assembly.
or missing material
from the bearing
housing or from the
bearing after the
repair.
J. Rear spherical
bearing (5) and
rear bracket
assembly (4)
for:
(1) Cracks. None permitted. Not repairable. Replace the link
assembly.
(2) Nicks, Any number, 0.015 Same as the usable Blend the high metal
(3) Freedom of Ball must turn Not repairable. Replace the link
motion of smoothly through all assembly.
spherical positions.
bearing.
(4) Displaced Not permitted. Not repairable. Replace the link
spherical assembly.
bearing.
(5) Radial 0.008 inch maximum. Not repairable. Replace the link
play assembly.
between
the
bracket
and the
spherical
bearing.
(6) Axial play 0.030 inch maximum Not repairable. Replace the link
between (refer to 72-00-00, assembly.
the INSPECTION for the
bracket procedure).

MM72-35-00
and the
spherical
bearing
(do this
check when
the
actuating
system
linkage
assembly
is
installed
on the
engine).

MM72-35-00
* * * FOR ALL
Figure 601 Actuating System Linkage Assembly - Inspection

MM72-35-00, REPAIR 001
ACTUATING SYSTEM LINKAGE ASSEMBLY - REPLACEMENT OF SPHERICAL BEARINGS AND SWAGING OF SPHERICAL BEARINGS -
REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-35-00-300-801
A. This procedure provides instructions for replacing spherical bearings from the
front and rear crankshaft brackets and the actuating shaft.
B. This procedure also provides instructions for swaging all spherical bearings.
2. Procedure.
A. Replace front shaft support spherical bearing as follows:
(1) Remove self-locking nut (10, Figure 801).
(2) Remove IGV rod end clevis assembly (1).
(3) Remove front shaft support bearing and bracket (2) from actuating shaft
(3).
(4) Place front shaft support bearing and bracket (2), forward end up, on an
arbor press.
(5) Press out spherical bearing (8) from crankshaft bracket (9).
WARNING: ACETONE
O-A-51
SURFACES.
FRESH AIR.
CONTAINER.
CONTINUITY.
(6) Using a lint-free towel soaked with acetone, clean the bore of bracket (9).
(7) Using a 10X magnifying glass, white-light inspect (GEK 9250, 70-32-11) bore
of bracket (9) for cracks. No cracks are allowed.
(8) Using an arbor press, install new bearing (8) into bore of bracket (9) from
aft end.
(9) Using front shaft support spherical bearing swage tool LMT 806, swage
bearing in place, one side at a time.
(10) Check to be sure that the following conditions are met after swaging
bearing to bracket:
• Bearing must not shift axially when a 300 pound load is applied in both
forward and aft directions.
• Bearing ball must have freedom of rotation (angular movement) through all

MM72-35-00, REPAIR 001
REPAIR
positions.
(11) Install bearing and bracket (2) onto actuating shaft (3). Install IGV rod
and clevis assembly (1). Secure rod end clevis (11) with nut (10). Torque
nut to 45-55 lb in.
B. Replace rear shaft support spherical bearing as follows:
(1) Remove self-locking nut (5, Figure 801) and remove rear shaft support
bearing and bracket (4).
(2) Place rear bearing and bracket (4) forward end down on an arbor press.
(3) Press out spherical bearing (7) from crankshaft bracket (6).
WARNING: ACETONE
O-A-51
SURFACES.
FRESH AIR.
CONTAINER.
CONTINUITY.
(4) Using a lint-free towel soaked with acetone, clean the bore of bracket (6).
of bracket (6) for cracks. No cracks are allowed.
(6) Position bracket (6) aft end down on an arbor press. Using arbor press,
install new bearing (7) into bore of bracket (6) from forward end.
(7) Using rear shaft support spherical bearing swage tool LMT 807, swage
bearing in place one side at a time.
bearing to bracket:
positions.
(9) Install rear bearing and bracket (4) onto actuating shaft (3). Secure
bearing and bracket (4) with self-locking nut (5). Torque nut to 100-125 lb
in.
C. Replace actuating shaft spherical bearing as follows:
(1) Place actuating shaft (3, Figure 801), forward end up, on an arbor press.
(2) Press out spherical bearing (11) from actuating shaft (3).

MM72-35-00, REPAIR 001
REPAIR
WARNING: ACETONE
O-A-51
SURFACES.
FRESH AIR.
CONTAINER.
CONTINUITY.
(3) Using a lint-free towel soaked with acetone, clean the bearing bore of
shaft (3).
of shaft (3) for cracks. No cracks are allowed.
(5) Using an arbor press, install new bearing (11) into bearing bore of shaft
(3) from aft end.
(6) Using crankshaft spherical bearing swage tool LMT 808, swage bearing in
place, one side at a time.
bearing to crankshaft.
positions.
D. Swage front/rear support and actuating shaft spherical bearings as follows:
(1) Swage spherical bearings (7, 8, 11, Figure 801) in place one side at a
time, using the following applicable locally manufactured tools (LMTs):
• Front shaft support spherical bearing swage tool LMT 806
• Rear shaft support spherical bearing swage tool LMT 807
• Crankshaft spherical bearing swage tool LMT 808
bearing to bracket or to crankshaft, as applicable:
• Front and rear support spherical bearings (7, 8) must not shift axially
when a 300 pound load is applied in both forward and aft directions.
• Crankshaft spherical bearing (11) must not shift axially when a 100 pound
load is applied in both forward and aft directions.
positions.

MM72-35-00, REPAIR 001
REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Actuating System Linkage Assembly - Spherical Bearing

Replacement

MM72-36-00
COMPRESSOR STATOR ASSEMBLY
* * * FOR ALL
TASK 72-36-00-400-801
This section provides instruction to remove and install either the right-hand or
the left-hand compressor case half. Before starting any of the following
procedures, read ASSEMBLY AND DISASSEMBLY TECHNIQUES in Standard Practices Manual
GEK 9250, 70-10-00.
2. Removal of Compressor Casing Half.
CAUTION: DO NOT ATTEMPT TO REMOVE BOTH COMPRESSOR CASE HALVES AT THE SAME TIME.
SEVERE DAMAGE TO MAIN LINE ENGINE BEARINGS AND COMPRESSOR ROTOR WILL
RESULT.
The following procedures apply when the right-hand or the left-hand compressor
case is removed to gain access to compressor rotor blades that inspection has
shown require repair.
NOTE: • To gain access to the compressor rotor assembly, either the right-hand
compressor case can be removed (para B) or the left-hand compressor case can
be removed (para C).
• It is preferred to remove the right-hand compressor case when repairing only
the compressor rotor blades.
• The left-hand compressor case should be removed only to adequately clean and
repair stages 1 and 2 variable vanes, and stages 3 through 5 vane sectors.
B. Removal of the Right-Hand Compressor Case.
(1) Install the engine in the maintenance stand (72-00-00, SERVICING).
(2) Remove the following external components.
• Yellow electrical cable (74-00-00) (CT7-2A/-2D/-2D1)
• Blue and green electrical cables (74-00-00) (CT7-2E1)
• Hydromechanical Control Unit (HMU) (73-00-00) (CT7-2A/-2D/-2D1)
• Fuel Metering Unit (FMU) (73-00-00) (CT7-2E1)
• Ignition exciter assembly (74-00-00) (ALL)
• Electrical Control Unit (ECU) (74-00-00) (CT7-2A/-2D/-2D1)
• Electronic Engine Control Unit (EECU) (74-00-00) (CT7-2E1)
• Anti-icing IGV feed tube (75-00-00) (ALL)
• Forward seal pressure tube (75-00-00) (ALL)
• Mid C-sump scavenge tube (79-00-00) (ALL)
• Engine starter - if installed (refer to applicable Aircraft Maintenance
Manual).
(3) Remove bolts (1, 4, Figure 401) from the forward flange of the right-hand
compressor case as follows:
MM72-36-00
(a) Apply penetrating oil on bolts and let the oil soak for a minimum of 10
minutes.
CAUTION: DO NOT EXCEED A BREAKAWAY TORQUE OF 150 LB IN. ON ANY BOLT ON THE
COMPRESSOR CASE-TO-MAIN FRAME FLANGE. OTHERWISE, BOLT MAY BREAK.
(b) Use a torque wrench, and remove the bolts from the forward flange of
the right-hand case. Do not exceed 150 lb in. breakaway torque.
(c) If breakaway torque of 150 lb in. is reached and bolts do not loosen,
do the following:
1 Using a hammer and small plastic drift, strike the head of the
seized bolt.
2 Using a torque wrench, tighten bolts. Do not exceed 160 lb in.
OBSERVE WARNING IN PRECEDING STEP (a).
3 Apply penetrating oil to seized bolt. Let the oil soak for minimum
of 10 minutes.
CAUTION: • DO NOT EXCEED 150 LB IN. TORQUE WHEN LOOSENING BOLT.
• DO NOT EXCEED 160 LB IN. TORQUE WHEN TIGHTENING BOLT.
4 Use a torque wrench, and apply a 150 lb in. torque to loosen the
bolt; then apply a 160 lb in. torque to tighten the bolt.
5 Repeat steps 1 through 4 until the bolt can be removed.
(d) If any bolt breaks, do the following:
1 The maximum repairable limit is two broken bolts on the
circumference of the main frame flange, if the broken bolts are
separated by one or more intact bolts. If the limits is exceeded,
replace the cold section module (72-30-00, REMOVAL AND
INSTALLATION).
2 If any broken bolt prevents removal of the right-hand case, contact
the following for disposition, pending repair procedure:
Manager, CT7 Turboshaft Product Support Engineering GE Aircraft
Engines 1000 Western Ave. Mail Zone 24029 Lynn, MA 01910 USA
3 If the broken bolt does not prevent the removal of the right-hand
case, continue to remove the case half.
(e) Remove the anti-icing feed tube bracket assembly (2) and the ignition
exciter bracket assembly (3).
(4) Remove the bolts (1, Figure 402, as applicable) from the aft flange of the
right-hand compressor case as follows:

MM72-36-00

minutes.
COMPRESSOR CASE-TO-DIFFUSER CASE FLANGE. OTHERWISE, BOLT MAY BREAK.
(b) Use a torque wrench, and remove the bolts from the aft flange of the
right-hand case. Do not exceed 150 lb in. breakaway torque.
do the following:
seized bolt.
2 Using a torque wrench, tighten bolts. Do not exceed 160 lb in.
OBSERVE WARNING IN PRECEDING STEP (a).
3 Apply penetrating oil to seized bolt. Let the oil soak for minimum
of 10 minutes.
CAUTION: • DO NOT EXCEED 150 LB IN. TORQUE WHEN LOOSENING BOLT.
• DO NOT EXCEED 160 LB IN. TORQUE WHEN TIGHTENING BOLT.
5 Repeat steps 1 through 4 until the bolt can be removed.
1 The maximum repairable limit is two broken bolts on the
circumference of the diffuser case flange, if the broken bolts are
separated by one or more intact bolts. If the limit is exceeded,
INSTALLATION).
3 If the broken bolt does not prevent the removal of the right-hand
(e) Remove the clip supports (2, 3, 4, 5, Figure 402, as applicable).
CAUTION: EACH ACTUATING RING IS A MATCHED ASSEMBLY. THE BRIDGE ASSEMBLIES
(CONSISTING OF ANTIROTATION PLATES, INNER SECTORS, AND PIN RETAINERS)
HAVE BEEN LINE-DRILLED TO THE ACTUATING RINGS AND CANNOT BE INTERCHANGED
WITH ONE ANOTHER OR WITH THOSE ON OTHER RINGS.
(5) Remove pin retainers, antirotation plates, and inner sectors from the vane

MM72-36-00
actuating rings as follows:

(a) Remove 16 self-locking nuts (1, Figure 403, sheet 1) that secure the
pin retainers (2) to the stages 1 and 2 vane actuating rings (6, 7).
Remove the pin retainers.
(b) Mark the pin retainers TOP, BOTTOM, and STAGE NO., as applicable, so
they will not become intermixed.
(c) Remove 24 pins (8) from the 6 and 12 o'clock positions on the actuating
rings.
(d) Turn the stages 1 and 2 vane actuator levers (9, 10) to gain access to
shearbolts (3), inner sectors (4), and antirotation plates (5).
(e) Remove shearbolts, inner sectors, and antirotation plates.
(f) Mark antirotation plates and inner sectors TOP, BOTTOM, AND STAGE NO.,
as applicable, so they will not become intermixed.
(6) Position inlet guide vane ring (as required) by moving actuating shaft for
access to compressor splitline of compressor case.
(7) Remove bolts and locknuts from splitline of compressor case.
CAUTION: CARE MUST BE TAKEN WHEN TURNING THE COMPRESSOR ROTOR WITH THE RIGHT-HAND
COMPRESSOR CASE HALF REMOVED. THE WEIGHT OF THE PT MODULE CAN CAUSE A
SLIGHT BOWING OF THE ENGINE WHICH WILL BIND THE COMPRESSOR ROTOR.
FORCING ROTOR TO TURN WILL CAUSE DAMAGE. LIFTING AFT END OF PT MODULE
WILL FREE ROTOR AND ALLOW ROTATION.
(8) While a second technician applies slight pressure from right-to-left on aft
edge of exhaust frame, slide right-hand compressor case (15, sheet 2) away
from engine.
(9) Refer to 72-38-00, REPAIR for repair of compressor blades.
• It is preferred to remove the right-hand compressor case when repairing only
the compressor rotor blades.
• The left-hand compressor case should be removed only to adequately clean and
repair stages 1 and 2 variable vanes, and stages 3 through 5 vane sectors.
C. Removal of the Left-Hand Compressor Case.
(1) Install the engine in the maintenance stand (72-00-00, SERVICING).
(2) Remove the following external components:
• Green and blue electrical cables (74-00-00) (ALL)
• Particle separator blower and inlet duct (72-60-00) (ALL)
• Anti-icing bleed and start valve (75-00-00) (ALL)
• Electrical control unit (ECU) (74-00-00) (CT7-2A/-2D/-2D1)
• Electronic engine control unit (EECU) (74-00-00) (CT7-2E1)
• Hydromechanical control unit (HMU) (73-00-00) (CT7-2A/-2D/-2D1)
• Fuel metering unit (FMU) (73-00-00) (CT7-2E1)
• FMU manifold (73-00-00) (CT7-2E1)
• Sequence valve (CT7-2A) or overspeed and drain valve (CT7-2D/-2D1) (73-00-

MM72-36-00
00)
• Sequence valve manifold (CT7-2A) or overspeed and drain valve manifold
(CT7-2D/-2D1) (73-00-00)
• Main fuel feed tube (73-00-00) (CT7-2A/-2D/-2D1)
• Start feed tube (73-00-00) (CT7-2A)
• Anti-icing bleed duct, anti-icing IGV duct, and anti-icing IGV feed tube
(75-00-00) (ALL)
• Oil manifold tube assembly (79-00-00) (ALL)
• Actuating system linkage assembly (72-30-00) (ALL).
(3) Remove bolts (1, 4, Figure 401) from the forward flange of the left-hand
compressor case as follows:
minutes.
CAUTION: DO NOT EXCEED A BREAKAWAY TORQUE TO 150 LB IN. ON ANY BOLT ON THE
COMPRESSOR CASE-TO-INLET GUIDE VANE FLANGE. OTHERWISE, BOLT MAY
BREAK.
(b) Use a torque wrench, and remove the bolts from the forward flange of
the left-hand case. Do not exceed 150 lb in. breakaway torque.
do the following:
1 Use a hammer and a small plastic drift, and hit the head of the
seized bolt.
2 Use a torque wrench, and tighten the bolt. Do not exceed 160 lb in.
OBSERVE WARNING PRECEDING STEP (a).
3 Apply penetrating oil to the seized bolt. Let the oil soak for a
minimum of 10 minutes.
CAUTION: • DO NOT EXCEED 150 LB IN. TORQUE WHEN YOU LOOSEN THE BOLT.
• DO NOT EXCEED 160 LB IN TORQUE WHEN YOU TIGHTEN THE BOLT.
5 Repeat steps 1 through 4 until you can remove the bolt.
1 The maximum repairable limit is two broken bolts on each casing half
MM72-36-00
circumference on the main frame flange, if the broken bolts are

INSTALLATION).
3 If the broken bolt does not prevent the removal of the left-hand
(e) Remove the anti-icing valve forward bracket (5, Figure 401) and the
anti-icing feed tube bracket (6).
(4) Remove the bolts (1, Figure 402, as applicable) from the aft flange of the
left-hand compressor case as follows:
minutes.
COMPRESSOR CASE-TO-DIFFUSER CASE FLANGE. OTHERWISE, BOLT MAY BREAK.
(b) Use a torque wrench, and remove the bolts from the aft flange of the
left-hand case. Do not exceed 150 lb in. breakaway torque.
do the following:
seized bolt.
2 Using a torque wrench, tighten bolt. Do not exceed 160 lb in.
OBSERVE WARNING PRECEDING STEP (a).
3 Apply penetrating oil to the seized bolt. Let the oil soak for a
CAUTION: • DO NOT EXCEED 150 LB IN. TORQUE WHEN YOU LOOSEN THE BOLT.
• DO NOT EXCEED 160 LB IN. TORQUE WHEN YOU TIGHTEN THE BOLT.
5 Repeat steps 1 through 4 until you can remove the bolt.

MM72-36-00

1 The maximum repairable limit is two broken bolts on each casing half
circumference on the diffuser case flange, if the broken bolts are
INSTALLATION).
3 If the broken bolt does not prevent the removal of the left-hand
(e) Remove the anti-icing valve aft bracket (6, Figure 402, as applicable).
(5) Remove pin retainers, antirotation plates, and inner sectors from vane
(a) Remove 16 self-locking nuts (1, Figure 403, sheet 1) that secure pin
retainers (2) to stages 1 and 2 vane actuating rings (6, 7). Remove pin
retainers.
(b) Mark pin retainers. TOP, BOTTOM, and STAGE NO., as applicable, so they
will not become intermixed.
(c) Remove 24 pins (8) from 6 and 12 o'clock positions on actuating rings.
(d) Rotate stages 1 and 2 vane actuator levers (9, 10) to gain access to
shearbolts (3), inner sectors (4), and antirotation plates (5).
(e) Remove shearbolts, inner sectors, and antirotation plates.
(f) Mark antirotation plates and inner sectors TOP, BOTTOM, and STAGE NO.,
as applicable, so they will not become intermixed.
(6) Position inlet guide vane ring (as required) by moving actuating shaft for
access to compressor splitline of compressor case.
(7) Remove bolts and locknuts from splitline of compressor case.
CAUTION: CARE MUST BE TAKEN WHEN TURNING THE COMPRESSOR ROTOR WITH THE RIGHT-HAND
COMPRESSOR CASE HALF REMOVED. THE WEIGHT OF THE PT MODULE CAN CAUSE A
SLIGHT BOWING OF THE ENGINE WHICH WILL BIND THE COMPRESSOR ROTOR.
FORCING ROTOR TO TURN WILL CAUSE DAMAGE. LIFTING AFT END OF PT MODULE
WILL FREE ROTOR AND ALLOW ROTATION.
(8) While a second technician applies slight pressure from left-to-right on aft
edge of exhaust frame, slide left-hand compressor case (15, Figure 404)
away from engine.
(9) Refer to 72-38-00, REPAIR for repair of compressor blades.
CAUTION: • BE SURE THAT TWO COMPRESSOR CASING DUMMY BAR SUPPORTS 2C90112G01 ARE
AVAILABLE BEFORE ATTEMPTING TO REMOVE BOTH COMPRESSOR CASE HALVES.
• THERE MUST BE TWO BAR SUPPORTS INSTALLED BETWEEN THE MAIN FRAME FLANGE AND
THE DIFFUSER CASE FLANGE; OTHERWISE, COMPRESSOR ROTOR WILL BE DAMAGED.
MM72-36-00
• It is preferred to remove (para A) the right-hand compressor case when
repairing only the compressor rotor blades.
• The right-hand and left-hand compressor cases should be removed only to allow
cleaning of the compressor rotor assembly and compressor cases. Also, the
removal of both cases allows the inspection and repair of stages 1 and 2
variable vanes, and stages 3 through 5 vane sectors.
D. Removal of right-Hand and Left-Hand Compressor Cases.
(1) Install engine in maintenance stand (72-00-00, SERVICING).
(2) Using instructions in paragraph B, remove right-hand compressor case.
(3) Install compressor casing dummy bar support 2C90112G01 (1, Figure 404)
between main frame flange (8) and diffuser case flange support (1) to
flanges (3, 8) with four bolts (2).
(4) Using instructions in paragraph C, remove left-hand compressor case.
(5) Install another compressor casing dummy bar support 2C90112G01 (1, Figure
404) between main frame flange (8) and diffuser case flange (3) at the 3
o'clock position (forward looking aft). Secure support (1) to flanges (3,
8) with four bolts (2).

MM72-36-00
* * * FOR ALL
Figure 402 Main Frame-to-Compressor Case - Bolting Diagram

MM72-36-00
* * * FOR CT7-2A
Figure 403 (Sheet 1) Compressor-to-Diffuser Case Flange - Bolting

Diagram

MM72-36-00
* * * FOR CT7-2D

Diagram

MM72-36-00
* * * FOR CT7-2D1

Diagram

MM72-36-00
* * * FOR CT7-2E1

Diagram

MM72-36-00
* * * FOR ALL
Figure 404 (Sheet 1) Right-Hand Compressor Case - Removal and

Installation

MM72-36-00
* * * FOR ALL
Figure 404 (Sheet 2) Right-Hand Compressor Case - Removal and

Installation

MM72-36-00
* * * FOR ALL
Figure 405 Left-Hand Compressor Case - Removal and Installation

3. Installation of Compressor Casing Half.
WARNING: ACETONE
O-A-51
SURFACES.
AIR.
MM72-36-00

CONTAINER.
CONTINUITY.
TT-I-735
SURFACES.
CONTAINER.
CONTINUITY.
A. Installation of Seal Strips.
If replacement is required, install seal strips as follows:
(1) Clean seal strip grooves (Figure 405) on flanges of both case halves, using
a paper towel soaked with acetone or isopropyl alcohol.
(2) If necessary, trim length of seal strips so that there is a 0.040-0.080
inch gap at both ends of seal when it is installed in groove.
WARNING: RTV-162 SILICONE RUBBER ADHESIVE/SEALANT
MIL-A-46146A
• WEAR APPROVED GLOVES AND GOGGLES/FACE SHIELD.
• VAPORS RELEASED DURING CURING ARE COMBUSTIBLE. DO NOT USE NEAR OPEN
FLAMES, NEAR WELDING AREAS, OR ON HOT SURFACES.
• DO NOT BREATHE VAPORS. USE IN A WELL-VENTILATED AREA.
• REPEATED INHALATION OF VAPOR CAN CAUSE MILD RESPIRATORY IRRITATION.
• IF ANY VAPOR CONTACTS EYES, IMMEDIATELY FLUSH AFFECTED AREA THOROUGHLY
WITH WATER FOR AT LEAST 15 MINUTES AND GET MEDICAL ATTENTION IF
IRRITATION PERSISTS.
• DO NOT INGEST. MAY BE HARMFUL IF SWALLOWED.
• IN CASE OF INGESTION, DO NOT INDUCE VOMITING. SLOWLY DILUTE USING 1-2
GLASSES OF WATER OR MILK AND SEEK MEDICAL ATTENTION. NEVER GIVE ANYTHING
BY MOUTH TO AN UNCONSCIOUS PERSON.

MM72-36-00
• IN CASE OF SKIN CONTACT, REMOVE MATERIAL COMPLETELY WITH DRY CLOTH OR

PAPER TOWEL BEFORE WASHING WITH DETERGENT AND WATER. AFTER CONTACT,
HANDS AND SKIN SHOULD BE WASHED BEFORE EATING, DRINKING, OR SMOKING.
SKIN IRRITATION IS NOT EXPECTED, BUT MAY OCCUR IN CERTAIN SENSITIVE
INDIVIDUALS.
WARNING: RTV-3145 ADHESIVE/SEALANT POTTING COMPOUND
• IN CASE OF SKIN CONTACT, FLUSH CONTACTED AREA WITH WATER. AFTER CONTACT,
HANDS AND SKIN SHOULD BE WASHED BEFORE EATING, DRINKING, OR SMOKING.
• EYE PROTECTION SHOULD BE WORN WHEN WORKING WITH THIS MATERIAL. IF LIQUID
CONTACTS EYES, FLUSH EYES THOROUGHLY WITH WATER FOR 15 MINUTES.
• IF PROLONGED CONTACT WITH VAPOR IS LIKELY, WEAR APPROVED RESPIRATOR.
(3) Apply a thin coat of RTV-162 or RTV-3145 silicone rubber adhesive/sealant
to grooves and install seal strips. Remove excess sealant with a paper
towel soaked in acetone or isopropyl alcohol.
B. Installation of Right-Hand Compressor Case.
(1) If any bolts broke during removal of the right-hand compressor case at the
main frame-to-compressor case flange (Figure 401), see REPAIR 002.
WARNING: CORROSION PREVENTIVE COMPOUND, PETROLATUM, HOT APPLICATION, MIL-C-11796
• IF SOLUTION IS DECOMPOSED BY HEAT, TOXIC GASES ARE RELEASED.
• PROLONGED CONTACT WITH SOLUTION OR MIST CAN CAUSE DERMATITIS AND
IRRITATION.
• IF THERE IS ANY PROLONGED CONTACT WITH SKIN, WASH CONTACTED AREA WITH
SOAP AND WATER. IF SOLUTION CONTACTS EYES, FLUSH EYES WITH WATER
IMMEDIATELY. REMOVE SATURATED CLOTHING.
• IF SOLUTION IS SWALLOWED, DO NOT TRY TO VOMIT. GET IMMEDIATE MEDICAL
HELP.
• WHEN HANDLING SOLUTION, WEAR RUBBER GLOVES. IF PROLONGED CONTACT WITH
(2) Apply petrolatum or beeswax to main frame flange side of shim (16, Figure
403, sheet 2) to secure shim in place while installing right-hand
compressor case (15).
IRRITATION.
ATTENTION.
(3) Using lubricating oil, lubricate the right-hand case (15) forward flange
and shim (16).
(4) Be sure to check compressor section for FOD before installing right-hand
MM72-36-00
case (15).
(5) While a second technician applies slight pressure from right-to-left on aft
edge of exhaust frame, position right-hand case (15) onto engine. Seat the
12 o'clock splitline of compressor case first. Rotate case downward while
checking that shim(s) (16), between forward flange of compressor case and
aft flange of main frame, remain in place. If shim(s) (16) is damaged, do
the following:
(a) Remove right-hand case (15) and place it on a bench.
CAUTION: CARE MUST BE TAKEN NOT TO CUT THE UNDAMAGED SHIM(S) (16) WHEN
REMOVING THE DAMAGED SHIM.
(b) Cut the damaged shim (16) at the 12 o'clock position. Remove damaged
shim.
(c) Place the damaged portion of shim (16) over a new shim of equal
thickness. Cut new shim to match the damaged shim.
WARNING: CORROSION PREVENTIVE COMPOUND, PETROLATUM, HOT APPLICATION, MIL-C-
11796
OBSERVE WARNING PRECEDING STEP (2).
(d) Apply petrolatum or beeswax to IGV case flange side of shim (16) to
secure new shim in place.
(e) Reinstall right-hand case (15).
(6) If any bolts broke during the removal of the right-hand compressor case at
the compressor case-to-diffuser case flange (Figure 402), see REPAIR 002.
(7) Position inlet guide vane ring, as required, by moving actuating shaft for
access to compressor splitline bolts and nuts.
BRAYCOTE 655
(8) Lubricate the threads of bolts (3, 4, Figure 406) with antiseize compound
Braycote 655 and secure the flanges of compressor case splitline with the
following:
• 14 bolts (4)
• 14 locknuts (1)
• 8 bolts (3)
• 8 self-locking nuts (2).
(9) Torque the nuts as specified in Figure 406.
(10) Install antirotation plates, inner sectors, and pin retainers on stage 1
(a) Be sure antirotation plates, inner sectors, and pin retainers are
installed at positions for which they were marked.
MM72-36-00
(b) Position antirotation plates (5, Figure 403, sheet 1) over bushings on
forward side of stage 1 actuating ring (6) at 12 o'clock position.
(c) Position inner sector (4) over bushings on aft side of actuating ring.
(d) Install two shearbolts (3) through two innermost holes, so that heads
fit into hex recesses in antirotation plate (5).
(e) Install two self-locking nuts (1) onto shearbolts. Torque nuts to 16-19
lb in.
(f) Install two shearbolts (3) through two outermost holes, so that heads
(g) Position stage 1 and stage 2 actuator levers (9 and 10) over bushings
on actuating rings and install pins (8).
CAUTION: DO NOT OVERTORQUE SELF-LOCKING NUTS (1). OTHERWISE, ACTUATING RING
WILL BE DAMAGED.
(h) Slide pin retainers (2) over ends of outermost bolts and install self-
locking nuts (1). Torque nuts to 16-19 lb in.
(i) Repeat steps (b) through (h) at 6 o'clock position.
(11) Refer to step (10) and install antirotation plates (5), inner sectors (4),
and pin retainers (2) on stage 2 actuating ring (7).
(12) Be sure that actuating rings (6, 7) move freely.
(13) Secure the forward flange of right-hand compressor case as follows:
BRAYCOTE 655
MATERIAL.
CAUTION: DO NOT RUN A TAP ALL THE WAY THROUGH THE CHANNEL NUTS; OTHERWISE,
SELF-LOCKING FEATURE WILL BE LOST.
(a) Before you install bolts (1, 4, Figure 401), lubricate the threads of
bolts with antiseize compound Braycote 655; then chase the first few
threads of each channel nut with a 0.190-32 UNJF-3A tap.
(b) Install two bolts (1) and anti-icing feed tube bracket assembly (2) in
boltholes 2 and 3.
(c) Install three bolts (4) and ignition exciter bracket assembly (3) in
boltholes 4, 5, and 6.
(d) Install remaining bolts in remaining boltholes.
(e) Torque all bolts to 45-50 lb in.
(14) Secure the aft flange of right-hand compressor case as follows:
BRAYCOTE 655
MATERIAL.

MM72-36-00

(a) Before you install bolts (1, Figure 402, as applicable), lubricate the
threads of bolts with antiseize compound Braycote 655; then chase the
first few threads of each channel nut with a 0.190-32 UNJF-3A tap.
(b) Install two bolts PN J643P12A (1) and clip support (2) in boltholes 2
and 3.
(c) Install two bolts PN J643P12A (1) and clip support (3) in boltholes 5
and 6.
(d) Install two bolts PN J643P12A (1) and clip support (4) in boltholes 7
and 8.
* * * FOR CT7-2A
(e) Install two bolts PN J643P14A (1) and clip support (5) in boltholes 12
and 14.
(f) Install bolts PN J643P12A (1) in remaining boltholes.
(g) Torque all bolts to 45-50 lb in.
* * * FOR CT7-2D
(h) Install two bolts PN J643P14A (1) and clip support (5) in boltholes 12
and 14.
(i) Install bolts PN J643P12A (1) in remaining boltholes.
(j) Torque all bolts to 45-50 lb in.
* * * FOR CT7-2D1
(k) Install two bolts PN J643P14A (1) and clip support (5) in boltholes 12
and 13.
(l) Install bolts PN J643P12A in remaining boltholes.
(m) Torque all bolts to 45-50 lb in.
* * * FOR CT7-2E1
(n) Install two bolts PN J643P13A (1) and clip support (5) in boltholes 12
and 13.
(o) Install bolts PN J643P11A (1) in remaining boltholes.
(p) Torque all bolts to 45-50 lb in.
* * * FOR ALL
(15) Install the following external components:
• Forward seal pressure tube (75-00-00) (ALL)
• Anti-icing IGV feed tube (75-00-00) (ALL)
• ECU (74-00-00) (CT7-2A/-2D/-2D1)
• EECU (74-00-00) (CT7-2E1)
• Ignition exciter assembly (74-00-00) (ALL)
• HMU (73-00-00) (CT7-2A/-2D/-2D1)
• FMU (73-00-00) (CT7-2E1)
• Blue and green electrical cables (74-00-00) (CT7-2E1)
• Engine starter, if removed (refer to applicable Aircraft Maintenance

MM72-36-00
Manual).
C. Installation of Left-Hand Compressor Case.
(1) If any bolts broke during the removal of the left-hand compressor case at
the main frame-to-compressor case flange (Figure 401) refer to REPAIR 002.
WARNING: CORROSION PREVENTIVE COMPOUND, PETROLATUM, HOT APPLICATION, MIL-C-11796
• IF SOLUTION IS DECOMPOSED BY HEAT, TOXIC GASES ARE RELEASED.
• PROLONGED CONTACT WITH SOLUTION OR MIST CAN CAUSE DERMATITIS AND
IRRITATION.
• IF THERE IS ANY PROLONGED CONTACT WITH SKIN, WASH CONTACTED AREA WITH
SOAP AND WATER. IF SOLUTION CONTACTS EYES, FLUSH EYES WITH WATER
IMMEDIATELY. REMOVE SATURATED CLOTHING.
• IF SOLUTION IS SWALLOWED, DO NOT TRY TO VOMIT. GET IMMEDIATE MEDICAL
HELP.
• WHEN HANDLING SOLUTION, WEAR RUBBER GLOVES. IF PROLONGED CONTACT WITH
(2) Apply petrolatum or beeswax to main frame flange side of shim to secure
shim in place while installing left-hand compressor case (6, Figure 404).
IRRITATION.
ATTENTION.
(3) Using lubricating oil, lubricate the forward flange (7) and shim (installed
on main frame flange (8)).
(4) Be sure to check compressor section for FOD before installing left-hand
case (6).
(5) While a second technician applies slight pressure from left-to-right on aft
edge of exhaust frame, position left-hand case (6) onto engine. Seat the 12
o'clock splitline of compressor case first. Rotate case downward while
checking the shim(s), between forward flange of compressor case and aft
flange of main frame, remain in place. If shim(s) is damaged, do the
following:
(a) Remove left-hand case (6) and place it on a bench.
CAUTION: CARE MUST BE TAKEN NOT TO CUT THE UNDAMAGED SHIM(S) WHEN REMOVING THE
DAMAGED SHIM.
(b) Cut the damaged shim at the 12 o'clock position. Remove damaged shim.
(c) Place the damaged portion of shim over a new shim of equal thickness.
Cut new shim to match the damaged shim.
WARNING: CORROSION PREVENTIVE COMPOUND, PETROLATUM, HOT APPLICATION, MIL-C-
MM72-36-00
11796
(d) Apply petrolatum or beeswax to main frame side of shim to secure new
shim in place.
(e) Reinstall left-hand case (6).
(6) If any bolts broke during the removal of the left-hand case (6) at the
compressor case-to-diffuser case flange (3), refer to REPAIR 002.
(7) Position inlet guide vane ring, as required, by moving actuating shaft for
access to compressor splitline bolts and nuts.
BRAYCOTE 655
MATERIAL.
(8) Lubricate the threads of bolts (3, 4, Figure 406) with antiseize compound
Braycote 655 and secure the flanges of compressor case splitline with the
following:
• 14 bolts (4)
• 14 locknuts (1)
• 8 bolts (3)
• 8 self-locking nuts (2).
(9) Torque the nuts as specified in Figure 406.
(10) Install antirotation plates, inner sectors, and pin retainers on stage 1
(a) Be sure antirotation plates, inner sectors, and pin retainers are
installed at positions for which they were marked.
(b) Position antirotation plates (5, Figure 403, sheet 1) over bushings on
forward side of stage 1 actuating ring (6) at 12 o'clock position.
(c) Position inner sector (4) over bushings on aft side of actuating ring.
(d) Install two shearbolts (3) through two innermost holes, so that heads
(e) Install two self-locking nuts (1) onto shearbolts. Torque nuts to 16-19
lb in.
(f) Install two shearbolts (3) through two outermost holes, so that heads
(g) Position stage 1 and stage 2 actuator levers (9 and 10) over bushings
on actuating rings and install pins (8).
CAUTION: DO NOT OVERTORQUE SELF-LOCKING NUTS (1). OTHERWISE, ACTUATING RING
WILL BE DAMAGED.
(h) Slide pin retainers (2) over ends of outermost bolts and install self-

MM72-36-00

(i) Repeat steps (b) through (h) at 6 o'clock position.
(11) Refer to step (10) and install antirotation plates (5), inner sectors (4),
and pin retainers (2) on stage 2 actuating ring (7).
(12) Be sure that actuating rings (6, 7) move freely.
(13) Secure forward flange of left-hand compressor case as follows:
BRAYCOTE 655
MATERIAL.
(a) Before you install bolts (1, 4, Figure 401), lubricate the threads of
bolts with antiseize compound Braycote 655; then chase the first few
threads of each channel nut with a 0.190-32 UNJF-3A tap.
(b) Install two bolts (1) and anti-icing feed tube bracket (6) in boltholes
15 and 16.
(c) Install three bolts (4) and anti-icing valve forward bracket (5) in
boltholes 12, 13, and 14.
(d) Install remaining bolts in remaining boltholes.
(e) Torque all bolts to 45-50 lb in.
(14) Secure aft flange of left-hand compressor case as follows:
BRAYCOTE 655
REFER TO WARNING BEFORE STEP (13)(a).
CAUTION: DO NOT RUN TAP ALL THE WAY THROUGH CHANNEL NUTS; OTHERWISE, SELF-
LOCKING FEATURE WILL BE LOST.
(a) Before you install bolts (1, Figure 402, as applicable), lubricate the
threads of bolts with antiseize compound Braycote 655; then chase the
first few threads of each channel nut with a 0.190-32 UNJF-3A tap.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(b) Install bolts PN J643P14A (1), anti-icing valve aft bracket (6), and
rear shaft support bearing and bracket (10) in boltholes 17, 20, and
21.
(c) Install bolts PN J643P12A in remaining boltholes.
* * * FOR CT7-2E1
(d) Install anti-icing valve aft bracket (6) and rear shaft support bearing
and bracket (10) using bolt PN J643P12A in bolthole 17 and bolt PN
J643P13A in boltholes 20 and 21.
(e) Install bolts PN J643P11A in remaining boltholes.
* * * FOR ALL
(f) Torque all bolts to 45-50 lb in.
MM72-36-00
(15) Install the following external components:

• Actuating system linkage assembly (72-30-00) (ALL)
• Oil manifold tube assembly (79-00-00) (ALL)
• Anti-icing bleed duct, anti-icing IGV duct, and anti-icing IGV feed tube
(75-00-00) (ALL)
• Start feed tube (73-00-00) (CT7-2A)
• Main fuel feed tube (73-00-00) (CT7-2A/-2D/-2D1)
• Sequence valve manifold (CT7-2A) or overspeed and drain valve manifold
(CT7-2D/-2D1) (73-00-00)
• Sequence valve (CT7-2A) or overspeed and drain valve (CT7-2D/-2D1) (73-00-
00)
• Hydromechanical control unit (HMU) (73-00-00) (CT7-2A/-2D/-2D1)
• Fuel metering unit (FMU) (73-00-00) (CT7-2E1)
• FMU manifold (73-00-00) (CT7-2E1)
• Electrical control unit (ECU) (74-00-00) (CT7-2A/-2D/-2D1)
• Electronic engine control unit (EECU) (74-00-00) (CT7-2E1)
• Anti-icing bleed and start valve (75-00-00) (ALL)
• Particle separator blower and inlet duct (72-60-00) (ALL)
• Green and blue electrical cables (74-00-00) (ALL)
• Yellow electrical cable (74-00-00) (CT7-2A/-2D/-2D1).
D. Installation of Right-Hand and Left-Hand Compressor Cases.
(1) Install the right-hand compressor case as follows:
(a) Remove four bolts (2, Figure 404) securing compressor casing dummy bar
support (1) from the left-hand side between main frame flange (8) and
diffuser case flange (3). Remove support (1).
(b) Using instructions in paragraph B, install right-hand compressor case.
(2) Install left-hand compressor case as follows:
(a) Remove four bolts (2, Figure 404) securing compressor casing dummy bar
support (1) from the right-hand side between main frame flange (8) and
diffuser case flange (3). Remove support (1).
(b) Using instructions in paragraph C, install left-hand compressor case.

MM72-36-00
* * * FOR ALL
Figure 406 Seal Strip Groove in Stator Case Splitline Flange

MM72-36-00
* * * FOR ALL
Figure 407 Compressor Case Splitline Flange - Torquing Sequence

4. Disassembly of Compressor Stator Assembly.
CAUTION: THE COMPRESSOR CASE HALVES ARE MATCHED PARTS. BE SURE THE SERIAL NUMBER ON
EACH PART IS THE SAME.
A. Place right-hand case half (21, Figure 407) and left-hand case half (22), aft
end down, on bench.
B. Remove 32 stage 1 compressor variable vanes (1) as follows:
(1) Remove six headless straight pins (9) from ends of right-hand ring half
(10).
(2) Remove six pins (9) from ends of left-hand ring half (18).

MM72-36-00
NOTE: No. 1 vane is the first vane to the right of the word TOP on right-hand
case half (21).
(3) Using white indelible ink, number aft side of stage 1 compressor variable
vanes (1), in CCW sequence 1 through 32 (forward looking aft), starting
with No. 1 vane.
(4) Straighten tab on keywasher (7).
(5) Hold vane (1) and remove self-locking nut (8).
(6) Remove and discard keywasher (7).
(7) Remove vane actuator lever (6) and washer (5). Discard washer (5).
(8) Using a mallet and a plastic drift, lightly tap vane spindle and remove
vane (1) and sleeve bushing (2). Discard sleeve bushing (2).
(9) Using instructions in steps (4) through (8), remove remaining 31 vanes (1).
(10) Remove right-hand ring half (10) and left-hand ring half (18).
C. Remove 34 stage 2 compressor variable vanes (19) as follows:
(1) Remove six pins (16) from ends of stage 2 right-hand ring half (11).
(2) Remove six headless straight pins (16) from ends of stage 2 left-hand ring
half (17).
NOTE: No. 1 vane is the first vane to the right of the word TOP on right-hand
case half (21).
(3) Using white indelible ink, number aft side of stage 2 compressor variable
vanes (19), in CCW sequence 1 through 34 (forward looking aft), starting
with No. 1 vane.
(4) Straighten tab on keywasher (14).
(5) Hold vane (19) and remove self-locking nut (15).
(6) Remove and discard keywasher (14).
(7) Remove vane actuator lever (13) and washer (12). Discard washer (12).
(8) Using a mallet and a plastic drift, lightly tap vane spindle and remove
vane (19) and sleeve bushing (20). Discard sleeve bushing (20).
(9) Using instructions in steps (4) through (8), remove remaining 33 vanes
(19).
(10) Remove right-hand ring half (11) and left-hand ring half (17).

MM72-36-00
* * * FOR ALL
Figure 408 Compressor Stator Assembly - Disassembly and Assembly

5. Assembly of Compressor Stator Assembly.
A. Install stage 2 compressor variable vanes (19, Figure 407) into left- and
right-hand case halves (22, 21) as follows:
(1) Position right-hand case half (21) and left-hand case half (22) aft end
down on bench.
(2) Install 34 sleeve bushings (20) onto spindle of stage 2 variable vanes
(19).
NOTE: • No. 1 vane hole is the first hole to the right of the word TOP on right-
hand case half (21).
• Aft faces of vanes (19) are marked 1 through 34.
(3) With trailing edge (thin edge) facing aft, install vanes (19) marked No. 1,
2, and 3 into their respective holes on right-hand case half (3).
(4) Install vanes marked No. 15, 16, and 17 into their respective holes, as
described in step (3).
MM72-36-00
(5) With trailing edge (thin edge) facing aft, install vanes (19) marked No.
18, 19, and 20 into their respective holes on left-hand case half (22).
(7) Secure one of the installed vanes (5, Figure 408) to right-hand compressor
case half (6) as follows:
(a) Install washer (4), vane actuator lever (3), and keywasher (2) on vane
spindle (7).
(b) Install keywasher (2) so that flats of lever (3) and keywasher (2) are
aligned.
(c) Install self-locking nut (1) on vane spindle (7).
CAUTION: • BEFORE TIGHTENING SELF-LOCKING NUT (1), BE SURE THAT KEYWASHER (2)
AND VANE ACTUATOR LEVER (3) ARE CORRECTLY INSTALLED ON VANE SPINDLE
(7).
NOTE: Vane (5) and vane actuator lever (3) must be held firmly each time that
tightening is required.
(d) Tighten the self-locking nut (1) until there is no radial looseness
tighten the nut.
(e) Make sure that there is no radial looseness between the vane (5) and
the vane actuator lever (3). If there is looseness, repeat step (d).
(f) Be sure that vane (5) can be rotated and that vane does not bind on ID
of com-pressor case half (6) when lever (3) is rotated. If vane binds,
rotate vane several times between open and closed positions to scrape
off flowpath coating.
(g) Use the procedure in steps (a) through (f) and secure remaining five
vanes (5).
(8) Using procedures in step (7), secure six installed vanes (5) to left-hand
case half (6).
NOTE: Right-half and left-half ring halves are a matched assembly. Both ring
halves are marked with serial numbers, stage number, and the word AFT.
(9) Install right-hand ring half (11, Figure 407) onto pads of right-hand case
half (21).
(10) Align Uniballs of six vane actuator levers (13) with holes at ends of ring
half (11).
(11) Insert six pins (16) through Uniballs on levers (13) and bushings of ring
half (11).
(12) Install left-hand ring half (17) onto pads of left-hand case half (22).
half (11).
(14) Insert six pins (16) through Uniballs on stage 2 vane levers (13) and
bushings of ring half (11).
(15) Install vanes (19) No. 4 through No. 14 onto right-hand case half (21) and
vanes No. 21 through No. 31 onto left-hand case half (22) as follows:

MM72-36-00
(a) With trailing edge (thin edge) facing aft, install vanes (19) in their
respective holes.
(b) Secure vanes (step 7).
(16) Rotate ring halves (11, 17) between open and closed positions, and check
for freedom of movement. Light rubbing between vanes and compressor case
is allowed.
NOTE: One tab of keywasher (2, Figure 408) must align with flat on self-locking
nut (1).
(17) Bend tabs of keywashers (2) against flats of self-locking nuts (1). Be
sure one tab of keywasher (2) aligns with flat on self-locking nut (1).
B. Install stage 1 compressor variable vanes (1, Figure 407) into left-hand and
right-hand case halves (22, 21) as follows:
(1) Position right-hand case half (21) and left-hand case half (22) aft end
down on bench.
(2) Install 32 sleeve bushings (2) onto spindles of 32 stage 1 variable vanes
(1).
NOTE: • No. 1 vane hole is the first hole to the right of the word TOP on right-
hand case half (21).
• Aft faces of vanes (1) are marked 1 through 32.
(3) With trailing edge (thin edge) facing aft, install vanes (1) marked No. 1,
2, and 3 into their respective holes on right-hand case half (21).
(5) With trailing edge (thin edge) facing aft, install vanes (20) marked No.
17, 18, and 19 into their respective holes on left-hand case half (22).
(7) Secure one of the installed vanes (5, Figure 408) to right-hand compressor
case half (6) as follows:
(a) Install washer (4), vane actuator lever (3), and keywasher (2) on vane
spindle (7).
(b) Install keywasher (2) so that flats of lever (3) and keywasher are
aligned.
(c) Install self-locking nut (1) on vane spindle (7).
CAUTION: • BEFORE TIGHTENING SELF-LOCKING NUT (1), BE SURE THAT KEYWASHER (2)
AND VANE ACTUATOR LEVER (3) ARE CORRECTLY INSTALLED ON VANE SPINDLE
(7).
NOTE: Vane (5) and vane actuator lever (3) must be held firmly each time that
tightening is required.
(d) Tighten the self-locking nut (1) until there is no radial looseness
tighten the nut.
(e) Make sure that there is no radial looseness between the vane (5) and
the vane actuator lever (3). If there is looseness, repeat step (d).
MM72-36-00
(f) Be sure that vane (5) can be rotated and that vane does not bind on ID
of compressor case half (6) when lever (3) is rotated. If vane binds,
rotate vane several times between open and closed positions to scrape
off flowpath coating.
(g) Use the procedure in steps (a) through (f) and secure remaining five
vanes (5).
(8) Using procedures in step (7), secure six installed vanes (5) to left-hand
case half (6).
NOTE: Right-half and left-half ring halves are a matched assembly. Both ring
halves are marked with serial numbers, stage number, and the word AFT.
(9) Install right-hand ring half (10, Figure 407) onto pads of right-hand case
half (21).
half (10).
(11) Insert six headless straight pins (9) through Uniballs of levers (6) and
bushings of ring half (10).
(12) Install left-hand ring half (18) onto pads of left-hand case half (22).
half (18).
(14) Insert six pins (9) through Uniballs of levers and bushing of ring half
(18).
(15) Install vanes (1) No. 4 through No. 14 onto right-hand case half (21) and
vanes No. 20 through No. 29 onto left-hand case half (22) as follows:
(a) With trailing edge (thin edge) facing aft, install vanes (1) in their
respective holes.
(b) Secure vanes (1) (step 7).
(16) Rotate ring halves (10, 18) between open and closed positions, and check
for freedom of movement. Light rubbing between vanes and compressor case
is allowed.
NOTE: One tab of keywasher (2, Figure 408) must align with flat on self-locking
nut (1).
(17) Bend tabs of keywashers (2) against flats of self-locking nuts (1). Be
sure one tab of keywasher aligns with flat on self-locking nut (1).

MM72-36-00
* * * FOR ALL
Figure 409 Vane Spindle, Vane Lever, and Keywasher - Alignment

MM72-36-00
COMPRESSOR STATOR ASSEMBLY - INSPECTION
* * * FOR ALL
TASK 72-36-00-200-801
This section provides inspection procedures for the compressor stator assembly.
Before starting any of the following procedures, read INSPECTION section in
2. Compressor Case Halves.
Go to Table 601.
TABLE 601. INSPECTION OF COMPRESSOR CASE HALVES
Max Repairable
NOTE: The compressor cases are a matched assembly. They are not interchangeable. If
one case half needs to be replaced, both halves must be replaced.
A. Left- and right-
hand cases (Figure
601) for:
(1) Cracks. Not allowed. Not repairable. Replace cold section
module.
(2) Nicks and Any number, 0.015 Same as usable Remove high metal
scratches inch deep, without limits, with high (GEK 9250, 70-42-
(except on high metal. metal. 00). Polish area
flanges). until it is as
smooth as original
finish.
(3) Dents (except Any number, 0.031 Same as usable Remove high metal to
on flanges). inch deep. No high limits, with high obtain proper fit
metal that prevents metal. (GEK 9250, 70-42-
normal assembly. No 00).
dents allowed that
show through over
rotor stages 1, 2,
or 3.
(4) Blade rubs in Any amount, if Not repairable. Replace the cold
coating of engine performance section module.
ID. is acceptable,
without high metal.
Any number of
grooves in blade
rub path, of any
depth, that do not
extend into parent
metal. No heat-
discolored spots on
OD of case.
(5) Missing Same as item (4). Not repairable. Replace the cold
coating on ID section module.

MM72-36-00
not caused by
blade rubs.
(5A) Corrosion or Any amount. Not applicable. Not applicable.
missing
SermeTel
coating on
OD.
(6) Heat None permitted. Any amount. Use an abrasive
discoloration cloth and polish off
spots all heat
(blueing) on discoloration.
the outside
surface.
B. Stage 4 bleed boss
for:
(1) Cracks. All indications Not repairable. Replace the cold
less than 0.020 section module.
inch are permitted.
All indications
0.020-0.060 inch
are permitted, if
the indications are
more than 0.250
inch apart. No
through indications
are permitted.
(2) Broken or Not allowed. Not repairable. Replace cold section
missing. module.
(3) Damaged No damage to Not repairable. Replace cold section
threads on threads that could module.
stage 4 bleed cause mating to be
air fitting, difficult, without
coupling nut high metal.
of right-hand
case only.
(4) Nicks, dents, Any amount, as long Same as usable Remove high metal
and scratches as no leakage limits, with high (GEK 9250, 70-42-
on stage 4 occurs, without metal. 00).
bleed tube high metal.
sealing
surface.
C. Left- and right-
hand case flanges
for nicks, dents,
and scratches on:
(1) Nonmating Any number, 0.063 Same as usable Remove high metal

MM72-36-00
(2) Mating Any number, 0.063 Same as usable Remove high metal
surfaces. inch deep, if less limits, with high (GEK 9250, 70-42-
than 25% of flange metal. 00).
width is undamaged,
without high metal.
D. Vertical flange
boltholes for
damage or wear:
(1) Diameter A. 0.1923-0.1928 inch Same as usable Assemble case
maximum, without limits, with high halves, using bolts
high metal. metal. in holes that have
met usable limits.
Ream holes that have
high metal. Do not
exceed usable limits
when reaming.
(2) Diameter B. 0.202-0.208 inch Same as usable Assemble case
met usable limits.
high metal. Do not
when reaming.
(3) Diameter C. 0.2523-0.2528 inch Same as usable Assemble case
met usable limits.
high metal. Do not
when reaming.
(4) Diameter D. 0.256-0.272 inch Same as usable Assemble case
met usable limits.
high metal. Do not
when reaming.
E. Threaded inserts
of borescope ports
for:
(1) Damaged Up to one damaged Same as usable Chase threads, using
threads. or missing thread, limits, with a 0.250-28-UNJF-3A
without crossed crossed threads or tap. Remove any
threads or loose loose material. metal chips.
material.
(2) Looseness or Not allowed. No Not repairable. Replace insert
MM72-36-00
distortion. run-on torque (REPAIR 001).

allowed when Recheck for
checked with a conformance with
0.250-28UNJF-3A usable limits.
bolt.

MM72-36-00
* * * FOR ALL
Figure 601 Compressor Case Halves - Inspection

3. Compressor Stator Splitline Shoulder Bolts.
A. Vapor-degrease bolts (GEK 9250, 70-21-02).
B. Go to Table 602.
TABLE 602. INSPECTION OF COMPRESSOR STATOR SPLITLINE SHOULDER BOLTS
Shoulder bolts
(Figure 602) for:
A. Cracks. None allowed. Not repairable. Replace bolt.

MM72-36-00
B. Nicks, Any number that Not repairable. Replace the bolt.

dents, cannot be detected
and by feel.
scratches
on
shoulder.
C. Nicks, Up to one thread Same as the usable Blend the high metal
burrs, cumulative damaged, limits, with high (GEK 9250, 70-42-00).
dents, without high metal metal or crossed Chase the threads to
and high or crossed threads. threads. the usable limits.
metal on
threads.
D. Worn Shoulder diameter Not repairable. Replace the bolt.
shoulder. must not be less
than the limits in
Figure 602.
E. Wear or Any amount, if bolt Not repairable. Replace the bolt.
damage to can be properly
head. torqued.

MM72-36-00
* * * FOR ALL
Figure 602 Compressor Stator Splitline Shoulder Bolts - Inspection

4. Stages 1 and 2 Variable Vanes.
Go to Table 603.
TABLE 603. INSPECTION OF STAGES 1 AND 2 VARIABLE VANES
Max Repairable
Stages 1 and 2 variable
vane airfoils (Figure
603) for:
A. Cracks and tears. Not permitted. Any amount that can Blend the airfoil
be blended within (GEK 9250, 70-42-
the limits 00). Fluorescent
specified in Figure penetrant-inspect
603. (GEK 9250, 70-32-
02, Class C). No
cracks are
permitted.
B. Erosion. Leading edge may Any amount of Remove the peened-
be roughened but peened-over over edges only
not peened-over. material that can with abrasive cloth
Chord reduction be removed within or a fine stone. Do
must be within the the limits given in not attempt to
limits given in Figure 603. completely smooth
Figure 603. the leading edge.
C. All other areas None permitted. Not repairable. Replace the cold
for cracks. section module.
D. Critical areas for Any number, 0.005 Not repairable. Replace the cold
nicks, dents, inch maximum section module.
MM72-36-00
pits, and depth.

scratches.
E. Noncritical areas
for:
(1) Nicks, pits, Any number, 0.010 Any number in Blend the defect
and scratches. inch deep, without leading and (GEK 9250, 70-42-
high metal. trailing edges that 00). Fluorescent
can be blended penetrant-inspect
within the limits (GEK 9250, 70-32-
in Figure 603. 02, Class C). No
cracks are
permitted.
(2) Dents and Any number, 0.020 Any number that can Blend the defect
bends in inch deep. be blended within (GEK 9250, 70-42-
leading and the limits shown in 00). Fluorescent
trailing Figure 603. penetrant-inspect
edges. (GEK 9250, 70-32-
02, Class C). No
cracks are
permitted.
(3) Damaged tip Not permitted. Any amount that can Blend the tip
corners. be repaired within corner (GEK 9250,
the limits 70-42-00).
specified in Figure
603, sheet 2.
(4) Dents and Any number, 0.020 Not repairable. Replace the cold
bends in other inch deep. section module.
noncritical
areas.
* * * FOR STAGE 1 VANES PN 6035T21P03
* * * FOR STAGE 2 VANES PN 6033T69P03
F. Missing anti- Anti-corrosion Not repairable. Replace the cold
corrosion coating. coating can be section module.
missing on any
surfaces except
along the vane
root radius on the
concave and convex
sides.
* * * FOR ALL
G. Vane spindle for:
(1) Nicks and Any number, 0.020 Same as the usable Remove the high
scratches. inch deep, without limits, with high metal (GEK 9250,
high metal. metal. 70-42-00).
(2) Damaged None permitted. One full thread. Use a 0.164-36
threads. UNJF-3B die, and
chase the threads.
MM72-36-00
(3) Gouges on Any number, 0.005 Same as the usable Remove the high
actuating arm inch deep, without limits, with high metal (GEK 9250,
flats. high metal. metal. 70-42-00).

MM72-36-00
* * * FOR ALL
Figure 603 (Sheet 1) Stages 1 and 2 Variable Vanes - Inspection and

Blending Limits

MM72-36-00
* * * FOR ALL
Figure 603 (Sheet 2) Stages 1 and 2 Variable Vanes - Inspection and

Blending Limits
5. Stages 3, 4, and 5 Compressor Stator Vane Sectors.
Go to Table 604.
TABLE 604. INSPECTION OF STAGES 3, 4, AND 5 COMPRESSOR STATOR VANE
SECTORS
Max Repairable
A. Vane support (Figure
604) for:

MM72-36-00

section module.
(2) Nicks, scratches, Any number, 0.015 Same as the Remove the high
and dents. inch deep, usable limits, metal (GEK 9250,
without high with high metal. 70-42-00).
metal.
(3) Pits. Any number, 0.010 Not repairable. Replace the cold
inch deep. section module.
B. Vane airfoils for:
(1) Cracks and tears. None permitted. Any number that Blend the defect
can be blended (GEK 9250, 70-42-
within the limits 00). Fluorescent
in Figure 604. penetrant-inspect
(GEK 9250, 70-32-
02, Class C). No
cracks are
permitted.
(2) Erosion at:
(a) Trailing edge. Any amount. Chord Not repairable. Replace the cold
reduction must be section module.
within the limits
in Figure 604.
(b) Leading edge. The leading edge Any amount of Remove the peened-
may be roughened peened-over over edges only.
but not peened- material which Use an abrasive
over. Chord can be removed cloth or a fine
reduction must be within the limits stone and smooth
within the limits in Figure 604. the leading edge.
in Figure 604. Do not blend the
leading edge to a
sharp point.
(3) Damaged tip Not permitted. Any amount that Blend the tip
corners. can be repaired corner (GEK 9250,
within the limits 70-42-00).
in sheet 3.
(4) Nicks, scratches,
and pits in:
(a) Leading and Any number, 0.010 Any number in the Blend the defect
trailing edges. inch deep, with leading and (GEK 9250, 70-42-
no high metal. trailing edges 00). Blending is
that can be permitted only in
blended within the critical area
the limits given of the trailing
in Figure 604. edge. Fluorescent
Blending is penetrant-inspect
permitted only in (GEK 9250, 70-32-
the critical area 02, Class C).
of the trailing Cracks are not
MM72-36-00
edge. permitted.
(b) Concave and
convex surfaces
at:
1 Critical Any number, 0.003 Not repairable. Replace the cold
areas. inch deep. section module.
2 Other Any number, 0.010 Any number in the Blend the defect
areas. inch deep, with leading and (GEK 9250, 70-42-
no high metal. trailing edges 00). Blending is
edge. permitted.
(5) Dents and bends at:
(a) Leading and Any number, 0.020 Any number in the Blend (GEK 9250,
trailing edges. inch deep. leading and 70-42-00).
trailing edges Blending is
edge. permitted.
(b) Concave and Any number, 0.020 Not repairable. Replace the cold
convex inch deep. section module.
surfaces.
(6) Cracks, gaps, and Any amount, any Not repairable. Replace the cold
porosity in brazed size, maximum section module.
joints. cumulative length
25% of joint
length.

MM72-36-00
* * * FOR ALL
Figure 604 (Sheet 1) Stages 3, 4, and 5 Compressor Stator Vane Sectors

- Inspection and Blending Limits

MM72-36-00
* * * FOR ALL


MM72-36-00
* * * FOR ALL

6. Vane Actuator Levers.
A. Fluorescent penetrant-inspect (GEK 9250, 70-32-02, Class C) the vane actuator
levers with these acceptability limits:
• No cracks are permitted.
• All indication of 0.02 inch or less are acceptable.
• All other indications of 0.02-0.04 inch are acceptable, if the indications
are a minimum of 0.25 inch from each other.
B. Go to Table 605.
TABLE 605. INSPECTION OF VANE ACTUATOR LEVERS
MM72-36-00
Max Repairable
Vane actuator lever
(Figure 605) for:
A. Cracks in:
(1) Body and None permitted. Not repairable. Replace the lever.
Unibal.
(2) Bearing race. One axial crack Not repairable. Replace the lever.
that has
propagated axially
through the
bearing race, if
the material is
not in danger of
falling out.
B. Dents and bends. None permitted. Not repairable. Replace the lever.
C. Scratches. Any number, 0.005 Same as the usable Blend the high
inch deep, without limits, with high metal (GEK 9250,
D. Nicks on the Any number, 0.015 Same as the usable Blend the high
edges. inch deep, without limits, with high metal (GEK 9250,
E. Wear in Unibal 0.095 inch maximum Not repairable. Replace the lever.
hole. diameter.
F. Loose Unibal. 0.005 inch maximum Not repairable. Replace the lever.
radial looseness.
G. Distortion of vane Not permitted. Not repairable. Replace the lever.
slot.
H. Wear in vane slot. No apparent wear. Not repairable. Replace the lever.

MM72-36-00
* * * FOR ALL
Figure 605 Vane Actuator Lever - Inspection

MM72-36-00
COMPRESSOR STATOR ASSEMBLY - CLEANING
* * * FOR ALL
TASK 72-36-00-100-801
This section provides instructions for cleaning the compressor stator assembly and
its components. Before starting any of the following procedures, read CLEANING
NOTE: During cleaning of compressor case halves, the part numbers and serial numbers
are often erased.
A. Before you clean the compressor case halves, use the dot peen marking method
(GEK 9250, 70-16-08, shallow) (preferred) or the vibropeen marking method (GEK
9250, 70-16-04) (alternate), and mark the part number and serial number on the
outside diameter of the compressor case aft flange.
B. Go to table 701 for parts cleaning summary for components of the compressor
stator assembly.
Engine Component Manual GEK 9250 SEI-570
Antirotation Keys 70-21-02 - - -
Borescope Plugs 70-21-03 - - -
Compressor Cases 70-21-03 - - -
Compressor Stator Assembly - - - Para 4
Compressor Stator Splitline Shoulder 70-21-02 - - -
Bolts
Compressor Stator Vane Sectors 70-21-02 Para 3
Compressor Stator Variable Vanes 70-21-02 Para 3
Vane Actuator Levers 70-21-03 - - -
3. Compressor Stator Vane Sectors and Compressor Stator Variable Vanes.
NOTE: The compressor stator vane sectors and variable vanes can be cleaned using B&B
3100 cleaner (full strength), B&B TC-100 (pre-mixed), or ZOK 27 cleaner (step
A), or using Speedball power cleaner (step B), or using plastic blast cleaning
media (step C).
A. Using B&B 3100 cleaner (full strength), B&B TC-100 (pre-mixed), or ZOK 27
cleaner, clean compressor stator vane sectors and variable vanes as follows:
MM72-36-00

USING SOLUTION.
DIZZINESS.
OF STORAGE AND USE.
(1) Prepare a solution of one part B&B 3100 cleaner, B&B TC-100, or ZOK 27
cleaner, to four parts of fresh water. If the vane sectors and variable
vanes are extremely dirty, use the cleaner at full strength.
(2) Heat the B&B 3100, B&B TC-100, or ZOK 27/fresh water cleaning solution to
122°-158°F (50°-70°C).
OCCUR.
(3) Use a soft-bristle brush, soaked with the heated cleaning solution, and
clean the vane sectors and the variable vanes.
(4) Use fresh water, heated to 122°-158°F (50°-70°C), and rinse the vane
sectors and the variable vanes.
(5) Use dry, filtered compressed air, and dry the vane sectors and the variable
vanes.
B. Use Speedball power cleaner, and clean the compressor stator vane sectors and
the variable vanes as follows:
WARNING: SPEEDBALL POWER CLEANER
DO NOT LET THIS MATERIAL TOUCH YOUR EYES, FACE, OR SKIN. IT CAN CAUSE
MM72-36-00
DAMAGE, INJURY, OR IRRITATION. DO NOT BREATHE THIS MATERIAL. IT CAN CAUSE

DAMAGE, INJURY, OR IRRITATION TO YOU. USE CORRECT PROTECTION EQUIPMENT
APPROVED BY YOUR SAFETY OFFICE WHEN YOU TOUCH OR USE THIS MATERIAL.
CAUTION: TO PREVENT SURFACE ATTACK OF SILVER BRAZE ON VANE SECTORS AND VARIABLE
VANES, SPEEDBALL POWER CLEANER MUST NOT REMAIN ON VANE SECTORS AND VANES
FOR MORE THAN 1 HOUR. SPEEDBALL POWER CLEANER MUST BE RINSED IMMEDIATELY
AFTER 1 HOUR.
(1) Spray the Speedball power cleaner on the vane sectors and on the variable
vanes.
(2) Let the cleaner soak for a maximum of 20 minutes.
(3) Use a soft-bristle brush, soaked with cleaner, and clean the vane sectors
and the variable vanes to loosen deposits.
(4) Using fresh water heated to 122°-158°F (50°-70°C), rinse vane sectors and
variable vanes.
(5) Using dry, filtered compressed air, dry vane sectors and variable vanes.
C. Using plastic blast cleaning media, clean compressor stator vane sectors and
variable vanes as follows:
CAUTION: ENSURE THAT ALL OIL, GREASE OR OTHER RESIDUES ARE REMOVED FROM COMPONENT
BEING BLASTED OR EFFECTIVENESS OF BLASTING WILL BE REDUCED.
(1) Vapor-degrease compressor stator vane sectors and compressor stator
variable vanes (GEK 9250, 70-21-02).
(2) Using yellow vinyl tape or equivalent, cover all openings and areas, except
parts to be air-blasted, to prevent contact with any abrasive material.
Compressor stator airfoils must be free of oil and grease to prevent the
quality of abrasive material from deteriorating.
WARNING: IF BLAST MACHINE IS USED FOR OTHER MEDIA, IT MUST BE THOROUGHLY CLEANED
BEFORE PLASTIC BLAST CLEANING MEDIA IS USED. FAILURE TO DO SO MAY CAUSE
SEVERE DAMAGE TO COMPRESSOR STATOR VANE SECTORS AND VARIABLE VANES.
(3) Set up blasting machine as follows:

MM72-36-00
(a) Set air pressure for direct pressure machines to 25-40 psi. Set air
pressure for suction machines to 50-80 psi. Use minimum pressure
setting required.
(b) Use a nozzle with a diameter of 0.3-0.5 inch. Position nozzle at an
angle of 30-80 degrees and 4-8 inches away from surface.
WARNING: BLASTING WITH PLASTIC MEDIA
• WHEN HANDLING MATERIAL IN AIR-EXHAUSTED, ENCLOSED CABINET, BE SURE THAT
VENTILATION IS IN OPERATION AND THAT DOORS ARE PROPERLY SEALED.
• WHEN HANDLING MATERIAL IN A PARTIALLY ENCLOSED, AIR-EXHAUSTED CABINET,
OR IN OPEN WORK AREA, WEAR APPROVED RESPIRATOR, GLOVES, GOGGLES, AND
LONG-SLEEVED CLOTHING.
• SWEEP UP SPILLED MATERIAL AND PLACE WASTE IN A SEALED CONTAINER. FLUSH
AREA WITH WATER.
CAUTION: • MOVE NOZZLE OVER SURFACE IN A CONTINUOUS SWEEPING MOTION. DO NOT BLAST
ANY ONE SURFACE AREA FOR MORE THAN 2 TO 3 SECONDS.
• NOZZLE MUST NOT BE POINTED AT A 90° ANGLE TO SURFACE OR SEVERE DAMAGE TO
SURFACE MAY OCCUR.
NOTE: The desired particle size of plastic blast cleaning media for effective
blasting is 20/30 mesh.
(4) Using parameters in step (3), air-blast airfoils. Move nozzle over surface
area in continuous motion, do not blast any one surface area for more than
2 to 3 seconds.
(5) Visually check that residue removed from airfoils enters reclaiming system
during the blasting process.
(6) Using a 10X to 20X magnifying glass, visually inspect a sample of plastic
blast cleaning media at frequent intervals for rounded edges and undersized
particles. Plastic media should be replacd when 50% of the sample inspected
is rounded or undersized (desired particle size is 20/30 mesh).
(7) Remove yellow vinyl tape from masked surfaces.
(8) Using dry, filtered compressed air, remove any residue from airfoils.
(9) Visually check that airfoils have been evenly cleaned and all residue
removed.
4. Compressor Stator Assembly.
NOTE: The compressor stator assembly can be cleaned using B&B 3100 cleaner or ZOK 27
cleaner (step A), or using Speedball power cleaner (step B).

MM72-36-00
A. Using B&B 3100 cleaner or ZOK 27 cleaner, clean compressor stator assembly as
follows:
WARNING: B&B 3100 CLEANER (FULL STRENGTH)
SURFACES.
• CONTAINS AROMATIC SOLVENTS. PROLONGED CONTACT OF SKIN WITH LIQUID CAN
CAUSE IRRITATION. INHALATION OF VAPOR CAN CAUSE HEADACHE AND LIGHT-
HEADEDNESS.
SOAP AND WATER. IF LIQUID CONTACTS EYES, FLUSH THEM THOROUGHLY WITH
WATER. REMOVE SOLVENT-SATURATED CLOTHING. IF VAPORS CAUSE LIGHT-
HEADEDNESS, GO TO FRESH AIR.
• WHEN LIQUID IS HANDLED OR APPLIED AT AN AIR-EXHAUSTED WORKBENCH, WEAR
APPROVED GLOVES, AND WEAR GOGGLES OR FACE SHIELD.
• WHEN LIQUID IS HANDLED OR APPLIED AT AN UNEXHAUSTED WORKBENCH, WEAR
APPROVED RESPIRATOR AND GLOVES, AND WEAR GOGGLES OR FACE SHIELD.
WARNING: ZOK 27 CLEANER
• COMBUSTIBLE - IF MIXED WITH ISOPROPYL ALCOHOL OR METHANOL, TREAT AS A
FLAMMABLE MIXTURE. KEEP AWAY FORM HEAT AND OPEN FLAMES.
• FREQUENT OR PROLONGED CONTACT WITH SKIN COULD LEAD TO DRY CRACKING OF
SKIN. USE SOOTHING SKIN CREAM AFTER PROLONGED SKIN CONTACT. WASH
AFFECTED AREA WITH WATER.
• IF LIQUID CONTACTS EYES, FLUSH EYES FOR 15 MINUTES WITH CLEAN, FRESH
WATER. REMOVE AND WASH CONTAMINATED CLOTHING.
• IF CLEANER IS SWALLOWED, DO NOT INDUCE VOMITING. GET MEDICAL ATTENTION.
• WHEN CLEANER IS HANDLED OR APPLIED, WEAR APPROVED GLOVES AND GOGGLES OR
FACE SHIELD.
(1) Prepare a solution of one part B&B 3100 cleaner, or ZOK 27 cleaner, to four
parts of fresh water. If the surfaces of stator assembly are extremely
dirty, use the cleaner at full strength.
(2) Heat B&B 3100 cleaner or ZOK 27/fresh water cleaning solution to 122°-158°F
(50°-70°C).
(3) Spray heated cleaning solution on ID of each half of compressor stator
assembly.
(4) Allow cleaning solution to soak for 20 minutes.

MM72-36-00
(5) Using a soft-bristle soaked with heated cleaning solution, clean vane
sectors, variable vanes, and flowpaths of stator assembly to loosen
deposits.
(6) Using fresh water heated to 122°-158°F (50°-70°C), rinse compressor stator
assembly.
(7) Using dry, filtered compressed air, dry compressor stator assembly.
B. Using Speedball power cleaner, clean compressor stator assembly as follows:
CAUTION: TO PREVENT SURFACE ATTACK OF COATING ON COMPRESSOR STATOR ASSEMBLY,
SPEEDBALL POWER CLEANER MUST NOT REMAIN ON SURFACES OF STATOR ASSEMBLY
FOR MORE THAN 1 HOUR. SPEEDBALL POWER CLEANER MUST BE RINSED IMMEDIATELY
AFTER 1 HOUR.
(1) Spray Speedball power cleaner on ID of each half of compressor stator
assembly.
(2) Allow cleaner to soak for a maximum of 20 minutes.
(3) Using a soft-bristle brush soaked with cleaner, clean vane sectors,
variable vanes, and flowpaths of stator assembly to loosen deposits.
(4) Using fresh water heated to 122°-158°F (50°-70°C), rinse compressor stator
assembly.

MM72-36-00

(5) Using dry, filtered compressed air, dry compressor stator assembly.

MM72-36-00, REPAIR 001
COMPRESSOR STATOR ASSEMBLY - REPLACEMENT OF BORESCOPE PORT INSERTS ON COMPRESSOR CASE - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-36-00-300-801
This procedure provides instructions for replacing borescope port inserts on
compressor case.
2. Procedure.
A. Remove Keensert insert (Figure 801) as follows:
(1) Drill insert to depth of 3/16 inch (view A).
(2) Using a small hammer and punch, deflect KEES inward and break KEES (view
B).
(3) Using extractor, remove remaining portion of insert (view C).
(4) Chase threads in parent material, and remove all burrs and chips from hole.
B. Install Keensert insert as follows:
(1) Mount new insert on tool (view D).
(2) Screw insert into hole until insert is flush to 0.010 inch below surface.
(3) Lift and turn tool so that KEES clear slots on tool.
(4) Using hammer or arbor press, drive KEES down until KEES are flush with top
of insert of compressor case (view E).

MM72-36-00, REPAIR 001
COMPRESSOR STATOR ASSEMBLY - REPLACEMENT OF BORESCOPE PORT INSERTS ON COMPRESSOR CASE - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Borescope Port Keensert Inserts - Replacement

MM72-36-00, REPAIR 002
COMPRESSOR STATOR ASSEMBLY - REPAIR - BROKEN BOLTS ON MAIN FRAME FLANGE AND ON DIFFUSER CASE FLANGE -
REPAIR
* * * FOR ALL
TASK 72-36-00-300-802
This procedure provides instructions to repair broken bolts on the main frame
flange and on the diffuser case flange.
2. Procedure.
NOTE: It is acceptable if the channel nut is broken and has fallen into the cavity
inside the flange.
A. For broken bolts at the compressor case-to-main frame flange, do as follows:
WARNING: RTV SILICONE RUBBER ADHESIVE/SEALANT
DO NOT BREATHE THE FUMES FROM THE UNCURED SEALANT. THE FUMES ARE
DANGEROUS TO YOUR NOSE AND LUNGS. MAKE SURE YOU HAVE A GOOD FLOW OF AIR.
DO NOT LET THE UNCURED SEALANT TOUCH YOU. THE UNCURED SEALANT IS
DANGEROUS TO YOUR SKIN AND EYES. DO NOT USE THE UNCURED SEALANT NEAR
FLAMES OR HEAT. THE FUMES RELEASED FROM THE UNCURED SEALANT ARE
FLAMMABLE.
(1) Use silicone rubber sealant RTV 106, and seal the bolthole on the main
frame that has either a missing bolt or a portion of the bolt remaining.
(2) Make sure that the RTV sealant is below the surface of the main frame
flange to allow for proper seating of the right-hand compressor case.
(3) After the installation of the compressor case, use RTV 106 sealant to seal
the open bolthole in forward flange. Make sure that the RTV sealant is
flush with the compressor case flange.
B. For broken bolts at the compressor case-to-diffuser case flange, do as
follows:
(1) Locally fabricate a strap (Figure 801, view A) to span the hole with the
broken bolt.
(2) If the hole with the broken bolt is adjacent to the compressor case
splitline flange, fabricate the strap as shown in view B.
FLAMMABLE.
(3) Use silicone rubber sealant RTV 106, and seal the bolthole on the
compressor case aft flange with the broken bolt.
(4) Use the strap (Figure 801, view A or view B), and cover the bolthole on the
aft flange, and secure the strap using adjacent bolts (view C).

MM72-36-00, REPAIR 002
COMPRESSOR STATOR ASSEMBLY - REPAIR - BROKEN BOLTS ON MAIN FRAME FLANGE AND ON DIFFUSER CASE FLANGE -
REPAIR
* * * FOR ALL
Figure 801 Broken Bolts on Main Frame Flange and on Diffuser Case
Flange - Repair

MM72-37-00
IGV, STAGE 1 AND STAGE 2 ACTUATING RINGS - INSPECTION
* * * FOR ALL
TASK 72-37-00-200-801
This section provides instructions for inspecting the IGV actuating ring and
stages 1 and 2 actuating rings. Before starting any of the following procedures,
read INSPECTION section in Standard Practices Manual GEK 9250, 70-30-00.
2. Actuating Rings, Levers, Pins, and Bushings.
Go to Table 601.
TABLE 601. INSPECTION OF IGV, STAGE 1 AND STAGE 2 ACTUATING RINGS
Max Repairable
CAUTION: VARIABLE VANES DO NOT REQUIRE LUBRICATION. LUBRICATION WILL TEND TO

ACCUMULATE DEBRIS AND MAY EVENTUALLY CAUSE BINDING.
A. IGV actuating
ring (Figure
601) for:
(1) Cracks and None allowed. Not repairable. Replace cold section
bends. module.
(2) Missing or None allowed. Not repairable. Replace cold section
damaged module.
bushings
(2) and
solid
rivets
(4).
B. Stage 1 and
stage 2 vane
actuating rings
(Figure 602)
for:
(1) Cracks, None allowed. Not repairable. Replace actuating
except ring.
area W.
(2) Area W for Ring is usable if Not repairable. Replace actuating
cracks. crack length does ring.
not extend beyond
the third pin
bushing
(approximately 2
inches from ring
end).
(3) Bends. None allowed. Not repairable. Replace actuating
ring.
(4) Missing, None allowed. Not repairable. Replace affected
bent or parts.

MM72-37-00
damaged
sleeve
bushings
(10) and
pins (11).
(5) Loose or None allowed. Not repairable. Replace affected
missing parts.
bolts (8),
and self-
locking
nuts (7).
(6) Looseness Looseness is allowed Not repairable. Replace pin and/or
of pin if pin (11) or pin and sleeve
(11) or bushing (10) is not bushing. If still
pin and in danger of falling loose, replace
sleeve out. actuating ring.
bushing
(10).
C. Freedom of Torque required to Any amount. Locate source of
movement by actuate variable binding and correct.
actuating the vane system (HMU Individual stages
system. Use a disconnected) must should be movable by
3/4 inch open- not exceed 35 lb ft. hand.
end torque
wrench on
actuating shaft
flats.
D. Cleanliness. Any amount, as long Any amount. Clean dirty areas by
as freedom of wiping with a soft
movement is not cloth (Freon spray
affected. degreaser may be
used).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
E. Thrust bearing None allowed. Not repairable. Replace bearing
(2) for cracks. (REPAIR 002).
F. Missing thrust None allowed. Any amount. Replace bearing
bearings. (REPAIR 002).
G. Missing, bent, None allowed. Not repairable. Replace pin and
or damaged pin washer (REPAIR 003).
and washer (1).
* * * FOR CT7-2E1
E. Thrust bearing None allowed. Not repairable. Replace actuating
(2) for cracks. ring.
F. Missing thrust None allowed. Not repairable. Replace actuating
bearings. ring.
G. Missing, bent, None allowed. Not repairable. Replace actuating

MM72-37-00
I or damaged pin
and washer (1).
ring.

MM72-37-00
* * * FOR ALL
Figure 601 IGV Actuating Ring - Inspection

MM72-37-00
* * * FOR ALL
Figure 602 Stage 1 and Stage 2 Actuating Rings - Inspection

MM72-37-00, REPAIR 002
IGV, STAGE 1, AND STAGE 2 ACTUATING RINGS - REPLACEMENT OF THRUST BEARINGS - REPAIR
* * * FOR ALL
TASK 72-30-00-300-802
This procedure provides instructions for replacing and adjusting the four thrust
bearings on each actuating ring.
2. Procedure.
NOTE: If one thrust bearing is replaced on any actuating ring, the remaining thrust
bearings must also be replaced.
A. Remove thrust bearing (1, Figure 801) as follows:
(1) Using fingers, pull out thrust bearing (1) from actuating ring (4).
(2) If thrust bearing is difficult to remove, do the following:
(a) Loosen self-locking nut (2, detail A). Back off capscrew (3) a minimum
of four turns.
(b) Using pliers, or equivalent, remove and discard thrust bearing (1) from
ring (4).
(c) Tighten capscrew (3).
(3) If thrust bearing (1) is still difficult to remove, do the following:
(a) Remove capscrew (3) from ring (4).
CAUTION: WHEN REMOVING THRUST BEARING WITH A SMALL DRIFT AND MALLET, USE CARE
NOT TO DAMAGE THREADS ON SELF-LOCKING NUT (2) AND ON STAKE NUT (5).
(b) Insert a small diamter plastic drift through self-locking nut (2) and
stake nut (5) so that plastic drift seats onto thrust bearing (1).
(c) Using a mallet, push out thrust bearing (1) from ring (4). Be sure not
to damage threads on nuts (2, 5).
(d) Reinstall capscrew (3) onto self-locking nut (2) handtight.
B. Install new thrust bearing (1, Figure 801) as follows:
NOTE: Thrust bearing (1) has an insert (6). The insert has an interference fit
when installed onto end of capscrew (3).
(1) If old thrust bearing (1) was removed without any difficulty, press new
thrust bearing onto end of capscrew (3).
(2) If old thrust bearing (1) was removed with difficulty, do the following:
(a) Loose, but do not remove, self-locking nut (2).
(b) Hand-tighten capscrew (3).
(c) Hand-tighten self-locking nut (2).
(d) Press new thrust bearing (2) onto end of capscrew (3).
C. Adjust thrust bearings (radial dimension) as follows:
NOTE: • Before adjusting thrust bearings on actuating rings, the stages 1 and 2
actuating rings must be assembled.
• The IGV actuating ring is a solid ring.
(1) Assemble stage 1 and stage 2 actuating rings (Figure 802, view A) as
follows:
(a) Install antirotation plate (2), inner sector (3), and pin retainer (4)
MM72-37-00, REPAIR 002
on stage 1 vane actuating ring, as follows:

CAUTION: • BE SURE ANTIROTATION PLATE, INNER SECTOR, AND PIN RETAINER ARE
INSTALLED AT POSITIONS MARKED AT DISASSEMBLY.
• EACH ACTUATING RING IS A MATCHED ASSEMBLY. ANTIROTATION PLATE,
INNER SECTOR, AND PIN RETAINER HAVE BEEN LINE-DRILLED TO
ACTUATING RING AND CANNOT BE INTERCHANGED WITH ONE ANOTHER OR
WITH THOSE ON OTHER RINGS.
1 Install antirotation plate (2) over bushings on forward end of
actuating ring splitline.
2 Install inner sector (3) over bushings on aft end of actuating ring
splitline.
3 Install two bolts (1) from forward end, through two innermost holes
of antirotation plates (2), so that head of bolt fits into recess of
hex.
CAUTION: DO NOT EXCEED TORQUE OF 19 LB IN.; OTHERWISE, RING WILL CRACK.
4 Install two self-locking nuts (5). Torque nuts to 16-19 lb in.
5 Install two bolts (1) from forward end, through two outermost holes
of antirotation plate (2), so that head of bolt fits into recess of
hex.
6 Hold threaded end of bolts (1) to keep bolts from dropping. Install
pin retainer (4) over ends of outermost bolts (1). Install two self-
7 Using procedure in steps 1 through 6, install antirotation plate,
inner sector, and pin retainer on other end of stage 1 actuating
ring splitline.
(b) Using procedures in step (a), install antirotation plate (2), inner
sector (3), and pin retainer (4) on stage 2 vane actuating ring.
(2) Adjust four thrust bearings (8) on stage 1 actuating ring as follows:
(a) Measure the outside diameter (DIA B) of actuating ring at two
locations, near thrust bearings (8).
(b) Record diameter B in applicable blocks. Calculate average diameter B
and record result in applicable block.
NOTE: The nominal diameter A is 8.117 inches.
(c) Subtract nominal diameter A from average diameter B. Divide result by
2. The result is the dimension that each thrust bearing must be set.
(This will be dimension G.) Record result in DIM. G block.
(d) Using capscrew (7), adjust each of the four thrust bearings (8) to the
known value of calculated dimension G.
(e) Measure diameter A at two locations (180° apart) between thrust
bearings. Diameter A, at both locations, must be 8.115-8.119 inches. If
diameter A is out of limits, rotate both capscrews (7) equally so that
diameter A is within limits.
(f) Hold capscrew (7) and hand-tighten self-locking nut (6). Tighten (30°
wrench-arc) nut (6).
(g) Using procedure in step (f), secure remaining thrust bearing
assemblies.
MM72-37-00, REPAIR 002
(h) Disassemble stage 1 actuating ring (view A).

(3) Adjust four thrust bearings (8) on stage 2 actuating ring as follows:
(e) Measure diameter A at two locations between thrust bearings. Diameter
A, at both locations, must be 7.395-7.399 inches. If diameter A is out
of limits, rotate both capscrews (7) equally so that diameter A is
within limits.
assemblies.
(h) Disassemble stage 2 actuating ring (view A).
(4) Adjust four thrust bearings (1, Figure 803) on IGV actuating ring as
follows:
(e) Measure diameter A at two locations between thrust bearings. Diameter
A, at both locations, must be 9.613-9.617 inches. If diameter A is out
of limits, rotate both capscrews (3) equally so that diameter A is
within limits.
assemblies.

MM72-37-00, REPAIR 002
* * * FOR ALL
Figure 801 Thrust Bearings - Replacement

MM72-37-00, REPAIR 002
* * * FOR ALL
AC1'UATJIIG lJlC
VIEW A
I
, \
I
o
\
... __ .....
'~"""'
. "-
DJA I
VI!W AFT LOOKINQ FORW..... O " ,. ..
LClCATJOII DJ'" I DIU

1
•
CALC\M!I= •
Aft DJA • - [ P'A '1 ; DIA IZ ] 7
,,,
'''''DI .... '
1. 1111\
Z. _U,..~tl.,. plua
1.
4.
'1IIItI' HCtor
'In ... ~1 .....
[ "VI DJ" • i IQI,UW. DlA A] = OUt'
5.
••
Stlf-IOClbt jlllt
Salr - 11<111", IIwt
1. C.,.CNW
•. nrat .... 111'
0000P· 2D4202
Figure 802 Stages 1 and 2 Actuating Rings - Adjustment of Thrust

Bearings

MM72-37-00, REPAIR 002
* * * FOR ALL
Figure 803 IGV Actuating Ring - Adjustment of Thrust Bearings

MM72-37-00, REPAIR 003
IGV, STAGE 1, AND STAGE 2 ACTUATING RINGS - REPLACEMENT OF PINS AND WASHERS - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-30-00-300-803
This procedure provides instructions for replacing pins and washers from each
actuating ring.
2. Procedure.
A. Remove pin (1, Figure 801) from applicable actuating ring as follows:
WARNING: POWER GRINDING
• AVOID PROLONGED OR REPEATED CONTACT WITH DUST. INHALATION OF DUST MAY
CAUSE TEMPORARY COUGHING AND WHEEZING, RESPIRATORY TRACT IRRITATION, AND
PERMANENT LUNG PROBLEMS. IF COUGHING OR WHEEZING PERSISTS, GET MEDICAL
HELP.
• IF DUST CONTACTS EYES, FLUSH THEM THOROUGHLY WITH WATER.
• WHEN USING AN AIR-EXHAUSTED GRINDING WHEEL, WEAR APPROVED RESPIRATOR,
GOGGLES, OR FACE SHIELD.
• IF GRINDER IS NOT EQUIPPED WITH LOCAL EXHAUST VENTILATION, WEAR AN
APPROPRIATE RESPIRATOR AND GOGGLES OR FACE SHIELD.
(1) Using a mini-grinder or a file, grind the flared end (detail A) of the
damaged pin (1) up to the face of washer (3).
(2) Remove pin (1) from actuating ring. Discard pin (1) and washer (3).
B. Install new pin (1) into the applicable actuating ring as follows:
(1) Install a new pin (1) into the actuating ring.
(2) Place a new washer (3) over the smaller end of the pin.
(3) Obtain a hard-wood block or equivalent, and place block against larger end
of pin.
NOTE: Maximum of three radial cracks are allowed on the flared head of the pin,
if pieces of material are not in danger of falling out.
(4) Using a pointed punch and a light weight ball-peen hammer or equivalent,
flare the small end of the pin (detail A) to dimensions shown in Figure
801.

MM72-37-00, REPAIR 003
IGV, STAGE 1, AND STAGE 2 ACTUATING RINGS - REPLACEMENT OF PINS AND WASHERS - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 IGV, Stage 1, and Stage 2 Actuating Rings - Replacement of

Pins and Washers

MM72-38-00
COMPRESSOR ROTOR ASSEMBLY - INSPECTION
* * * FOR ALL
TASK 72-38-00-200-801
This section provides inspection procedures for the compressor rotor assembly.
Before starting any of the following procedures, read INSPECTION section in
2. Compressor Rotor Assembly.
Go to Table 601.
TABLE 601. INSPECTION OF COMPRESSOR ROTOR ASSEMBLY
Max Repairable
A. Rotor assembly None allowed. Not repairable. Replace cold
(Figure 601) for section module.
cracks.
B. Carbon sleeve (9)
(part of stage 1
blade disk) for:
(1) Cracks. Any number, if the Not repairable. Replace cold
oil consumption, the section module.
oil temperature, and
the oil pressure are
within limits
(TEST).
(2) Wear grooves. Seven grooves: 0.012 Not repairable. Replace cold
inch deep by 0.080 section module.
inch wide maximum.
(3) Missing pieces
in:
(a) Sealing Any number, if the Not repairable. Replace cold
area (where oil consumption, the section module.
wear oil temperature, and
grooves the oil pressure are
appear). within limits
(TEST).
(b) Remaining 0.125 inch long area Not repairable. Replace cold
area (not up to full section module.
including circumference
sealing (cumulative).
area).
(4) Wear on ID. 1.396 inches Not repairable. Replace cold
diameter maximum. section module.
C. Stages 1 thru 5
blade disks (2, 3)
for:
(1) Wear marks Any amount, 0.008 Not repairable. Replace cold

MM72-38-00
caused by inch deep. No blue section module.

compressor discoloration in
stator vanes parent metal
rubbing. allowed.
(2) Missing Up to 10% max Not repairable. Replace cold
coating not cumulative coating section module.
due to rubs may be missing on
(i.e., dents, any blade disk.
scrapes,
flaking).
(3) Reddish, Any amount, provided Not repairable. Replace cold
greenish or engine performance section module.
whitish is acceptable.
material.
D. Spacer ring (7)
for:
(1) Cracks. None allowed. Not repairable. Replace cold
section module.
and scratches. inch deep, without limits, with high (GEK 9250, 70-42-
(3) Damaged, Any amount if engine Not repairable. Replace cold
missing, or performance is section module.
worn coating. acceptable.
(4) Wear marks in Any number, 0.008 Not repairable. Replace cold
rub coating inch deep. section module.
(surface A)
caused by
rubbing.
(5) Missing rub Up to 10% of coating Not repairable. Replace cold
coating may be missing. section module.
(surface A)
caused by
rubbing.
E. Centrifugal
impeller (Figure
602) for:
(1) Cracks. None allowed. Not repairable. Replace cold
section module.
(2) Rubs. Any amount if engine Same as usable Blend high metal
performance is limits, with high (GEK 9250, 70-42-
acceptable without metal. 00). Be sure to
high metal. maintain square
edges (Figure
602, view A).
(3) Nicks, dents,
and scratches

MM72-38-00
on:
(a) Areas T and Any number, 0.005 Same as usable Blend high metal
U. inch deep, without limits, with high (GEK 9250, 70-42-
(b) Areas V and Any number, 0.010 Same as usable Blend high metal
W. inch deep, without limits, with high (GEK 9250, 70-42-
(c) Remaining Any number, 0.030 Same as usable Blend high metal
areas. inch deep, without limits, with high (GEK 9250, 70-42-
F. Impeller shroud (6,
Figure 601) for:
(1) Nicks, dents,
and scratches:
(a) In parent Any number, without Same as usable Blend high metal
metal. high metal, if limits, with high (GEK 9250, 70-42-
engine performance metal. 00).
is acceptable.
(b) On coated Any number, through Not repairable. Replace cold
surface. depth of coating, if section module.
defects are not
concentrated in a
way that would allow
a piece of coating
to come loose.
(2) Wear on coated Any amount, if Not repairable. Replace cold
surface. performance is section module.
acceptable. Blue
discoloration of
parent metal on
other side of
impeller behind rub
is permitted.
(3) Missing Any amount, if Not repairable. Replace cold
coating. performance is section module.
acceptable. Blue
discoloration of
parent metal on
other side of
impeller behind rub
is permitted.
(4) Crazing of Any amount. Not applicable. Not applicable.
coated
surface.
G. Compressor rotor
blades (Figure 603)
for:

MM72-38-00
(1) Nicks, dents, 0.005 inch maximum Not repairable. Replace cold
pits, and depth. section module.
scratches on
critical areas
of blades
(Figure 603,
sheets 1 and
2.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(2) Nicks, pits, Any number, 0.010 Any number that can Blend or repair
and scratches inch deep, without be blended within defects (REPAIR
in noncritical high metal. limits specified in 001). Fluorescent
areas at Figure 603, sheets penetrant-inspect
leading and 1, 2, or 3, or for (GEK 9250, 70-32-
trailing stage 1 blades that 02, Class D). No
edges. can be repaired cracks allowed.
within limits
specified in (REPAIR
001).
* * * FOR CT7-2E1
(2) Nicks, pits, Any number, 0.010 Any number that can Blend defects.
and scratches inch deep, without be blended within Fluorescent
in noncritical high metal. limits specified in penetrant-inspect
areas at Figure 603, sheets (GEK 9250, 70-32-
leading and 1, 2, or 3. 02, Class D). No
trailing cracks allowed.
edges.
* * * FOR ALL
(3) Nicks, pits, Any number, 0.010 Not repairable. Replace cold
and scratches inch deep. section module.
in other
noncritical
areas.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(4) Dents and Any number, 0.015 Any number that can Blend or repair
bends in inch deep. be blended to limits the defects
noncritical specified in Figure (REPAIR 001). Do
areas, at the 603, sheets 1, 2, or a fluorescent
leading and 3; or, for stage 1 penetrant
trailing blades that can be inspection (GEK
edges. repaired within the 9250, 70-32-02,
limits specified in Class D). No
REPAIR 001. cracks are
permitted.
* * * FOR CT7-2E1
(4) Dents and Any number, 0.015 Any number that can Blend the
bends in inch deep. be blended to limits defects. Do a
MM72-38-00
noncritical specified in Figure fluorescent

areas, at the 603, sheets 1, 2, or penetrant
leading and 3. inspection (GEK
trailing 9250, 70-32-02,
edges. Class D). No
cracks are
permitted.
* * * FOR ALL
(5) Dents and Any number, 0.015 Not repairable. Replace the cold
bends in other inch deep. section module.
noncritical
areas.
(6) Bent tip None permitted. 1/8 inch distortion. Cold-work the tip
corners. corners to the
original shape
(GEK 9250, 70-47-
05). Do a spot
fluorescent
penetrant
inspection (GEK
9250, 70-32-03).
No cracks are
permitted.
* * * FOR CT7-2A, CT7-2D, CT7-2D1

(7) Damaged tip None permitted. Any number that can Blend the tip
corners or be repaired within corners (REPAIR
curled leading the limits specified 001).
edge tip. in Figure 603, sheet
2.
* * * FOR CT7-2E1
(7) Damaged tip None permitted. Not repairable. Replace the cold
corners or section module.
curled leading
edge tip.
* * * FOR ALL
(8) Rubs. Any number. Burrs Same as the usable Blend the burrs
are not permitted. limits, with burrs or the rolled-
or rolled-over over material
material. (GEK 9250, 70-42-
00). Do a
fluorescent
penetrant
inspection (GEK
9250, 70-32-02,
Class D). No
cracks are
permitted.

MM72-38-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1

(9) Torn metal. Not allowed. Any amount that can Blend torn metal
be blended within (REPAIR 001).
limits specified in
Figure 603, sheet 1
and 2.
(10) Erosion. Any amount if engine Any amount of Remove erosion
performance is peened-over material (REPAIR 001).
acceptable. Chord that can be removed
reduction must be within limits
within limits specified in Figure
specified in Figure 603, sheets 1, 2,
603, sheets 1, 2, and 3.
and 3.
* * * FOR CT7-2E1
(9) Torn metal. Not allowed. Not repairable. Replace cold
section module.
(10) Erosion. Any amount if engine Not repairable. Replace cold
performance is section module.
acceptable. Chord
reduction must be
within limits
specified in Figure
603, sheets 1, 2,
and 3.
* * * FOR ALL
(11) Nicks, dents, Any number of smooth Same as usable Remove high
and scratches depressions up to limits, with high metal. Blend (GEK
in other areas 0.010 inch deep, metal. 9250, 70-42-00)
of blade disk without high metal. all sharp edges
except of defects.
airfoils.
H. Compressor tie rod None allowed. Not repairable. Replace cold
ID (along full section module.
length of tie rod)
for rubs.

MM72-38-00
* * * FOR ALL
Figure 601 Compressor Rotor Assembly - Inspection

MM72-38-00
* * * FOR ALL
Figure 602 Centrifugal Impeller - Inspection

MM72-38-00
* * * FOR ALL
Figure 603 (Sheet 1) Compressor Blades - Inspection

MM72-38-00
* * * FOR ALL

MM72-38-00
* * * FOR ALL

MM72-38-00
COMPRESSOR ROTOR ASSEMBLY - CLEANING
* * * FOR ALL
TASK 72-38-00-100-801
This section provides instructions for cleaning the compressor rotor assembly.
Before starting any of the following procedures, read CLEANING section in Standard
Practices Manual GEK 9250.
2. , 70-20-00Parts Cleaning Summary.
Table 701 contains the parts cleaning summary for the compressor rotor assembly.
Compressor Rotor Assembly 70-21-01 Para 3
3. Compressor Rotor Assembly.
NOTE: The compressor rotor assembly can be cleaned using B&B 3100 cleaner, B&B TC-
100, or Z0K 27 cleaner (step A), or using Speedball power cleaner (step B).
A. Using B&B 3100 cleaner, B&B TC-100, or Z0K 27 cleaner, clean compressor rotor
assembly as follows:
USING SOLUTION.
DIZZINESS.
OF STORAGE AND USE.
(1) Prepare a solution of one part B&B 3100 cleaner, B&B TC-100, or Z0K 27
MM72-38-00
cleaner, to four parts of fresh water. If the compressor rotor assembly is

extremely dirty, use the cleaner at full strength.
(2) Heat B&B 3100, B&B TC-100, or Z0K 27/fresh water cleaning solution to 122°-
158°F (50°-70°C).
CAUTION: BEFORE SPRAYING CLEANING SOLUTION ONTO COMPRESSOR ROTOR ASSEMBLY, BE
SURE TO COVER THE CIRCUMFERENCE OF CURVIC TEETH, BETWEEN STAGES 4 AND 5
BLADE-DISKS, WITH VINYL TAPE NO. 199C (OR EQUIVALENT). OTHERWISE,
CLEANING SOLUTION WILL ENTER THE COMPRESSOR ROTOR BORE AND WILL AFFECT
ROTOR BALANCE.
(3) Using vinyl tape No. 199C (or equivalent), wrap tape around the
circumference of curvic teeth between stages 4 and 5 blade-disks.
(4) Spray heated cleaning solution on compressor rotor assembly.
(5) Allow cleaning solution to soak for 20 minutes.
OCCUR.
(6) Use a soft-bristle brush, soaked with heated cleaning solution, and clean
the rotor blades, impeller vanes, and the flowpaths of the rotor assembly
to loosen deposits.
(7) Use fresh water, heated to 122°-158°F (50°-70°C), and rinse the compressor
rotor assembly.
(8) Use dry, filtered compressed air, and dry the compressor rotor assembly.
CAUTION: MAKE SURE YOU REMOVE THE VINYL TAPE FROM THE COMPRESSOR ROTOR;
OTHERWISE, PRESSURIZATION AIR WILL NOT FLOW PROPERLY.
(9) Remove the vinyl tape from the circumference of the curvic teeth, between
stages 4 and 5 blade-disks.
B. Use Speedball power cleaner, and clean the compressor rotor assembly as
follows:

MM72-38-00
CAUTION: BEFORE YOU SPRAY THE SPEEDBALL POWER CLEANER ON THE COMPRESSOR ROTOR
ASSEMBLY, MAKE SURE TO COVER THE CIRCUMFERENCE OF CURVIC TEETH, BETWEEN
STAGES 4 AND 5 BLADE-DISKS, WITH VINYL TAPE NO. 199C (OR EQUIVALENT).
OTHERWISE, THE CLEANER WILL ENTER THE COMPRESSOR ROTOR BORE AND WILL
AFFECT ROTOR BALANCE.
(1) Use vinyl tape No. 199C (or equivalent), and wrap the tape around the
circumference of the curvic teeth, between stages 4 and 5 blade-disks.
WARNING: SPEEDBALL POWER CLEANER
DO NOT LET THIS MATERIAL TOUCH YOUR EYES, FACE, OR SKIN. IT CAN CAUSE
DAMAGE, INJURY, OR IRRITATION. DO NOT BREATHE THIS MATERIAL. IT CAN CAUSE
DAMAGE, INJURY, OR IRRITATION TO YOU. USE CORRECT PROTECTION EQUIPMENT
APPROVED BY YOUR SAFETY OFFICE WHEN YOU TOUCH OR USE THIS MATERIAL.
(2) Spray the Speedball power cleaner on the compressor rotor assembly.
CAUTION: TO PREVENT SURFACE ATTACK OF THE COATING ON THE COMPRESSOR ROTOR, THE
SPEEDBALL POWER CLEANER MUST NOT REMAIN ON THE SURFACES OF THE ROTOR
ASSEMBLY FOR MORE THAN 1 HOUR. THE SPEEDBALL POWER CLEANER MUST BE
RINSED IMMEDIATELY AFTER 1 HOUR.
(3) Let the cleaner soak for a maximum of 20 minutes.
(4) Use a soft-bristle brush soaked with cleaner, and clean the rotor blades,
impeller vanes, and flowpaths of the rotor assembly to loosen the deposits.
OCCUR.
(5) Use fresh water, heated to 122°-158°F (50°-70°C), and rinse the compressor
rotor assembly.
(6) Use dry, filtered compressed air, and dry the compressor rotor assembly.
CAUTION: MAKE SURE YOU REMOVE THE VINYL TAPE FROM THE COMPRESSOR ROTOR;
OTHERWISE, PRESSURIZATION AIR WILL NOT FLOW PROPERLY.
(7) Remove the vinyl tape from the circumference of the curvic teeth, between
stages 4 and 5 blade-disks.

MM72-38-00, REPAIR 001
COMPRESSOR ROTOR ASSEMBLY - COMPRESSOR ROTOR BLADES - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-38-00-300-801
This procedure provides instructions for blending compressor rotor blades and for
clipping stage 1 compressor rotor blades that have experienced foreign object
damage (FOD) so that engine performance can be restored.
2. Procedure.
The following procedure is provided for use in situations that warrant
extending the useful life of the engine. Clipping compressor rotor stage 1
blades that have experienced foreign object damage is an effective procedure
to restore engine performance. The extent of engine performance recovery will
be determined by the power assurance check (72-00-00).
(1) Remove right-hand compressor (72-36-00).
WARNING: HANDLING BLADED COMPONENTS
WEAR LEATHER PALM GLOVES (WELDER'S TYPE WITH GAUNTLET) WHEN HANDLING
COMPONENTS WITH ASSEMBLED BLADES AND VANES. BLADES AND VANES ARE SHARP
AND CAN CAUSE SERIOUS INJURY.
CAUTION: DO NOT FORCE COMPRESSOR ROTOR TO ROTATE. FORCING ROTOR TO ROTATE MAY
CAUSE ADDITIONAL DAMAGE TO BLADES.
(2) With the help of another technician, lift up on lower section of exhaust
frame and shim power turbine module as required to allow compressor rotor
to rotate freely.
(3) Rotate compressor rotor by hand and inspect stage 1 through stage 5 blades
(INSPECTION).
(4) If stages 1 through 5 have damage beyond repair limits, replace cold
section module.
(5) If stage 1 blades require only minor blending, go to paragraph D.
(6) If any stage 1 blade has damage which exceeds blending limits (INSPECTION)
but the damaged area can be removed within the maximum allowable area shown
in Figure 801, the blade can be repaired using the blade clip procedure in
paragraph C. However, the same area must be removed from the blade 180°
opposite.
(7) If any stage 1 blade has damage which exceeds the limits of Figure 801,
replace the cold section module.
C. Clip stage 1 compressor rotor blades as follows:
(1) Using masking tape, cover shims at rear flange of main frame and exposed
curvic couplings between blade disks.
(2) Scribe a line to mark area of blade to be removed (must be within area
shown in Figure 801).
NOTE: Use of masking tape will prevent damaged area of blade from entering
engine when damaged area is cut off.
(3) Attach a piece of masking tape from damaged area of stage 1 blade to rear
of main frame.
MM72-38-00, REPAIR 001
CAUTION: • DO NOT USE ANY OTHER TYPE OF CUTTING SHEARS THAN THE ONE DESCRIBED:
OTHERWISE ADDITIONAL BLADE DAMAGE MAY RESULT.
• TO AVOID REMOVING TOO MUCH BLADE MATERIAL, POSITION SHEARS SLIGHTLY
FORWARD OF THE SCRIBED LINE.
(4) Position damaged area of blade (3, Figure 802) between upper and lower
cutting blades (2, 4) of sheetmetal shears (6) having green identification
handles (5).
WARNING: CLIPPING STAGE 1 BLADES
CLIPPINGS FROM CLIPPED BLADE CAN CAUSE INJURY TO EYES OR FACE. WHEN
CLIPPING BLADE, WEAR APPROVED GLOVES AND FACE SHIELD.
CAUTION: DO NOT APPLY EXCESSIVE SIDE FORCE WHILE CUTTING BLADE; OTHERWISE, BLADE
EDGE MAY BE BENT OR CURLED.
(5) Cut off damaged area of blade, slightly forward of scribed line.
(6) Remove debris and tape from main frame.
(7) Remove surface roughness and remaining blade material to the scribed line
using blend procedures in paragraph D.
NOTE: To maintain correct compressor rotor balance, an equal amount of material
must be removed from blade that is 180° from damaged blade.
(8) Remove same amount of material from blade 180° opposite damaged blade as
follows:
(a) Rotate compressor rotor and locate blade 180° from damaged blade as
follows:
1 Starting with blade next to damaged blade, count ten blades.
2 Identify tenth blade by marking it with blue Dykem Marker.
3 Rotate compressor rotor so that damaged blade is exposed. Repeat
blade counting procedure in opposite direction to verify location of
marked blade.
(b) Repeat steps (2) thru (7) for blade 180° opposite damaged blade.
Dimensions A and B (Figure 801) measured along tip chord, forward from
trailing edge (A) and up from root (B) must be within 0.020 inch for
both blades.
D. Blending of Compressor Rotor Blades.
NOTE: This procedure can be used for blending any compressor rotor blades with
minor erosion, FOD damage or after clipping stage 1 blades (para C).
(1) If installed, remove right-hand compressor case half (72-36-00).
(2) Cover shims at rear flange of main frame and exposed curvic couplings
between blade-disks with masking tape.
(3) Take a four-inch flat file (Figure 803) and grind smooth the three cutting
surfaces not being used. Round off all edges.
(4) Position blade to be worked on at 5 o'clock position. File the leading
edge, tangent to the convex surface (Figure 804, view A). Remove any
leading edge rollover or other defects. Use scribe or equivalent tool to
determine when the rollover or other defect has been removed.
(5) Repeat steps (1) and (3) for each blade until convex side of all blades
have been filled.
MM72-38-00, REPAIR 001
(6) To work on concave side of blade, position blade to be worked on at 3

o'clock position; replace any tape that has been removed.
CAUTION: DO NOT ALLOW THE FILE OR STONE TO CONTACT THE FRONT FRAME OR TRAILING
EDGES OF THE INLET GUIDE VANES. OTHERWISE, FRONT FRAME AND GUIDE VANES
MAY BE DAMAGED.
(7) Using a small, fine file or fine, abrasive stone, blend the leading edge
parallel to the concave surface (Figure 804, view A) to remove any surface
roughness.
(8) Repeat steps (6) and (7) for each blade until concave side of all blades
have been filed or stoned.
NOTE: The contour of leading edge of each blade can be restored using either
dresser set 21C7478G01 or crocus cloth/abrasive cloth combination.
(9) Using dresser set 21C7478G01 (view C), restore leading edge contour on
blades as follows:
(a) Place the slotted end of one of the stones from the dresser set over
the leading edge of one blade.
(b) Round off the leading edge of blade by moving stone up and down over
the blade until a uniform radius is obtained (view B).
(10) Using crocus cloth and abrasive cloth (220-231 grit), restore leading edge
contour on blades as follows:
(a) Place a piece of crocus cloth against convex surface (view A) of
blended blade. Using a thin piece of wood, such as a tongue depressor,
apply light pressure to crocus cloth and polish convex surface.
(b) Cut a piece of abrasive cloth into narrow strips. Using a "shoe-
shining" motion, round the leading edge until blade is properly
contoured (view B).
(c) Cut a piece of crocus cloth into narrow strips and polish the convex
surface (view A) and the leading edge of blade until the surface finish
is as close as practical to original finish of blade.
(11) Using a vacuum cleaner or equivalent, remove filing debris.
(12) Using a lint-free towel, clean the compressor rotor and case. Remove all
tape, and vacuum-clean compressor rotor.
CAUTION: BEFORE INSTALLING RIGHT-HAND COMPRESSOR CASE HALF, BE SURE POWER TURBINE
MODULE IS INSTALLED. FAILURE TO INSTALL POWER TURBINE MODULE BEFORE
INSTALLING RIGHT-HAND CASE HALF COULD CAUSE SERIOUS DAMAGE TO SHIMS.
(13) Install right-hand compressor case half (72-36-00).

MM72-38-00, REPAIR 001
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Maximum Allowable Material Removal from Leading Edge of

Stage 1 Compressor Blades - Usable Limits

MM72-38-00, REPAIR 001
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 802 Cutting Off Damaged Area of Stage 1 Compressor Rotor Blade

MM72-38-00, REPAIR 001
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 803 Four-Inch Flat File - Reworking of

MM72-38-00, REPAIR 001
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 804 Compressor Rotor Blades - Blending, Using Dresser Set

21C7478G01

MM72-39-00
DIFFUSER AND MIDFRAME CASING ASSEMBLY - INSPECTION
* * * FOR ALL
TASK 72-39-00-200-801
This section provides instructions for inspecting the diffuser and midframe casing
assembly. Before starting any of the following procedures, read INSPECTION section
2. Diffuser and Midframe Casing Assembly.
Go to Table 601.
TABLE 601. INSPECTION OF DIFFUSER AND MIDFRAME CASING ASSEMBLY
Max Repairable
A. Diffuser case (1,
Figure 601) for:
(1) Cracks in:
(a) Stiffening None allowed. Not repairable. Replace cold section
ribs (15). module.
(b) External None allowed. Any number in Blend cracks (GEK
air ducts forward cast 9250, 70-42-00).
(14). fillets only, not
to exceed 0.020
inch deep, after
blending.
(c) Any other None allowed. Not repairable. Replace cold section
area. module.
(2) Nicks, dents, Any number, 1/32 Same as usable Blend high metal
pits, and inch deep, without limits, with high (GEK 9250, 70-42-
(3) External air Three holes on each Not repairable. Replace cold section
duct (14) duct, 1/32 inch dia, module.
welds for minimum separation
holes. 3/32 inch.
B. Outer casing of
midframe assembly
(2) for:
module.
(2) Nicks and Any number, 1/64 Same as usable Blend high metal
(3) Dents. Any number, 1/64 Not repairable. Replace cold section
inch deep. module.
C. Rear flange of
midframe assembly
(2) for:

MM72-39-00

module.
scratches. inch deep, without limits, with high adjacent contour
high metal. metal. (GEK 9250, 70-42-
00).
D. Primer nozzle
ports (5) (CT7-
2A), fuel injector
ports (8), igniter
plug ports (6),
borescope plug
port (7), and P3
port (3) for:
(1) Cracks in butt None allowed. Not repairable. Replace cold section
welds (except module.
tack welds
between boss
and casing) of
parent metal.
(2) Cracks in tack Any number, any Not applicable. Not applicable.
welds between length.
boss and
casing.
scratches inch deep, without limits, with high adjacent contour
except on high metal. metal. (GEK 9250, 70-42-
sealing 00).
surface,
Figure 602, of
fuel injector
port.
(4) Sealing
surface of
fuel injector
port (Figure
602) for:
(a) Scratches. Any number, 1/64 Same as usable Clean sealing
inch deep, without limits, with high surface of fuel
high metal. metal. injector ports
(CLEANING).
(b) Carbon None allowed. Any amount. Clean sealing
buildup surface of fuel
and high injector ports
metal. (CLEANING).
(5) Missing or One full thread One full thread Plug the port. Chase
damaged (cumulative) damaged cumulative that can threads to usable
threads. or missing without be blended to limits, using a

MM72-39-00
high metal, if the usable limits. 0.4375-20UNJF-3A tap

mating part can be for port (3, Figure
threaded using 601); a 0.625-
finger pressure. 24UNJEF-3A tap for
ports (5, 6); a
0.500-20UNJF-3A tap
for port (7); and a
1.125-20UNJF-3AG tap
for port (8). Remove
all metal chips and
plug from port.
E. Oil tube (10,
Figure 601)
scavenge tube (4),
and oil drain tube
(12) for:
(1) Cracks (except None allowed. Not repairable. Replace cold section
in braze module.
joints).
(2) Cracks in One per boss, 1/16 Not repairable. Replace cold section
braze joints. inch long not module.
extending through
the length of joint.
(3) Cracks in None allowed. Not repairable. Replace cold section
braze joints module.
between boss
and casing
shell.
(4) Nicks and Any amount if no Not repairable, for Replace cold section
scratches, on leaks occur. No high sealing surfaces module if leaks
sealing metal. that leak. Refer to occur. Blend high
surfaces, and corrective action metal (GEK 9250, 70-
on ends of column for high 42-00).
scavenge tube metal.
(4, Figure
601) and oil
tube (10).
scratches on inch deep, without limits, with high adjacent contour
remaining high metal. metal. (GEK 9250, 70-42-
surfaces. 00).
F. Coupling nuts on
scavenge tube (4),
oil tube (10) and
oil drain tube
(12) for:
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(1) Cracks. None allowed. Not repairable. Replace coupling

MM72-39-00
nuts (REPAIR 001).

* * * FOR CT7-2E1
(1) Cracks. None allowed. Not repairable. Replace the cold
section module.
* * * FOR ALL
00).
(3) Missing or One full thread, One full thread, Plug end of tube.
damaged total, damaged or total, that can be Chase threads to
threads. missing without high blended to usable usable limits, using
metal if a normal limits. a 0.4375-20UNJF-3A
installation with tap for tubes (4,
the mating part can 12) and a 0.500-
be made. 20UNJF-3A tap for
tube (10). Remove
all metal chips and
plug from tube.

• DO NOT HAVE ANY CONTACT WITH LIQUID OR VAPOR. CONTACT OF EYES WITH VAPOR OR
LIQUID CAN CAUSE SEVERE IRRITATION. PROLONGED INHALATION OF VAPOR MAY CAUSE
HEADACHE, DIZZINESS, AND NAUSEA.
• IF LIQUID CONTACTS EYES, FLUSH THEM THOROUGHLY WITH WATER. AFTER PROLONGED
SKIN CONTACT, WASH CONTACTED AREA WITH SOAP AND WATER. IF VAPORS CAUSE
• WHEN HANDLING OR APPLYING LIQUID, WEAR GOGGLES OR FACE SHIELD. IF PROLONGED
EXPOSURE TO VAPOR IS LIKELY, WEAR APPROVED RESPIRATOR.
* * * FOR CT7-2A, CT7-2D, CT7-2D1

(4) Freedom of Nut must spin freely Any amount that can Apply penetrating
movement. on tube. be repaired to meet oil to nut and tube,
usable limits. and work nut free.
If nut will not work
free, replace
coupling nut (REPAIR
001).
* * * FOR CT7-2E1
(4) Freedom of Nut must spin freely Any amount that can Apply penetrating
movement. on tube. be repaired to meet oil to nut and tube,
usable limits. and work nut free.
* * * FOR ALL
G. Oil tube (10) for Not allowed. Not repairable. Replace oil
missing oil strainer.

MM72-39-00
strainer (9).
H. Engine mount lugs
(16) for:
(1) Cracked, Not allowed. Not repairable. Replace cold section
broken, or module.
missing lugs.
(2) Wear on flange 0.395 inch thick Not repairable. Replace cold section
of lug. minimum. module.
* * * FOR CT7-2A, CT7-2D, CT7-2D1

(3) Worn lug hole 0.5022 inch diameter Not repairable. Repair worn lug hole
diameter. maximum. (REPAIR 002).
* * * FOR CT7-2E1
(3) Worn lug hole 0.5022 inch diameter Not repairable. Repair cold section
diameter. maximum. module.
* * * FOR ALL
O-T-620
SMOKE WHEN USING IT. HEAT AND FLAMES CAN CAUSE THE FORMATION OF PHOSGENE GAS
WHICH IS INJURIOUS TO THE LUNGS.
• AFTER PROLONGED SKIN CONTACT, WASH CONTACTED AREA WITH SOAP AND WATER. REMOVE
CONTAMINATED CLOTHING. IF VAPORS CAUSE IRRITATION, GO TO FRESH AIR. GET
MEDICAL ATTENTION FOR OVEREXPOSURE OF SKIN AND EYES.
• WHEN HANDLING LIQUID AT OPEN, UNEXHAUSTED WORKBENCH, WEAR APPROVED RESPIRATOR,
GLOVES, AND GOGGLES.
I. Diffuser and None allowed. Any amount not Using a lint-free
midframe casing caused by engine towel soaked with
assembly for overtemperature. trichloroethane,
discoloration and remove discoloration
stains. or stains. If
discoloration or
stains remain,
replace assembly.
J. P3 and T3 fittings One thread missing, Same as usable Remove loose metal.
(17, 18) (on continuous or limits, with loose Chase threads to
right-hand side of cumulative, without metal or crossed usable limits, using
diffuser case) for loose metal or threads. a 0.3125-24UNJF-3B
damaged threads. crossed threads. die for P3 fitting
and a 0.4375-20UNJF-
MM72-39-00
3B die for T3
fitting. Remove all
metal chips.

MM72-39-00
* * * FOR ALL
Figure 601 Diffuser and Midframe Casing Assembly - Inspection

MM72-39-00
* * * FOR ALL
Figure 602 Typical Cast Boss and Cross Section of Cast Boss Brazed to
Midframe Casing Shell

MM72-39-00
DIFFUSER AND MIDFRAME CASING ASSEMBLY - CLEANING
* * * FOR ALL
TASK 72-39-00-100-801
This section provides instructions for cleaning the diffuser and midframe casing
assembly external components. Before starting any of the following procedures,
read CLEANING section in Standard Practices Manual GEK 9250, 70-20-00.
Table 701 contains the parts cleaning summary for the diffuser and midframe casing
assembly external components.
Borescope Plug 70-21-03 ---
Diffuser and Midframe Casing Assembly 70-21-03 ---
Fuel Injector Ports --- Para 3
P3 Fitting Reducer 70-21-02 ---
3. Cleaning of Fuel Injector Ports on Midframe Assembly (Seating Surface for Fuel
Injectors).
NOTE: This procedure can be done only if it is necessary.
A. Coat surface A (Figure 701) of fuel injector boss lapping fixture 21C7748G01,
using one of the following lapping compounds:
• Grade A Fine, 280 Grit
• Grade B Medium, 240 Grit
• Grade C Medium Fine, 220 Grit
B. Insert a 1/4-inch drive socket wrench into socket wrench into socket end of
lapping fixture. Insert lapping fixture into midframe boss.
C. Gently rotate lapping fixture back and forth to remove carbon deposits or high
metal.
D. Remove lapping fixture from midframe boss.
P-D-680
SURFACES.

MM72-39-00

E. Using a lint-free towel soaked with dry cleaning solvent, remove lapping
compound from midframe boss and from inside bore of midframe.
F. Inspect fuel injector port for presence of carbon deposits or high metal. If
carbon deposits or high metal is still present, repeat steps A through E.

MM72-39-00
* * * FOR ALL
,
rill JItrETat: IWACI: A
]Gal, SECTION VIEW
000'40-101100
Figure 701 Fuel Injector Port Sealing Surface - Cleaning

MM72-39-00, REPAIR 001
DIFFUSER AND MIDFRAME CASING ASSEMBLY - REPLACEMENT OF COUPLING NUTS ON OIL SCAVENGE TUBE, OIL INLET
TUBE, AND OIL DRAIN TUBE - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-39-00-300-801
This procedure provides instructions for replacing the coupling nuts on the oil
scavenge tube, oil inlet tube, and oil drain tube.
2. Procedure.
A. Remove coupling nut (4, Figure 801) as follows:
(1) Find wire hole in coupling nut flat. Usually, end of swivel wire (3) can be
seen in hole.
• AVOID PROLONGED OR REPEATED CONTACT WITH DUST. INHALATION OF DUST MAY
CAUSE TEMPORARY COUGHING AND WHEEZING, RESPIRATORY TRACT IRRITATION, AND
HELP.
(2) Using grinder, grind flat of coupling nut (4) having wire hole, until end
of swivel wire (3) can be lifted up.
(3) Using pliers, grip end of swivel wire (3) and pull it out of coupling nut
(4).
(4) Slide coupling nut (4) off fitting.
(5) Inspect oil inlet tube for missing oil strainer (5). If strainer is
missing, install a new strainer.
B. Install coupling nut (4) as follows:
(1) Slip coupling nut (4), unthreaded end first, over fitting. Align coupling
nut groove with slotted fitting.
OBSERVE WARNING PRECEDING STEP A.(2).
NOTE: Be sure that correct swivel wire is used.
(2) Using grinder, grind one end of swivel wire (3) to form a dull point. This
will aid in guiding wire through coupling nut groove.
(3) Insert pointed end of swivel wire (3) into hole in coupling nut flat.
(4) While holding coupling nut (4) with an open-end or box wrench, tap swivel
wire (3), using a lightweight ball peen hammer. Tap swivel wire until wire
is flush with coupling nut flat.
(5) Slide coupling nut (4) aft to be sure nut turns freely. If coupling nut
does not turn freely, replace coupling nut.
C. Clean diffuser and midframe casing assembly (GEK 9250, 70-21-02).

MM72-39-00, REPAIR 001
DIFFUSER AND MIDFRAME CASING ASSEMBLY - REPLACEMENT OF COUPLING NUTS ON OIL SCAVENGE TUBE, OIL INLET
TUBE, AND OIL DRAIN TUBE - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Midframe Coupling Nuts - Replacement

MM72-39-00, REPAIR 002
DIFFUSER AND MIDFRAME CASING ASSEMBLY - DIFFUSER MOUNT LUG HOLE - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-39-00-300-804
This procedure provides instructions for the repair of diffuser mount lug holes.
2. Procedure.
A. Prepare the surrounding area of diffuser mount lug (8, Figure 801) for
machining as follows:
(1) If repairing lug(s) at 3 o'clock position, aft looking forward, remove the
following:
• Fuel Manifold (73-00-00)
• No. 3 and 4 position Fuel Injectors (73-00-00)
• Thermocouple Assembly (74-00-00)
• 1:30 o'clock position Torque and Overspeed Sensor to Blue Harness
Electrical Connector (74-00-00)
• 4 o'clock Ignitor Plug (74-00-00)
following:
• Main Fuel Manifold (73-00-00)
• Compressor Leakage Air Tube (75-00-00)
• Seal Pressure and Scavenge Tube Assembly (75-00-00)
• B-Sump Drain Tube (79-00-00)
following:
• Main Fuel Manifold (73-00-00)
• Thermocouple Assembly (74-00-00)
B. Install LMT fixtures onto diffuser/midframe matched assembly as follows:
(1) If repairing 3 o'clock position lug holes, install LMT 893 on aft side of
diffuser case-to-midframe casing assembly bolt circle (Figure 801) as
follows:
(a) Remove nuts from bolts at bolthole locations 12, 13, 14, 19, and 20.
Remove bracket (4). Do not remove bolts.
(b) Install drill fixture LMT 893 (3, Figure 802) onto diffuser mount lug
holes (1) at 3 o'clock position so that bushing holes in drill fixture
(3) align with lug holes (1). Secure with two capnuts (4).
follows:
(a) Remove nuts from bolts at bolthole locations 28, 29, 34, and 35. Do not
remove bolts.
(b) Install drill fixture LMT 895 (3, Figure 802) onto lug holes (1) at 6
o'clock position so that bushing holes in drill fixture (3) align with
lug holes (1). Secure with two capnuts (4).
MM72-39-00, REPAIR 002

follows:
(a) Remove nuts from bolts at bolthole locations 43, 44, 49, and 50. Do not
remove bolts.
(b) Install drill fixture LMT 894 (3, Figure 802) onto lug holes (1) at 9
o'clock position so that bushing holes in drill fixture (3) align with
lug holes (1). Secure with two capnuts (4).
C. Install 17/32 inch slip-fit bushing (5) into drill fixture boss.
D. Using shoulder screw (2), secure bushing (5).
E. Do the following while machining the diffuser mount lug:
• DO NOT HAVE ANY CONTACT WITH LIQUID OR VAPOR. CONTACT OF EYES WITH VAPOR
OR LIQUID CAN CAUSE SEVERE IRRITATION. PROLONGED INHALATION OF VAPOR MAY
CAUSE HEADACHE, DIZZINESS, AND NAUSEA.
(1) Apply penetrating oil VV-P-216 to parts to keep from overheating.
(2) Hold drill and end mill as level as possible.
(3) Machining speed of end mill is approximately 150 RPM.
(4) Use a steady even pressure in the direction of machining.
F. Using a 17/32 inch four-fluted end mill, with 45 degree chamfered corners
(lightly dressed), machine out the diffuser mount lug hole (1).
G. Remove shoulder screw (2) and bushing (5) from drill fixture (3).
H. Install 9/16 inch slip-fit bushing (6) into drill fixture (3).
I. Using shoulder screw (2), secure bushing (6).
J. Do the following while reaming the diffuser mount lug:
OBSERVE WARNING FOLLOWING STEP E.
(1) Apply penetrating oil VV-P-216 to parts to keep from overheating.
(2) Hold drill and reamer as level as possible.
(3) Machining speed of reamer is approximately 150 RPM.
(4) Use a steady even pressure in the direction of machining.
K. Install 0.5621-0.5623 inch reamer into drill fixture and ream out diffuser
mount lug hole (1).
L. Repeat steps C. through K. until all lug holes requiring repair are reamed.
M. Remove drill fixtures from midframe assembly.
N. Remove high metal from both sides of lug holes.
MM72-39-00, REPAIR 002
TT-I-735
SURFACES.
CONTAINER.
CONTINUITY.
O. Using isopropyl alcohol, clean diffuser mount lug and hole. Be sure mount hole
and surrounding area is clean and free from oil and grease.
P. Allow area to dry. Using dry, filtered, compressed air, blow out any debris.
Q. Measure thickness of lug being repaired (view A, Figure 802); wall thickness
must be at least 0.166 inch. If minimum is exceeded, replace cold section
module.
R. Using white light and 10X magnifier, inspect reworked hole for cracks.
NOTE: LMT 896 consists of shoulder bolt (1, Figure 803), spacer (4), and nut (5).
S. Using LMT 896, install bushing (2, Figure 803) as follows:
(1) Install, from aft side, replacement bushing (2) with lead chamfer end into
hole as follows:
(a) Install shoulder bolt (1) through bushing (2), diffuser mount lug hole
(3), and spacer (4). Secure with nut (5). Do not draw bushing (2) into
lug hole (3) at this time.
NOTE: Relief channel should be fully exposed to allow application of loctite.
(b) Draw bushing into hole approximately 0.100 inch by tightening nut (5).
WARNING: LOCTITE RETAINING COMPOUNDS
609, 620, 675, OR MIL-R-46082
• PROLONGED OR REPEATED CONTACT WITH MATERIAL CAN CAUSE DERMATITIS OR SKIN
MM72-39-00, REPAIR 002
IRRITATION.
THOROUGHLY WITH WATER. REMOVE SATURATED CLOTHING.
• IF VAPORS CAUSE IRRITATION, GO TO FRESH AIR. IF SYMPTOMS PERSIST, OBTAIN
MEDICAL ATTENTION.
• IF LIQUID IS INGESTED, DO NOT INDUCE VOMITING. OBTAIN IMMEDIATE MEDICAL
ATTENTION.
AND GOGGLES OR FACE SHIELD.
• WHEN HANDLING LIQUID AT UNEXHAUSTED WORKBENCH, WEAR APPROVED RESPIRATOR
AND GLOVES, AND WEAR GOGGLES OR FACE SHIELD.
(2) Using a toothpick or equivalent applicator, apply loctite RC620 completely
around bushing relief channel.
(3) Draw bushing (2) into mount lug hole (3) by tightening nut (5) until end of
bushing (2) is flush with surface A.
(4) Remove pusher.
(5) Using a clean, dry, lint-free towel, clean residual loctite from mount hole
lug.
(6) Allow loctite to set up for 15-20 minutes.
(7) Cure loctite using a heat lamp or heat gun by warming mount lug for 30-45
minutes at 250°F or cure for 24 hours at room temperature.
T. Reinstall engine hardware removed in step A.
U. Do required checks (72-00-00, TEST).

MM72-39-00, REPAIR 002
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Diffuser Case-To-Midframe Casing Assembly - Bolt Diagram

MM72-39-00, REPAIR 002
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 802 Lug Hold Drill Fixture (Typical) - Installation/Removal

MM72-39-00, REPAIR 002
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 803 Diffuser Mount Lug Bushing - Installation/Removal

MM72-40-00
HOT SECTION MODULE - DESCRIPTION AND OPERATION
* * * FOR ALL
TASK 72-40-00-870-801
The hot section module may be one of two configurations, the Wide-Bore gas
generator rotor and stator (Figure 1) or the Low-Stress gas generator rotor and
stator (Figure 2). Both configurations consist of three subassemblies: combustion
liner (1, Figure 1 or Figure 2), stage 1 nozzle assembly (2), and gas generator
turbine assembly which consists of the gas generator stator assembly (3), stage 2
turbine nozzle segments (4); and stages 1 and 2 gas generator turbine rotor
assembly (5). The stages 1 and 2 gas generator turbine rotor assembly and the gas
generator turbine stator assembly are a matched set and must remain together.
Check engine records and SEI-571 (CT7-2A IPC), SEI-690 (CT7-2D/-2D1), or GEK
115715 (CT7-2E1) to verify applicability. Only a Wide-Bore rotor and stator may be
used to replace a Wide-Bore configuration, and only a Low-Stress rotor and stator
may be used to replace a Low-Stress configuration.
2. Description.
A. Gas Generator Turbine.
The gas generator turbine consists of stages 1 and 2 gas generator turbine
rotor assembly (5, Figure 1 or Figure 2), and gas generator stator assembly
(3). The rotor is a 2-stage, air-cooled assembly. Each rotor stage consists of
individual blades and forward and aft cooling plates. The cooling plates are
attached to each disk by 5 bolts. The stator houses stages 1 and 2 gas
generator turbine rotor assembly (5), shroud assemblies, and stage 2 turbine
nozzle segments (4). The stage 2 nozzle is located between the stage 1 and
stage 2 shrouds.
B. Stage 1 Nozzle Assembly.
Stage 1 nozzle assembly (2) contains 12 air-cooled nozzle segments. The nozzle
assembly directs gas flow from the combustor discharge to the stage 1 rotor of
the gas generator turbine.
C. Combustion Liner.
The axial flow combustion liner is a single annular chamber. Twelve fuel
injectors are installed into swirlers in liner dome. Swirlers break up and
atomize the fuel discharged from the injectors into the liner. The liner is
cooled by a film of air on the inner and outer walls, and by air striking the
dome and areas of the shell.

MM72-40-00
* * * FOR CT7-2A
Figure 1 Hot Section Module (Wide-Bore Gas Generator Rotor and Stator)

MM72-40-00
* * * FOR ALL
Figure 2 Hot Section Module (Low-Stress Gas Generator Rotor and Stator)

MM72-40-00
HOT SECTION MODULE - REMOVAL AND INSTALLATION
* * * FOR ALL
TASK 72-40-00-400-801
A. This section provides procedures for removing and installing the hot section
module. Before starting any of the following procedures, read ASSEMBLY AND
DISASSEMBLY TECHNIQUES in Standard Practices Manual GEK 9250, 70-10-00. The
stage 1 and stage 2 gas generator turbine rotors and the gas generator stator
are parts of a matched assembly. If one assembly is replaced, both must be
replaced.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
B. Whenever the gas generator rotor and stator assembly is replaced, the outer
balance piston seal must be replaced (72-30-00, REMOVAL AND INSTALLATION).
* * * FOR ALL
2. Stages 1 and 2 Gas Generator Turbine Rotor and Stator Assembly.
A. Removal.
* * * FOR CT7-2A, CT7-2D
NOTE: Face-type seal (10, Figure 401) is held captive on gas generator stator
assembly (5) by the stage 2 shroud retainers (9); therefore, face-type
seal cannot be removed.
* * * FOR CT7-2D1, CT7-2E1
(2) Remove face-type seal (10). Do not discard seal.
* * * FOR ALL
(3) Remove Wide-Bore and Low-Stress stages 1 and 2 gas generator turbine rotor
assembly and gas generator stator assembly as follows:
(a) Matchmark stator to midframe flange (4), using blue Dykem marker or
equivalent.
(b) Locate No. 1 long rotor bolt and mark end of bolt and mark stage 2
rotor adjacent to No. 1 long bolthole with blue Dykem marker or
equivalent. No. 1 long rotor bolt may be located by one of the
following methods:
1 Bolt adjacent to 0-matchmark on inner rim of stage 2 aft cooling
plate (7) (Low-Stress).
2 Bolt adjacent to 0-matchmark on outer rim of stage 2 aft cooling
plate (7) (Wide-Bore).
MM72-40-00

WARNING: FLUORESCENT DYE PENETRANT
• COMBUSTIBLE - DO NOT USE NEAR OPEN FLAMES, NEAR WELDING AREAS, OR ON
HOT SURFACES.
• PROLONGED INHALATION OF VAPOR CAN RESULT IN DIZZINESS, DROWSINESS,
HEADACHE, AND NAUSEA.
• AFTER ANY PROLONGED CONTACT WITH SKIN, WASH CONTACTED AREA WITH SOAP
AND WATER. REMOVE OIL-SATURATED CLOTHING. IF VAPORS CAUSE
• WHEN APPLYING LIQUID BY BRUSH OR AEROSOL SPRAY AT UNEXHAUSTED
WORKBENCH, WEAR APPROVED RESPIRATOR AND GOGGLES.
(c) Apply penetrating oil, or fluorescent dye penetrant to the large self-
locking nuts (8). Allow penetrant to soak for 30 minutes.
CAUTION: GAS GENERATOR TURBINE ROTOR AND STATOR ARE PARTS OF A MATCHED SET.
MIXING OF PARTS WITH THOSE OF ANOTHER ASSEMBLY MAY CAUSE DAMAGE TO
THE ENGINE. ROTOR SERIAL NUMBER IS MARKED ON STAGE 1 FORWARD COOLING
PLATE AND STAGE 2 AFT COOLING PLATE.
(d) Using gas generator antirotation bar 2C90399G01 (1, Figure 401), remove
large turbine rotor nuts (15, Figure 402) as follows:
CAUTION: TORQUE MUST BE RELEASED ONLY ON FIVE LARGE NUTS. DO NOT RELEASE
TORQUE ON SMALLER NUTS ON COOLING PLATE. ROTOR UNBALANCE MAY
RESULT.
1 With another technician holding gas generator (GG) antirotation bar
(1, Figure 401) over three of the five small nuts (2), break torque
on five large nuts (15, Figure 402) in the following sequence: 1, 5,
9, 3, 7.
2 Loosen five nuts (15) one-quarter turn, using same sequence as that
used in step 1. Repeat this step until all nuts are loose. Remove
antirotation bar.
CAUTION: STAGE 2 TURBINE ROTOR AND STATOR MUST BE HAND HELD DURING REMOVAL
OF NUTS (15); OTHERWISE, ROTOR AND STATOR MAY FALL OFF ENGINE.
3 While holding stage 2 turbine rotor assembly (1) remove five nuts
(15).
NOTE: • Curvic coupling seal (2) may come off with rotor.
• Curvic coupling seal (2) is part of the rotor assembly and should be
tagged, and identified as part of the rotor assembly if it should come
off.
(e) While holding gas generator stator assembly (14) in place, remove stage
2 turbine rotor assembly (1). Remove curvic coupling seal (2), if it
did not come off with rotor.
* * * FOR WIDE-BORE CONFIGURATION
(f) Remove cooling plate seal ring (4) and inspect.
* * * FOR ALL
(g) Remove bolts (9) and locknuts (3) from gas generator stator (14) and
midframe flange (11).

MM72-40-00
(h) With another technician holding stage 1 turbine rotor assembly (13) so
that it will not be pulled aft, remove stator assembly (14) as follows:
1 Holding stator by hand, manually thread three bolts PN J643P06A into
jacking holes in stator assembly (14) until bolts bottom.
2 Turn bolts clockwise one-quarter of a turn, one at a time, until
stator assembly (14) can be removed. Remove bolts used for jacking.
3 Remove stator.
* * * FOR LOW-STRESS CONFIGURATION
(i) Remove cooling plate seal ring (4) and inspect.
* * * FOR ALL
(j) Remove stage 1 turbine rotor assembly (13) and curvic coupling seal
(5).
(k) Remove face-type seal (6) from stage 1 nozzle assembly (8). If face-
type seal is missing, replace gas generator stator assembly and stages
1 and 2 turbine rotors.
(l) Inspect outer balance piston seal (72-30-00) or replace it (72-30-00,
REMOVAL AND INSTALLATION) whenever the gas generator rotor and stator
assembly is replaced.
B. Installation.
If not already installed, install outer balance piston seal (72-30-00),
combustion liner, stage 1 nozzle assembly, and face-type seal (para 3).
CAUTION: IF THE GAS GENERATOR TURBINE ROTOR ASSEMBLY AND STATOR ASSEMBLY ARE A
MATCHED ASSEMBLY, MIXING OF ROTOR ASSEMBLIES AND STATOR ASSEMBLIES IS
NOT ALLOWED.
NOTE: • "New" refers to parts not yet run on an engine; "Overhauled" refers to
parts not used since reworked by Overhaul Facility; "Used" refers to
parts run on an engine and not reworked by Overhaul Facility. Rework by
Overhaul Facility includes grinding of blades for GG rotor and grinding
of shrouds for GG stator.
• In some instances, Overhaul Facility may grind a GG rotor assembly to
match a certain GG stator assembly. In such cases, both rotor and stator
will have an Overhaul Facility tag specifying the serial number of the
matched parts. If GG rotor has an Overhaul Facility tag specifying a
certain serial number GG stator is required, then rotor and stator are
considered a matched assembly. Mixing of matched parts is not allowed.
• An "new" or "overhauled" GG rotor assembly not identified as "matched" to
a certain serial number GG stator assembly can be installed with an "new"
or "overhauled" GG stator assembly not identified as "matched" to a
certain serial number GG rotor assembly.
• Once a GG rotor assembly/GG stator assembly has been run on an engine, the
assembly becomes "used". The rotor assembly and stator assembly are then
considered as a "matched" assembly. Mixing of these matched assemblies is
not allowed.
• If a "used" GG rotor assembly/GG stator assembly (previously removed from
the same engine) is being reinstalled, runout measurements are not
required.

MM72-40-00
• If a "used" GG rotor/GG stator assembly is being installed on a different

engine, runout measurements must be taken on the GG stator assembly.
• If a "new" or "overhauled" GG rotor/GG stator assembly is being installed,
runout measurements are optional. Although not mandatory, runout
measurements are recommended to improve final installed clearances and
engine performance.
NOTE: If you will not measure the runouts, go to step (2). If the stator does
not have oval shaped holes on the flange (Figure 403), go to step (2).
(1) Measure the runouts on the GG stator assembly as follows:
(a) Temporarily install GG stator assembly (5, Figure 404, sheet 1) onto
midframe (8). Align either the "TOP" mark, or the 0-matchmark, on
midframe flange (11) with the "TOP" mark, or the 0-matchmark, on stator
assembly. Be sure that cooling slots (10) on stator assembly align with
cooling holes (6) on midframe.
(b) Install 12 bolts (7), equally spaced, and 12 locknuts (4). Cross-torque
locknuts to 70-75 lb in.
(c) Using blue Dykem marker, matchmark stator assembly to midframe flanges
at the 12 o'clock position.
NOTE: • The runout of stages 1 and 2 turbine shroud segments can be measured
using either the gas generator stator runout fixture 2C90117G01 or
2C90413G01.
• The following runout measurements are taken using the gas generator
stator runout fixture 2C90117G01.
(d) Install GG stator runout fixture 2C90117G01 as follows:
1 Be sure that curvic coupling seal has been removed from GG turbine
shaft.
2 Install spider plate (3) onto any three of the five long rotor bolts
(9). Seat spider plate onto GG turbine shaft.
3 Install three adapter rods (2) onto long rotor bolts (9). Using a
box wrench, tighten rods so that spider plate (3) seats against
turbine shaft.
4 Install the 2-inch dial indicator assembly (part of 2C90117G01) (1)
onto one of the adapter rods (2). Secure dial indicator assembly.
(e) Adjust dial indicator so that point of indicator contacts stage 1
turbine shroud segment at diameter X (sheet 2). Continue to adjust past
initial contact for 1-1/4 revolutions of dial indicator. Lock indicator
in position.
(f) Measure runout of stage 1 turbine shroud segments (DIA X) as follows:
NOTE: Point of minimum radius is the point where shroud segment is
closest to the engine centerline.
1 Rotate runout fixture, and while reading dial indicator, locate
point of minimum radius. Using blue Dykem marker, mark position of
minimum radius on the external surface of stator assembly. Also,
record the clock position, at point of minimum radius, in applicable
block of row A (sheet 3).
2 At point of minimum radius, zero the dial indicator. Rotate fixture

MM72-40-00
360° and locate point of maximum radius (point of highest dial

indicator reading). Record the clock position at point of maximum
radius in applicable block of row A. Also, record the absolute value
of the runout at maximum radius in applicable blocks of row A (the
absolute value of the runout will always be positive, even if dial
indicator reading was negative).
(g) Measure runout of stage 2 turbine shroud segments (DIA Y, sheet 2) as
follows:
1 Adjust dial indicator so that point of indicator contacts stage 2
shroud segment at diameter Y. Continue to adjust past initial
contact for 1-1/4 revolutions of dial indicator. Lock indicator in
position.
NOTE: Point of minimum radius is the point where shroud segment is
closest to the engine centerline.
2 Rotate runout fixture, and while reading dial indicator, locate
point of minimum radius. Using blue Dykem marker, mark position of
minimum radius on segment. Also, record the clock position, at point
of minimum radius, in applicable block of row D (sheet 3).
3 At point of minimum radius, zero the dial indicator. Rotate fixture
360° and locate point of maximum radius (point of highest dial
indicator reading). Record the clock position at point of maximum
radius in applicable block of row D. Also, record the absolute value
of the runout at maximum radius in applicable blocks of row D (the
absolute value of the runout will always be positive, even if dial
indicator reading was negative).
(h) Remove GG stator runout fixture (sheet 1) as follows:
1 Remove dial indicator assembly (1) from adapter rod (2).
2 Remove three adapter rods (2) from long rotor bolts (9).
3 Remove spider plate (3) from GG turbine shaft.
(i) Remove 12 locknuts (4) and 12 bolts (7) from midframe/stator assembly.
(j) Rotate GG stator assembly (5) clockwise 120° so that cooling holes (6)
on midframe (8) align with cooling slots (10) on stator assembly.
(k) Install 12 bolts (7), equally spaced, and 12 locknuts (4). Cross-torque
locknuts to 70-75 lb in.
(l) Using procedures in steps (d) and (e), install GG stator runout fixture
2C90117G01.
(m) Using procedure in step (f), measure runout of stage 1 turbine shroud
segments (DIA X, sheet 2). Record results in applicable blocks of row B
(sheet 3).
(n) Using procedure in step (g), measure runout of stage 2 turbine shroud
segments (DIA Y, sheet 2). Record results in applicable blocks of row E
(sheet 3).
(o) Using procedures in steps (h) through (k), rotate stator assembly
clockwise another 120° (total of 240°) and secure stator assembly to
midframe.
(p) Using procedures in steps (d) and (e), install GG stator runout fixture
2C90117G01.
MM72-40-00
(q) Using procedure in step (f), measure runout of stage 1 turbine shroud
segments (DIA X, sheet 2). Record results in applicable blocks of row C
(sheet 3).
(r) Using procedure in step (g), measure runout of stage 2 turbine shroud
segments (DIA Y, sheet 2). Record results in applicable blocks of row F
(sheet 3).
(s) Calculate the average TIR for stages 1 and 2 shroud segments and record
results in blocks J, K, and L.
(t) Obtain the smallest reading from either block J, K, or L and record
value in the MINIMUM AVG TIR block. Also, record the GG stator position
from which the smallest reading was obtained. This is the position at
which GG stator assembly will be installed onto midframe.
(u) If the minimum average TIR is the same for more than one stator
position, compare the max runouts for each position. Select the
position with the least individual max runout. If the individual max
runouts are the same, either stator position may be used.
(v) Remove GG stator runout fixture (sheet 1) as follows:
1 Remove dial indicator assembly (1) from adapter rod (2).
2 Remove three adapter rods (2) from long rotor bolts (9).
3 Remove spider plate (3) from GG turbine shaft.
(w) Remove 12 locknuts (4) and 12 bolts (7) from midframe/stator assembly.
(x) Using the recorded data obtained in steps (s) and (t), matchmark the GG
stator assembly (5) to the midframe (8) as follows:
WARNING: ACETONE
O-A-51
• FLAMMABLE - DO NOT USE NEAR OPEN FLAMES, NEAR WELDING AREAS, OR
ON HOT SURFACES.
• DO NOT SMOKE WHILE USING IT, AND DO NOT USE IT WHERE OTHERS ARE
SMOKING.
• PROLONGED INHALATION OF VAPOR CAN IRRITATE EYES AND MUCOUS
MEMBRANES AND CAN CAUSE DIZZINESS AND HEADACHE. IF VAPORS CAUSE
• IF ANY LIQUID CONTACTS SKIN OR EYES, IMMEDIATELY FLUSH AFFECTED
AREA THOROUGHLY WITH WATER. IMMEDIATELY REMOVE SOLVENT-SATURATED
CLOTHING.
• WHEN HANDLING LARGE QUANTITIES OF LIQUID (MORE THAN A GALLON),
USE AT AIR-EXHAUSTED WORKBENCH. WEAR APPROVED GLOVES.
• STORE SOLVENT AND DISPOSE OF LIQUID-SOAKED RAGS IN APPROVED METAL
SAFETY CONTAINER.
• METAL CONTAINERS OF SOLVENT MUST BE GROUNDED TO MAINTAIN
ELECTRICAL CONTINUITY.
1 Using a lint-free towel soaked with acetone, remove all blue Dykem
marks from GG stator assembly and from midframe flange.
2 Using recorded data in steps (s) and (t), position stator assembly
(5) on midframe flange. Be sure that cooling holes (6) align with

MM72-40-00
cooling slots (10).

3 Using blue Dykem marker, matchmark stator assembly and midframe
flange at the 12 o'clock position.
(y) Remove stator assembly from midframe. Place stator assembly forward end
down on a bench.
(2) Install the stages 1 and 2 Wide-Bore or the Low-Stress gas generator
turbine rotor assembly (Figure 401) as follows:
WARNING: ACETONE
O-A-51
DO NOT USE NEAR FLAMES OR HEAT, BECAUSE ACETONE IS FLAMMABLE. DO NOT
BREATHE THE FUMES RELEASED FROM ACETONE, BECAUSE ACETONE IS DANGEROUS
TO YOUR EYES, NOSE, AND LUNGS. MAKE SURE YOU HAVE A GOOD FLOW OF AIR.
ACETONE CAN GIVE YOU A HEADACHE, AND CAN MAKE YOU SICK.
CAUTION: MAKE SURE THAT YOU INSTALL AND SEAT THE CURVIC COUPLING SEAL (5,
FIGURE 402) ON THE INSIDE DIAMETER OF THE CURVIC TEETH (7). IF THE
ENGINE IS OPERATED WITHOUT A CURVIC COUPLING SEAL OR WITH AN
INCORRECTLY SEATED CURVIC COUPLING SEAL, A RAPID LOSS OF OIL FROM THE
B-SUMP AND LACK OF LUBRICATION TO THE NO. 4 BEARING CAN RESULT.
NOTE: Make sure that the curvic coupling seal (5, Figure 402) is clean and
without nicks or dents.
(a) Use a soft-bristle brush, soaked with acetone, and clean the mating
curvic teeth (7). Install the curvic coupling seal (5) on the inside
diameter of the curvic teeth (7).
CAUTION: IF THE FACE-TYPE SEAL (6) IS NOT PROPERLY SEATED ON THE STAGE 1
NOZZLE ASSEMBLY (8) WHEN THE GAS GENERATOR STATOR ASSEMBLY IS
INSTALLED, THE SEAL WILL BE DAMAGED.
(b) Install the face-type seal (6) on the stage 1 nozzle assembly (8) and
make sure that the curvic coupling seal (5) is in place inside the
curvic teeth (7).
(c) Install the stage 1 turbine rotor assembly (13) on the gas generator
turbine long rotor bolts (10) as follows:
1 Align the No. 1 turbine rotor bolt (marked with Dykem) with bolthole
closest to 0-matchmark on disk and cooling plates.
2 Make sure that the rotor is installed so that the leading edge
(thick portion) of the blades face forward.
3 Install the cooling plate seal ring (4) in the groove on the ID of
stage 1 turbine aft cooling plate (12). Make sure that the seal ring
is seated all around in groove. Then place beeswax on the seal ring
to hold it in place.
* * * FOR ALL
CAUTION: IF THE FACE-TYPE SEAL IS NOT PROPERLY SEATED ON THE STAGE 1
NOZZLE ASSEMBLY, THE SEAL WILL BE DAMAGED WHEN THE GAS GENERATOR
STATOR ASSEMBLY IS INSTALLED.
4 Make sure that the face-type seal (6) is seated on the stage 1
nozzle assembly.
MM72-40-00
(d) Inspect stage 2 turbine nozzle segments (Figure 405) for presence of
nozzle segment seals at locations A, B, and C as follows:
1 Using a shim 0.100-0.125 inch wide and 0.005 inch thick, insert shim
into nozzle segment splitline of each nozzle segment at locations A,
B, and C. Feel for nozzle segment seals at locations shown.
2 If any segment seals are missing, replace gas generator stator
assembly and stages 1 and 2 rotor assembly.
CAUTION: MAKE SURE THAT THE COOLING HOLES (16, FIGURE 402) ON MIDFRAME ALIGN
WITH THE COOLING HOLES (17) ON GG STATOR ASSEMBLY. GG STATOR ASSEMBLY
MUST NOT BE INSTALLED IF COOLING SLOTS DO NOT ALIGN.
(e) Hold stage 1 turbine rotor in position. Install gas generator stator
assembly (14, Figure 402), aligning Dykem matchmarks or word TOP on
stator assembly with matchmarks or word TOP on midframe flange (11).
Make sure that the cooling holes (17) and cooling holes (16) are
aligned.
(f) Secure stator assembly in position at top and bottom with six equally
spaced bolts (9) and six locknuts (3). Tighten locknuts until stator
assembly is seated against midframe flange (11).
(g) Put forward pressure on stage 1 turbine rotor to ensure free rotation,
and turn the rotor a minimum 360°. No turbine blade-to-shroud rubs are
permitted. If any rubs are found, remove and reinstall stator and stage
1 turbine rotor.
CAUTION: MAKE SURE THAT YOU INSTALL AND SEAT THE CURVIC COUPLING SEAL (2) ON
THE INSIDE DIAMETER OF THE CURVIC TEETH OF THE STAGE 1 ROTOR ASSEMBLY
(13). IF THE ENGINE IS OPERATED WITHOUT A CURVIC COUPLING SEAL OR
WITH AN INCORRECTLY SEATED CURVIC COUPLING SEAL A RAPID LOSS OF OIL
FROM THE B-SUMP AND LACK OF LUBRICATION TO THE NO. 4 BEARING CAN
RESULT.
NOTE: Make sure that the curvic coupling seal (2) is clean and without nicks
and dents.
(h) Install the curvic coupling seal (2).
(i) Install cooling plate seal ring (4), if not already installed. Insert
seal ring into groove and hold in place with beeswax.
* * * FOR ALL
(j) Install stage 2 turbine rotor assembly (1) onto long rotor bolts (10)
as follows:
1 Align No. 1 gas generator rotor bolt (marked with Dykem) with
bolthole closest to 0-matchmarks on disk and cooling plates.
2 Be sure that rotor is installed so that leading edge (thick
position) of blades face forward.
(k) Put forward pressure on stage 2 turbine rotor to ensure free rotation,
and turn rotor at least 360°. No turbine blade-to-shroud rubs are
allowed. If rubs are found, remove and reinstall stage 2 turbine rotor.
BRAYCOTE 655

MM72-40-00
(l) Put a light coat of antiseize compound Braycote 655 on threads of rotor
bolts (10) and on face of each self-locking large turbine rotor nut
(15).
(m) Install five nuts (15) onto five bolts (10) fingertight. If any nut can
be threaded all the way on rotor bolts (10) by hand, discard nut (15)
and use a new nut.
(n) Using gas generator antirotation bar 2C90399G01 (1, Figure 401),
install it over three of the five small nuts (2).
NOTE: When using antirotation bar, a second mechanic is required to hold bar
while other technician torque nuts (15, Figure 402).
(o) Tighten nuts (15) onto bolts (10) in the following sequence: 1, 5, 9,
3, 7. Record run-on torque. Run-on torque should be 5-20 lb in. and
each nut on rotor assembly must have a run-on torque within 5 lb in. of
all other nuts on rotor assembly. If run-on torque is less than 5 lb
in., replace nut. If run-on torque is greater than 20 lb in.,
alternately loosen and tighten nut until limit is met. If previously
used nuts are being installed and if any one fails to meet torque
limits, replace that nut. Use maximum torque of 5 lb in. over run-on
torque to seat nuts.
(p) Torque nuts (15) in the following sequence: 1, 5, 9, 3, 7.
CAUTION: GAS GENERATOR NUTS MUST BE TORQUED IN INCREMENTS AS SPECIFIED. NO
CHANGE IN PROCEDURE IS ALLOWED. BINDING BETWEEN BLADE TIPS AND
SHROUD, AND DAMAGE TO GAS GENERATOR CAN RESULT IF PROCEDURE IS
NOT FOLLOWED.
1 Torque nuts (15) in sequence to 10 lb in. above run-on torque.
CAUTION: A MINIMUM OF TWO FULL THREADS MUST BE VISIBLE AFTER FINAL
TORQUING OF NUTS. OTHERWISE, CURVIC COUPLING INTERFACES ARE NOT
PROPERLY SEATED.
6 Torque nuts (15) to 100-105 lb in. above run-on torque. Repeat
sequence until no locknut turns when torqued to 100-105 above run-on
torque. Check for visibility of two full threads after final
torquing of nuts.
7 Remove antirotation bar.
(q) Using a flashlight and a mirror, or a borescope, inspect bores of
stages 1 and 2 turbines rotors as follows:
1 Check to be sure that curvic coupling seals (2, 5, Figure 402) are
in place and seated correctly.
2 Check to be sure that curvic coupling seals are butted together. No
overlap, no misalignment, or split ends is allowed.
MM72-40-00
NOTE: When rotor is being rotated, a clinking sound will be heard. This is
normal; it is the sound of rotor blades. Do not confuse the clinking
sound of blades with rotor binding or rubbing.
(r) Rotate rotor 360°, and check rotor for rubbing and binding. A slight
rub is allowed between stage 2 static seal and cooling plate seal
teeth. Rubs between turbine blades and shroud segments is not allowed.
If rotor assembly rubs or binds, do the following:
1 Remove stage 2 rotor assembly, gas generator stator assembly, and
stage 1 rotor assembly.
2 Inspect stages 1 and 2 rotor assembly (72-41-00).
3 Inspect gas generator stator assembly (72-42-00).
4 Inspect outer balance piston seal (72-30-00).
5 Reinstall stage 1 rotor assembly, gas generator stator assembly, and
stage 2 rotor assembly. If rotor assembly still rubs or binds,
replace rotor assembly and gas generator stator assembly.
(s) If stage 2 static seal is rubbing or binding, do the following:
1 Remove stage 2 rotor assembly.
CAUTION: BE CAREFUL NOT TO DAMAGE HONEYCOMB OF STATIC SEAL WHEN TAPPING
STATIC SEAL IN POSITION.
2 Using a small plastic mallet or equivalent, lightly tap static seal
support to reposition static seal concentric in relation to stage 2
nozzle segments.
3 Reinstall stage 2 rotor assembly.
4 If static seal is still rubbing or binding, replace rotor assembly
and stator assembly.
* * * FOR CT7-2A, CT7-2D
(t) Face-type seal (10, Figure 401) is held captive on gas generator stator
assembly (5) by the stage 2 shroud retainers (9); therefore, face-type
seal is already installed.
* * * FOR CT7-2D1, CT7-2E1
CAUTION: • FACE-TYPE SEAL IS NOT AN INTEGRAL PART OF NEW GAS GENERATOR STATOR
ASSEMBLY. FACE-TYPE SEAL MUST BE INSTALLED SEPARATELY AFTER THE
STATOR ASSEMBLY IS INSTALLED.
• IF ENGINE IS OPERATED WITHOUT FACE-TYPE SEAL, STAGE 2 NOZZLE
SEGMENTS WILL BE DAMAGED.
(u) Place beeswax on aft end of gas generator stator assembly (5) around
entire circumference where face-type seal (10) will be seated. Install
face-type seal and be sure that seal seats against shroud support
assembly.
* * * FOR ALL
(v) Install power turbine module (72-50-00).
(w) If any parts have been replaced, go to 72-00-00, TEST for checks
required following replacement of parts.

MM72-40-00
* * * FOR ALL
Figure 401 Stages 1 and 2 Gas Generator Turbine Rotor Assemblies and
Gas Generator Stator Assembly - Removal and Installation

MM72-40-00
* * * FOR ALL
Figure 402 Stages 1 and 2 Gas Generator Turbine Rotor Assembly and Gas
Generator Stator (Typical) - Removal and Installation

MM72-40-00
* * * FOR ALL
Figure 403 GG Stator Assembly - Identification (Typical)

MM72-40-00
* * * FOR ALL
Figure 404 (Sheet 1) Stages 1 and 2 Turbine Shroud Segments - Runout

Checks

MM72-40-00
* * * FOR ALL

Checks

MM72-40-00
* * * FOR ALL

Checks

MM72-40-00
* * * FOR ALL
Figure 405 Stage 2 Nozzle Segments - Inspection

3. Stage 1 Nozzle Assembly, Face-Type Seal, and Combustion Liner.
A. Removal.
(1) Remove stage 1 and stage 2 gas generator turbine rotor assembly; and gas
generator stator assembly (para 2.A.).
(2) Remove stage 1 nozzle assembly (4, Figure 406), face-type seal (3), and
combustion liner (5) as follows:
* * * FOR CT7-2A
(a) Disconnect fuel start manifold tube (14) from prime nozzle (12).
Install protective cap or equivalent on ends of nozzle (12).

MM72-40-00
(b) Remove nut (13) and primer nozzle (12). Install protective cap or
equivalent on end of nozzle (12).
* * * FOR ALL
• HIGH VOLTAGE MAY BE PRESENT. CONTACT WITH CENTER CONDUCTOR OF
ELECTRICAL CABLE OR CENTER ELECTRODE OF IGNITER PLUG WILL CAUSE
ELECTRIC SHOCK IF THE BLEED RESISTORS INSIDE IGNITION UNIT HAVE
FAILED.
GROUNDED.
(c) Disconnect ignition lead (11) from igniter plug (9). Ground center
conductor of ignition lead to engine. Sparks observed during grounding
indicate a defective ignition exciter. Replace defective ignition
exciter (74-00-00, REMOVAL AND INSTALLATION).
(d) Remove nut (10) and igniter plug (9) (74-00-00). Install protective
caps or equivalent on ends of plug.
(e) Repeat steps (a) through (d) for primer nozzle and igniter plug on
other side of engine.
CAUTION: IF ENGINE HAS BEEN OPERATED WITHOUT FACE-TYPE SEAL, STAGE 1 GAS
GENERATOR ROTOR ASSEMBLY COULD BE DAMAGED.
(f) Remove face-type seal (3) from nozzle assembly (4). If face-type seal
is missing, replace stages 1 and 2 gas generator turbine rotor and
stator assembly.
NOTE: Use of the stage 1 nozzle shield was discontinued with CT7-2A engine
serial number 343088. On all subsequent engines, steps (g) and (h) are
eliminated and step (i) will read 12 bolts.
(g) Remove four bolts (1) that secure stage 1 turbine nozzle shield (2).
(h) Remove nozzle shield (2).
(i) Matchmark nozzle assembly with blue Dykem marker or equivalent, at the
12 o'clock position (this reference will be used to reinstall nozzle
assembly).
NOTE: There are 12 bolts (1) (eight bolts if stage 1 nozzle shield (2) was
removed in steps (g) and (h)) that secure stage 1 nozzle assembly (4)
and combustion liner (5) to combustor inner shroud. Heads of bolts can
easily be identified, because they are larger than locknuts.
(j) Remove eight bolts (1) from nozzle assembly (4). If any bolts are found
broken, or if any bolts break during removal, continue to remove nozzle
assembly and combustion liner, steps (k), and (l); then go to REPAIR
002 to remove broken bolts.
CAUTION: • COMBUSTION LINER AND NOZZLE ASSEMBLY MUST BE GENTLY REMOVED TOGETHER
FROM MIDFRAME SO THAT PRIMARY SWIRLERS (6) DO NOT DAMAGE FUEL
INJECTORS.
• COMBUSTION LINER MUST BE PLACED AFT END DOWN ON BENCH. OTHERWISE,
COMBUSTION LINER PRIMARY SWIRLERS MAY BE DAMAGED.
(k) Remove combustion liner (5) and nozzle assembly (4) from midframe.
(l) Using a small plastic mallet or equivalent, tap lightly around edge of
MM72-40-00
nozzle assembly (4) and separate it from combustion liner (5).

(m) Inspect combustion liner baffles (INSPECTION) for carbon deposits. No
carbon deposit indicates a plugged fuel injector. If any plugged or low
flow injectors are indicated, remove injector(s) and clean (73-00-00).
B. Installation.
(1) Install the combustion liner (5, Figure 406) in the midframe (7) as
follows:
WARNING: ENGINE OIL
IRRITATION.
ATTENTION.
(a) Do an inspection of the primary swirlers (6) for freedom of movement.
If movement is restricted, apply a thin coat of engine oil to loosen
the swirlers.
* * * FOR COMBUSTION LINERS WITH GUIDES
CAUTION: THE INSTALLATION OF COMBUSTION LINER MUST BE DONE WITH CARE. IF THE
LINER IS JAMMED INTO POSITION WITHOUT A FIRM ROCKING MOTION, DAMAGE
TO THE FUEL INJECTORS COULD RESULT.
NOTE: There are three guides on the combustion liner (5) located at
approximately 12, 4:30, and 8 o'clock positions (aft looking forward).
(b) Align the assembly guides on the inside diameter (ID) of the combustion
liner (5) with the guide openings on the combustor inner shroud (8).
Use a firm rocking motion, and install the combustion liner so that the
swirlers will slip over the fuel injector nozzles.
* * * FOR COMBUSTION LINERS WITHOUT GUIDES
CAUTION: THE INSTALLATION OF COMBUSTION LINER MUST BE DONE WITH CARE. IF THE
LINER IS JAMMED INTO POSITION WITHOUT A FIRM ROCKING MOTION, DAMAGE
TO THE FUEL INJECTORS COULD RESULT.
(b) Align the combustion liner (5) with the combustor inner shroud (8). use
a firm rocking motion, and install the combustion liner so that the
swirlers will slip over the fuel injector nozzle.
* * * FOR ALL
(c) Look at each swirler to make sure that each fuel injector nozzle has
engaged the swirler. If not, remove the combustion liner and examine
the fuel injectors and the swirlers for damage. If not damaged, re-
install the combustion liner.
(d) Remove protective caps and install igniter plugs (9) as follows:

MM72-40-00
BRAYCOTE 655
• CONTACT WITH THESE MATERIALS CAN CAUSE IRRITATION TO SKIN AND
EYES.
• AFTER ANY PROLONGED SKIN CONTACT, WASH CONTACTED AREA WITH SOAP
AND WATER. IF MATERIAL CONTACTS EYES, FLUSH THEM THOROUGHLY WITH
WATER.
1 Before installing igniter plug (9) into midframe port, inspect
threads of igniter plug for presence of dry-film lubricant. If
threads are dry, coat them with antiseize compound (Braycote 655) or
equivalent.
NOTE: Igniter plugs are located at 4 and 8 o'clock positions on midframe
casing. The procedure that follows must be used to install both
igniter plugs.
WARNING: EXCESSIVE FORCE/TORQUE ON IGNITER PLUG
DO NOT USE EXCESSIVE FORCE/TORQUE WHEN REMOVING OR INSTALLING AN
IGNITER PLUG. EXCESSIVE FORCE/TORQUE WILL DAMAGE THE IGNITER PLUG
BOSS AND MAY CAUSE THE MIDFRAME TO RUPTURE.
2 Install igniter plug (9) into midframe port. Hand-tighten nut (10)
until a sharp increase in resistance is felt; then tighten (15°
(e) Connect right and left ignition lead (11) to igniter plug (9) as
follows:
1 Pull back coupling nut on ignition lead (11) to expose center
conductor.
CAUTION: BE SURE NOT TO BEND ELECTRODE OF IGNITER PLUG; OTHERWISE,
IGNITION LEAD WILL NOT ALIGN WITH IGNITER PLUG.
2 Align center conductor of ignition lead with center electrode of
igniter plug. Push conductor onto electrode. Be sure conductor is
firmly seated.
3 Hand-tighten coupling on each ignition lead (11) until a sharp
increase in resistance is felt; then tighten (15° wrench-arc)
coupling nut.
(f) Snap right ignition lead (11) into clip support. Snap left ignition
lead (11) into clip supports.
* * * FOR CT7-2A
(g) Install primer nozzle (12) and nut (13) in 4:30 and 8 o'clock positions
on midframe (7). Tighten (15° wrench-arc) nut.
(h) Connect fuel start manifold tube (14) to each primer nozzle (12).
Tighten (60° wrench-arc) coupling nut.
* * * FOR ALL
(2) Install stage 1 nozzle assembly into combustion liner as follows:
(a) Hold stage 1 nozzle assembly (4) up to a light (or flashlight) so that
light will shine through holes in leading edge of each vane. Inspect
holes for blockage or foreign objects. You should be able to see light
through cooling holes. If not, clean assembly (CLEANING) and inspect
nozzle assembly (INSPECTION).
MM72-40-00
(b) Align the matchmark and install stage 1 nozzle assembly (4) at the 12
o'clock position on combustion liner (5).
(c) Be sure forward edge of outer combustion seal on outside of stage 1
nozzle fits into groove on combustion liner.
NOTE: • There are 12 boltholes in the stage 1 nozzle assembly. Bolts are used
in eight of these holes when securing stage 1 nozzle assembly. Four
remaining boltholes are used when shield is installed.
• Use of the stage 1 nozzle bolt shield was discontinued with CT7-2A
engine serial number 343088. On all subsequent engines, steps (e) and
(f) are eliminated and step (d) will read install 12 bolts (1).
• Installation of stage 1 nozzle bolt shield (2) is optional for earlier
engines.
(d) Install eight bolts (1) so that remaining four unused boltholes are 90°
apart at 12, 3, 6, and 9 o'clock positions.
(e) Cross-torque bolts (1) to 45-50 lb in.
(f) Install stage 1 turbine nozzle shield (2) and four bolts (1).
(g) Cross-torque bolts (1) to 45-50 lb in.
CAUTION: IF FACE-TYPE SEAL (3) IS NOT PROPERLY INSTALLED ON STAGE 1 NOZZLE
ASSEMBLY WHEN GAS GENERATOR STATOR IS INSTALLED, THEN THE FACE-TYPE
SEAL WILL BE DAMAGED.
(h) Install face-type seal (3) onto nozzle assembly (4).
(i) Install stage 1 and stage 2 gas generator turbine rotor assembly and
gas generator stator (para 2.B).

MM72-40-00
* * * FOR ALL
Figure 406 Stage 1 Nozzle, Face-Type Seal, and Combustion Liner -


MM72-40-00
HOT SECTION MODULE - INSPECTION
* * * FOR ALL
TASK 72-40-00-200-801
This section provides instructions for inspecting components of the hot section
module. Before starting any of the following inspections, read INSPECTION section
in Standard Practices Manual, GEK 9250, 70-30-00.
2. Stage 1 Nozzle Assembly.
Go to Table 601.
TABLE 601. INSPECTION OF STAGE 1 NOZZLE ASSEMBLY
Max Repairable
Stage 1 nozzle
assembly (Figure
601) for:
* * * FOR CT7-2A, CT7-2D, CT7-2D1

A. Cracks at:
(1) Vane Three cracks, 1/4 Not repairable. Replace stage 1
leading inch long per vane, nozzle assembly.
edge (4). if no pieces are in
danger of falling
out.
(2) Vane Any number of cracks Not repairable. Replace stage 1
trailing per segment, less nozzle assembly.
edge (2). than 1/8 inch long.
Maximum length of
other cracks: 3/4
inch. Total
cumulative length of
all cracks (in
trailing edge) must
not exceed 3 inches
per vane, if no
pieces are in danger
of falling out.
(3) Other areas Five cracks per Not repairable. Replace stage 1
of vane segment, 1/4 inch nozzle assembly.
(3). long. Two cracks
maximum connecting
leading edge cooling
holes with trailing
edge cooling holes
per vane, if pieces
falling out.
(4) Inner and Two cracks 1 inch Not repairable. Replace stage 1
outer bands long; any number 1/4 nozzle assembly.

MM72-40-00
(1, 5). inch long per

segment, if pieces
falling out.
* * * FOR CT7-2E1
A. Cracks at:
(1) Vane Three cracks per Not repairable. Replace stage 1
leading vane, 1/4 inch long nozzle assembly.
edge (4). max.
(2) Vane Any number, less than Not repairable. Replace stage 1
trailing 1/4 inch long. nozzle assembly.
edge (2). Maximum of two cracks
3/8-1/2 inch long are
permitted.
(3) Other areas One crack up to 1/2 Not repairable. Replace stage 1
of vane inch long. Maximum of nozzle assembly.
(3). five cracks up to 1/4
inch long provided
there is no danger of
pieces falling out.
(4) Inner and Any number, less than Not repairable. Replace stage 1
outer bands 1/4 inch long maximum nozzle assembly.
(1, 5). of two cracks greater
than 1/4 inch long
but less than 1/2
inch long.
* * * FOR ALL
B. Aluminum silicon Any amount, if Any amount, with Clean deposits.
or other foreign cooling holes are not plugged cooling
material plugged. holes.
deposits.
C. Burns,
blistering, and
erosion on:
(1) Vane (3), 1/2 inch x 3/4; two Not repairable. Replace stage 1
except locations per vane. nozzle assembly.
trailing
edge (2).
(2) Vane Full radial height x Not repairable. Replace stage 1
trailing 1/8 inch from edge of nozzle assembly.
edge (2). vane.
(3) Inner and 3/4 inch x 3/4 inch, Not repairable. Replace stage 1
outer bands two locations each nozzle assembly.
(1, 5). band, up to six
segments maximum per
assembly.

MM72-40-00
D. Nicks, Any number, 1/32 inch Same as usable Blend high metal
scratches, and deep, without high limits, with high (GEK 9250, 70-42-
gouges. metal. metal. 00).
E. Dents on:
(1) Vane Any number, 1/8 inch Same as usable Blend high metal
trailing deep, within 1/4 inch limits, with high (GEK 9250, 70-42-
edge (2). of edge, with smooth metal. 00).
deformation and
without high metal.
(2) All other Any number, 1/8 inch Same as usable Blend high metal
areas on deep, with smooth limits, with high (GEK 9250, 70-42-
nozzle deformation and metal. 00).
segments. without high metal.
F. Buckling of vane Maximum of 0.020 inch Not repairable. Replace stage 1
trailing edge from straight line nozzle assembly.
(2). per segment. Sum all
buckling not to
exceed 0.240 inch per
assembly.
G. Plugged cooling Not allowed. Any amount. Using appropriate
holes (10). size wire or pin,
clean the holes.
Flow-check nozzle
segments, using
smoke or water to
verify that all
cooling holes are
open.
H. Missing pieces
due to burning
erosion, or FOD
on:
(1) Vane Full radial height, Not repairable. Replace stage 1
trailing 1/8 inch from edge or nozzle assembly.
edge (2). 3/8 inch high, 5/8
inch from edge (one
per vane).
(2) Inner and Two areas per segment Not repairable. Replace stage 1
outer bands up to 1/2 inch x 1/8 nozzle assembly.
(1, 5). inch from edge (one
per side) if no metal
piece extends into
airstream.
(3) Other areas Not allowed. Not repairable. Replace stage 1
of vane nozzle assembly.
(3).
* * * FOR CT7-2A, CT7-2D

MM72-40-00
I. Flaking or
missing coating
on:
(1) Surface A An area 0.250 inch Not repairable. Replace stage 1
(where long maximum, at two nozzle assembly.
face-type locations per
seal segment.
contacts
segments).
(2) All other Any amount. Not applicable. Not applicable.
areas.
* * * FOR ALL
J. Nozzle ring (7)

for:
(1) Cracks. Any number, 1/4 inch Not repairable. Replace stage 1
long maximum. nozzle assembly.
(3) Dents. Any number, 0.035 Same as usable Remove high metal
* * * FOR CT7-2A, CT7-2D, CT7-2D1

K. Nozzle support
(8) for:
(1) Cracks. Up to 6 cracks, 1/4 Not repairable. Replace stage 1
inch long maximum. nozzle assembly.
(2) Nicks, Any number, 0.015 Same as usable Remove high metal
pits, and inch deep, without limits, with high (GEK 9250, 70-42-
* * * FOR CT7-2E1
K. Nozzle support
(8) for:
(1) Cracks on:
(a) Surface Any number, any Not repairable. Replace stage 1
A. length, confined to nozzle assembly.
area above boltholes,
if cracks are not
interconnecting and
pieces are not in
danger of falling
out.

MM72-40-00
(a) Other Up to six cracks, 1/4 Not repairable. Replace stage 1

surfaces. inch long maximum. nozzle assembly.
(2) Nicks,
pits, and
scratches
on:
(a) Surface Any number, 0.015 Same as usable Remove high metal
C. inch deep, without limits, with high (GEK 9250, 70-42-
(b) Other Any number, 0.010 Same as usable Remove high metal
* * * FOR ALL
L. Combustor outer
seal (9) for:
(1) Axial 12 cracks maximum, Not repairable. Replace stage 1
cracks. 1/8 inch long, nozzle assembly.
without through
holes.
(2) Circumfer- None allowed. Not repairable. Replace stage 1
ential nozzle assembly.
cracks or
through
holes.
(4) Distortion. Any amount, if nozzle Not repairable. Replace stage 1
can be properly nozzle assembly.
installed on
combustion liner.
M. Stage 1 nozzle None allowed. Not repairable. Replace bolts.
assembly for
missing, loose,
or broken socket
head bolts (6).

MM72-40-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 601 (Sheet 1) Stage 1 Nozzle Assembly - Inspection

MM72-40-00
* * * FOR CT7-2E1
Figure 601 (Sheet 2) Stage 1 Nozzle Assembly - Inspection

3. Combustion Liner.
Go to Table 602.
TABLE 602. INSPECTION OF COMBUSTION LINER
* * * FOR ALL
Max Repairable
A. Outer and inner
shells (1, 2,
Figure 602, sheet
1) for:
(1) Circumfer- Any number, up to 2- Not repairable. Replace liner.
ential 1/2 inches
cracks in cumulative length.
shell bands Cracks between two
(3, 9). dilution holes are
allowed, if cracks
do not extend beyond
dilution holes on
either end. Cracks
crossing any number
of cooling holes are
allowed. Pieces must
not be in danger of
falling out.
(2) Axial and Any number, up to 5 Not repairable. Replace liner.
other cracks inches cumulative
in shell length. Cracks must
bands (3, not be axially in

MM72-40-00
9). line, band to band,

and must be
separated by a
minimum of 3/4 inch
circumferentially in
the same band.
Cracks may extend
through dilution
holes, but not
beyond cooling holes
on either end of
band. Pieces must
not be in danger of
falling out.
(3) Connecting Connection of any 2 Not repairable. Replace liner.
cracks in cracks is allowed,
shell bands if length of
(3, 9). individual cracks
does not exceed
limits specified in
items A (1) and A
(2), and pieces are
not in danger of
falling out.
Connection of 3 or
more cracks is not
allowed.
(4) Cracks in Any number from Not repairable. Replace liner.
igniter boss igniter boss hole,
tack weld not to exceed limits
(23, sheet specified in items A
2). (1) through A (3).
Axial cracks
extending forward
from hole through
the dome-to-shell
weld joint,
continuing in the
dome, are allowed.
Connecting cracks
are allowed, if
pieces are not in
danger of falling
out.
(5) Holes Six per shell band, Not repairable. Replace liner.
(caused by if diameter of hole
burning) or does not exceed 3/16
missing inch and if cracks
pieces. extending from
defect have been
repair-welded.

MM72-40-00
(6) Dents and Contour of defective Any amount that can Cold-work shell
local area must not be be reworked to band to adjacent
distortion more than 1/8 inch usable limits. undistorted
due to high above or below contour (GEK 9250,
temperature. adjacent undistorted 70-47-05).
contour. Fluorescent
penetrant-inspect
(GEK 9250, 70-32-
02, Class C). No
cracks allowed.
(7) Nicks, Any number, 0.010 Same as usable Blend high metal
scratches, inch deep without limits, with high to adjacent
and gouges. high metal. metal. contour (GEK 9250,
70-42-00).
B. Cooling lips (10,
sheet 1) for:
(1) Cracks. Any number of Not repairable. Replace liner.
cracks, 3/16 inch
long, if no piece is
in danger of falling
out. Cracks may join
shell band cracks.
(2) Burnout. Five per lip if Five per lip if Blend (GEK 9250,
depth of defect does width of defect does 70-42-00) and
not exceed 3/32 inch not exceed 3/16 inch cold-work
and there is no high at any point. defective area as
metal along the necessary to
edges of the defect eliminate high
which extend into metal and sharp
the gas flow or edges.
cooling flow. Fluorescent-
penetrant inspect
(GEK 9250, 70-32-
02, Class C). No
cracks allowed.
(3) Distortion Any amount. Any amount that can Cold-work lip
be reworked to contour until it
usable limits. visually matches
adjacent
undistorted
contour (GEK 9250,
70-47-05).
Fluorescent-
penetrant inspect
(GEK 9250, 70-32-
02, Class C). No
cracks allowed.
C. Dome (12) for:
(1) Cracks. Any number, up to 1- Not repairable. Replace liner.

MM72-40-00
1/2 inches long, if

cumulative length of
all cracks does not
exceed 4-1/2 inches,
and pieces are not
out. Parallel cracks
must be separated by
a minimum of 3/4
inch. Axial and
radial cracks may
extend through the
dome-to-shell weld
joint. However,
these cracks must
not extend past
cooling holes in the
first shell band
except in the
igniter eyelet area,
as specified in item
R.
(2) Connecting Up to 2 cracks may Not repairable. Replace liner.
cracks. be connected, if
length of individual
cracks does not
exceed limits of
item (1) and pieces
falling out.
(3) Circum- None allowed. Not repairable. Replace liner.
ferential
cracks in
fusion weld.
(4) Dents, No visible Any amount that can Cold-work defect
buckles, and distortion from be reworked to to usable limits
warps. normal contour usable limits. (GEK 9250, 70-47-
allowed. 05). Fluorescent
penetrant-inspect
(GEK 9250, 70-32-
02, Class C). No
cracks allowed.
(5) Nicks, Any number, 1/64 Same as usable Blend high metal
scratches, inch deep, without limits, with high to adjacent
70-42-00).
(6) Plugged Not allowed. Any amount. Determine size of
cooling defective hole by
holes and measuring diameter
carbon of nondefective

MM72-40-00
buildup. hole in same band,

using wire gages
or various size
drill bits. After
determining hole
size, run the
proper size drill
through defective
hole taking care
not to drill into
cooling lip behind
hole.
D. Splash plate (13)
for:
(1) Cracks. Any number, any If pieces of
length, if no pieces material are in
are in danger of danger of falling
falling out. out;
(a) Remove pieces Blend or grind to
if remaining remove pieces (GEK
splash plate 9250, 70-42-00).
area is 50% or
more.
(b) Not repairable Replace liner.
if remaining
splash plate
area is less
than 50%.
(2) Erosion/ Any amount, as long Not repairable. Replace liner.
burnout. as 50% of splash
plate area remains.
(3) Buckling. Allowed at corners Any amount that can Cold-work defect
and along edges and be reworked to to usable limits
if burned edges are usable limits. (GEK 9250, 70-47-
smooth. 05). Cracks are
allowed if limits
specified in item
(1) are met.
NOTE: Carbon deposits must be present (see 72-00-00, INSPECTION). No carbon deposits
indicate plugged fuel injector. Remove and clean (73-00-00) any fuel injectors
whose "signature" (lack of carbon) indicates plugged or low flow condition.
(4) Carbon Any amount if Any amount. Clean combustion
deposits. primary swirler (15) liner (CLEANING).
can move freely, and
injector opening is
not visibly blocked.
* * * FOR CT7-2D1, CT7-2E1

MM72-40-00
(5) Missing or Any amount if Not repairable. Replace liner.

spalled criteria in item (1)
coating. are within usable
limits.
* * * FOR ALL
E. Primary swirlers
(15) for:
(1) Cracks. None allowed. Not repairable. Replace liner.
• IF LIQUID CONTACTS EYES, FLUSH THEM THOROUGHLY WITH WATER. AFTER PROLONGED SKIN
CONTACT, WASH CONTACTED AREA WITH SOAP AND WATER. IF VAPORS CAUSE DIZZINESS, GO
TO FRESH AIR.
(2) Seizure. Swirler (15) must Any amount. Work swirler free,
slide freely between using penetrating
retainer (14) and oil to help free
combustion liner seized parts.
swirler (21). Check retainer for
distortion when
swirler is free.
Clean part (GEK
9250, 70-21-01).
scratches, inch deep, without limits with high to adjacent
70-42-00).
(4) Damaged or Not allowed. Not repairable. Replace liner.
missing
anti-
rotation
tab.
(5) Leaf spring Spring must return Not repairable. Replace liner.
(16) action. primary swirler to
its maximum radially
outward position.
(6) Radial wear 3/8 inch maximum Not repairable. Replace liner.
at bore (Dia bore diameter.
X).
F. Retainer (14)

MM72-40-00
for:
(1) Cracks in None allowed. Not repairable. Replace liner.
parent
metal.
fusion
welds.
(3) Distortion. Any amount if Any amount. Cold-work retainer
primary swirler (15) to usable limits
moves freely. (GEK 9250, 70-47-
05), and check for
seizure.
Fluorescent
penetrant-inspect
(GEK 9250, 70-32-
02, Class C). No
cracks allowed.
G. Igniter and
primer ferrules
(19) for:
(1) Cracks. None allowed. Not repairable. Replace liner.
TO FRESH AIR.
(2) Seizure. Ferrule (19) must Any amount that can Work ferrule free,
slide freely between be repaired to using penetrating
ferrule retainer usable limits. oil to help free
(18) and eyelet seized parts.
flange (17). Check retainer for
distortion when
ferrule is free.
Degrease part (GEK
9250, 70-21-01).
scratches, inch deep, without limits, with high to adjacent
70-42-00).
H. Ferrule retainers
(18) for:

MM72-40-00
parent
metal.
fusion
welds.
(3) Distortion. Ferrule (19) must Any amount that can Cold-work to the
slide freely between be repaired to the usable limits (GEK
the ferrule retainer usable limits. 9250, 70-47-05),
(18) and the eyelet and check for
flange (17). seizure.
Fluorescent
penetrant-inspect
(GEK 9250, 70-32-
02, Class C). No
cracks are
permitted.
I. Cowl (20) for:
(1) Cracks. None permitted. Not repairable. Replace the liner.
(2) Dents. Any number, 0.030 Any number. Cold-work the dent
inch maximum from to the usable
normal contour. limits (GEK 9250,
70-47-05).
Fluorescent
penetrant-inspect
(GEK 9250, 70-32-
02, Class C). No
cracks are
permitted.
(3) Nicks, Any number, 0.010 Same as the usable Blend the high
scratches, inch deep, without limits, with high metal (GEK 9250,
and gouges. high metal. metal. 70-42-00).
J. Combustion liner
swirler (21) for:
(1) Cracks. None permitted. Not repairable. Replace the liner.
(2) Bends. Any amount, if the Any amount. Cold-work to the
movement of the usable limits (GEK
primary swirler (15) 9250, 70-47-05).
is not restricted. Fluorescent
penetrant-inspect
(GEK 9250, 70-32-
02, Class C). No
cracks are
permitted
(3) Contam- Not permitted. Any amount. Remove the
ination or contamination or
debris. the debris.
* * * FOR CT7-2A, CT7-2D

MM72-40-00
(4) Bends or Any amount, if the Any amount. Cold-work to the

distortion air gap of 0.027- usable limits (GEK
at ID. 0.031 inch is 9250, 70-47-05).
maintained through Fluorescent
360°. penetrant-inspect
(GEK 9250, 70-32-
02, Class C). No
cracks are
permitted.
* * * FOR CT7-2D1
(5) Bend or Any amount, if the Any amount. Cold-work to the

at ID. 0.039 inch is 9250, 70-47-05).
(GEK 9250, 70-32-
02, Class C). No
cracks are
permitted.
* * * FOR CT7-2E1
(6) Bend or Any amount, if the Any amount. Cold-work to the

at ID. 0.046 inch is 9250, 70-47-05).
(GEK 9250, 70-32-
02, Class C). No
cracks are
permitted.
* * * FOR ALL
K. Inner band (7) Any amount, if the Not repairable. Replace the liner.
for burnout. defect does not
extend forward more
than 3/16 inch, and
the width is less
than 1/8 inch.
L. Guides (11) for:
(1) Cracks. None permitted Not repairable. Replace the liner.
(2) Nicks, Any number, 1/64 Same as usable Blend the high
scratches, inch deep, without limits, with high metal to adjacent
70-42-00).

MM72-40-00
M. Seal (4) for Any number, 1/64 Same as the usable Blend the high
nicks, scratches, inch deep, without limits, with high metal and sharp
and gouges. high metal and metal and sharp corners (GEK 9250,
without sharp corners. 70-42-00).
corners along the
edges of defect.
N. Seal support (5)
and outer band
(6) for:
(1) Cracks in Any number, 1/4 inch Not repairable. Replace the liner.
parent long.
metal.
(2) Cracks in None permitted. Not repairable. Replace the liner.
fusion
welds.
(3) Dents, No visible Any amount. Cold-work the
buckles, and distortion of defect to the
warps. annular slot formed usable limits (GEK
by the outer band 9250, 70-47-05).
and the seal Fluorescent
support. penetrant-inspect
(GEK 9250, 70-32-
02, Class C). No
cracks are
permitted.
(4) Areas of Any number, if Not repairable. Replace liner.
surface thickness of seal or
erosion band at defect is
caused by not less than 1/2
overtem- inch the thickness
perature. of the adjacent
nondefective area.
O. Seal support (5) Not allowed. Not repairable. Replace liner.
for burned
trailing edge.
P. Outer band (6) Any amount, if Not repairable. Replace liner.
for burnout of defect does not
trailing edge. extend forward more
than 3/16 inch.
Q. Support (8) for:
parent
metal.
fusion
welds.

MM72-40-00
scratches, inch deep without limits, with high to adjacent

70-42-00).
(4) Loose or None allowed. Not repairable. Replace liner.
missing
headed pins
(25).
R. Outer shell band Any number of cracks Not repairable. Replace combustion
(3) for cracks in from igniter eyelet liner.
the area of hole not to exceed
igniter eyelet length limits
(22). specified in items
A.(1) and A.(2).
Axial cracks
extending forward
from eyelet hole
through the dome-to-
shell weld joint,
continuing in the
dome are allowed.
Connecting cracks
are allowed if
pieces are not in
danger of falling
out.
S. Igniter boss tack
welds (23, sheet
2) for:
* * * FOR CT7-2A, CT7-2D, CT7-2D1

(1) Length. Tack weld length no Any amount below Repair tack welds
less than 0.200 usable limits. (REPAIR 001).
inch.
(2) Cracks. None allowed. Any amount. Repair tack welds
(REPAIR 001).
* * * FOR CT7-2E1
(1) Length. Tack weld length no Not repairable. Replace combustion
less than 0.200 liner.
inch.
(2) Cracks. None allowed. Not repairable. Replace combustion
liner.
* * * FOR ALL
T. Combustion liner Not allowed. Any amount, if Remove deposits
for aluminum parent material is (GEK 9250, 70-21-
silicon deposits. undamaged. 07).
U. Combustion liner Any amount, if Any amount. Determine size of
for foreign cooling holes are defective hole by

MM72-40-00
material and not plugged. using wire gauges

metal splatter. or various size
drill bits. After
determining hole
size, run proper
size wire or drill
bit through hole,
taking care not to
damage cooling lip
behind hole.
V. Plugged cooling Not allowed. Any amount. Determine size of
holes. Refer to defective hole by
Figure 603, using wire gauges
sheets 1, 2, 3, or various size
or 4, as drill bits. After
applicable for determining hole
location and size size, run proper
of cooling holes. size wire or drill
bit through hole,
taking care not to
damage cooling lip
behind hole.

MM72-40-00
* * * FOR ALL
Figure 602 (Sheet 1) Combustion Liner - Inspection (Typical)

MM72-40-00
* * * FOR ALL

MM72-40-00
* * * FOR ALL

MM72-40-00
* * * FOR CT7-2A
~~ COOUNCI ttO!.Z SIttS IWO OnC_tlONS

lOCATION
O". ." ..l l i
~. ~ U COAO\IPS ~ " !IOU' ~,. HOI.lS;k O.Ott - O.o.e ~

12 GROUPS Of' 'iO..fS ( lotItOU!S~ o.Ol3 • O.OJ' OIA
CVITERfO PATTERN 0tiI S'MI'Il.ERS.
~ .~ l12HOlU 0 _021 _ 0_033 1M CEHTetHI Pol. nHIN ON
M ·M
"""""
2tlHOlfS O_Oll _ 0 Gl7 1M CEI<fTER£D PATTERN ON
"""-"".
AT·AT I 1tOW. x.. HOll'S OM' 0.0lS or...
,., 2 ROWS. 13Z HOlES EACH QIoI HOI..fS ~ O_o:!II _ 0_030 OIA
-.-
IIY _8V tROW. 132ItOU!S
~
001' · 0=0IA
HOlES. OOU· 0 045 IlIA
..... """ O.OM _ I) ~ CIA..

88-es 12 GROUPS Of' 10 HOLU 11%0 HOI.ES ~
12 GROUPS OF • HOlES IW HOI.U ~ O.OU • 0.045 DIo\
CEHl!:~OP"'TT~ ON SWIfItSlS.
~ . ~ -~, o Oll _ O_1Il7 OIA
0._ _ O.OoU OIA
m ·m -~,
E·E 1I2HO!.fS, 0.030 _ 0.034 IlIA
2 1tOWS. III HOUS UoCH (1112 ItOU!S ~ DOl . 002201A

'"'
,., 1 ROW . ... ItOU!S. 0.040 _00'-' OIA
I AU. DIMENSIONS
NU! IH INCMU
Figure 603 (Sheet 2) Combustion Liner - Inspection

MM72-40-00
* * * FOR CT7-2D
""'""" ""'"
""''''''''
CCQJt.IG I1OU! 5IZ6 NIIJ ~5CI'!W>l1OHS
~~-
", . ", 12 GItOIJIOSOf' " ttOlt$ I' ~ HOltS) OOllO _O Otot!M.

12 GROUPS Of' , I HOI.El ll » HOlES) OOl3 _0G31 1M
UHl'£Rf.D ""TTERN ON SWIRURS.
M ·M 2 ~ 0# \. HOlU(2j HOlLS o~ . O,o.u. OIA.

10 GRO.IP$ Of' '" IiOl£S 1 1~ ttOU.S~ 0 .030 _ 0 03< 1M,
~~~J~1!.~~J) 0 025 d 102UM.
~ . ~ !2GROUPS 01' 1~ HOlES !1" HOlElIk O.oJl · 0.0'21M.

12 ClROU'I 01' '2HOl.fS C' .... HOl£S ~ O,029 . 0033CM
C&lTfRED "'" ~ ON SWIRt.£RS
AT _AT 1 ROW, 2toI t4Ol£3. 0.02$ · 0_0lI0.
,., 2 ROWS. 112 HOUS EACH ns. HOUiS k 0 _01' _ a_QZZ 1M
-." ."-
M · Y
, ROW. l12HOlE5:
4CttOU.S:
...........
OO< ' _ O04~~
0.01' • O.0Z21l1A
12 GROUPS 01' I O ttOLe S ( l20HOl.f.S ~ 0.0<& - 0.0$0 1M.

11 GROUPS 01' S tO..fS IIIIII1CllU) 0 ,011 · 00050l0III.
CEHTVttD PATTERN Ott SWRVtS.
~ . ~ 12 GROUPS Of 10 HOLfS U 20 HOl£st ,~ O!)l2 1M.

12 GMIUPS Of'l " 01..1:1 I" ttOu:SJ' 0.0» _00)1010II
CEHlatEO PATTERN ON SWIRL£RS.
flO · eo 2Ot11OU!S. 0_0-0 • 0 OM CIA
",.,." IUHOlU 0.030 · O.1)).f CIA

2 J!OWS. \l1li HOt.U EACH 1' 92 HOI..ES~ 0 ,01' • 0 .022 1M
,., , ROW "HOlES o0t0 _a,ow 1M
I AU. NOW M' , ' "

AlIt! 1M IHCItU
I
5015067-00

MM72-40-00
* * * FOR CT7-2D1, CT7-2E1

* * * FOR ALL
4. Face-Type Seal.
Go to Table 603.
TABLE 603. INSPECTION OF FACE-TYPE SEAL
Max Repairable
Face-type seal
(Figure 604) for:
A. Cracks. None allowed. Not repairable. Replace seal.
B. Heights. 0.210 inch minimum. Any amount. Replace seal.
C. Height 0.020 inch maximum. Any amount. Replace seal.
variation.

MM72-40-00
D. Nicks, dents,
and scratches
on:
(1) Sealing None permitted. Not repairable. Replace the seal.
surfaces.
(2) Other areas. Any number, without Any number, with Blend the high
high metal. high metal. metal (GEK 9250,
70-42-00).
E. Wear on sealing 0.002 inch reduction Not repairable. Replace the seal.
surfaces. of coating thickness
in areas A and B
compared to unworn
thickness.

MM72-40-00
* * * FOR ALL
Figure 604 Face-Type Seal - Inspection

5. Stage 1 Turbine Nozzle Shield.
A. Go to Table 604.
TABLE 604. INSPECTION OF STAGE 1 TURBINE NOZZLE SHIELD
Shield (Figure
605) for:
A. Cracks. None permitted. Not repairable. Replace the shield.
B. Nicks, Any number, 0.010 Same as the usable Blend the high metal
C. Distortion Not allowed. Any amount. Cold-work shield to
(visually original contour
noted). (GEK 9250, 70-47-
05). Fluorescent
penetrant-inspect
(GEK 9250, 70-32-02,
Class C). No cracks
allowed.

MM72-40-00
* * * FOR ALL
Figure 605 Stage 1 Turbine Nozzle Shield - Inspection

6. Cooling Plate Seal Ring.
Go to Table 605.
TABLE 605. Inspection of Cooling Plate Seal Ring
Seal ring (Figure
606) for:
A. Breaks. None allowed. Not repairable. Replace ring.
B. Nicks, Any number, 0.005 Same as usable limits, Blend high metal
dents, and inch deep, without with high metal. (GEK 9250, 70-42-
scratches. high metal. 00).
C. Flat 0.010 inch wide Not repairable. Replace ring.
spots. maximum on entire
circumference.
D. Distortion Not allowed. Not repairable. Replace ring.
(visually
noted).
E. Fretting. Polished or burnished Same as usable limits, Blend high metal
surface is allowed, with high metal. (GEK 9250, 70-42-
without high metal. 00).

MM72-40-00
* * * FOR ALL
Figure 606 Cooling Plate Seal Ring - Inspection

7. Inspection of Stage 1 Nozzle Support.
Go to Table 606.
TABLE 606. INSPECTION OF STAGE 1 NOZZLE SUPPORT
Max Repairable
Nozzle support
(Figure 607) for:
A. Cracks at:
(1) Surfaces A Any number, any Not repairable. Replace support.
and B. length confined to
area above holes, if
cracks are not
interconnecting and
pieces are not in
danger of falling
out.
(2) Other None allowed. Not repairable. Replace support.
surfaces.
B. Nicks, pits, and Any number, 0.020 Any number, 0.020 Blend high metal
scratches. inch deep, without inch deep, with high (GEK 9250, 70-42-
C. Overall width of 0.748-0.754 inch. Not repairable. Replace support.
support
(dimension Y).
D. Wear in holes:
(1) Diameter A. 0.242 inch diameter Not repairable. Replace support.

MM72-40-00
maximum.
(2) Diameter B. 0.193 inch diameter Not repairable. Replace support.
maximum.

MM72-40-00
* * * FOR CT7-2A, CT7-2D
Figure 607 (Sheet 1) Stage 1 Nozzle Support - Inspection

MM72-40-00
* * * FOR CT7-2D1, CT7-2E1
Figure 607 (Sheet 2) Stage 1 Nozzle Support - Inspection

MM72-40-00
HOT SECTION MODULE - CLEANING
* * * FOR ALL
TASK 72-40-00-100-801
This section provides instructions for cleaning components of the hot section
Table 701 provides parts cleaning summary for components of the hot section
module.
Combustion Liner 70-21-02, 70-21-07 ---
Cooling Plate Seal Rings 70-21-01, 70-21-02 ---
Face-Type Seal 70-21-01, 70-21-02 ---
Stage 1 Nozzle Assembly 70-21-01, 70-21-07 Para 3
Stage 1 Turbine Nozzle Shield 70-21-01, 70-21-02 ---
3. Removal of Aluminum Silicon Deposits.
WARNING: CORROSION REMOVING COMPOUND (WITHOUT SODIUM CYANIDE)
MIL-C-14460, TYPE I
• HIGHLY REACTIVE - DO NOT MIX WITH STRONG ACIDS SUCH AS NITRIC AND SULFURIC
ACIDS. REACTION WITH METALS RELEASES FLAMMABLE HYDROGEN GAS.
• WHEN ADDING SOLID TO WATER, STIR IN SLOWLY. TO AVOID SPLATTERING ANY
SOLUTION, CONTROL HEAT BELOW ITS BOILING POINT.
INHALATION OF POWDER CAN CAUSE LUNG DAMAGE.
• IF ANY SOLUTION OR POWDER CONTACTS SKIN OR EYES, FLUSH AFFECTED AREA
THOROUGHLY WITH WATER. GET IMMEDIATE MEDICAL HELP. IMMEDIATELY CHANGE ANY
CONTAMINATED CLOTHING.
• WHEN MIXING POWDER INTO SOLUTION, WEAR APPROVED GLOVES, FACE SHIELD, AND
APRON.
• HANDLING OF HOT PARTS WITH BARE HANDS MAY CAUSE REDDENING AND BLISTERING OF
SKIN, OR THIRD DEGREE BURNS.
• IF SKIN IS BURNED, IMMERSE CONTACTED AREA IN COLD WATER FOR 10 MINUTES. IF
PAIN OR BLISTERING PERSISTS, IMMEDIATELY GET MEDICAL ATTENTION.
A. Immerse stage 1 nozzle assembly in a tank containing 2 to 2-1/2 pounds of
corrosion removing compound (MIL-C-14460), Type I, per gallon of tap water for
30 minutes at 190°-200°F (88°-93°C).
B. Remove stage 1 nozzle assembly from solvent tank, and immerse assembly in a

MM72-40-00
HOT SECTION MODULE - CLEANING
dip-rinse tank containing water at 140°-180°F (60°-82°C).

C. Remove stage 1 nozzle assembly, and spray-rinse it with water.

MM72-40-00, REPAIR 001
HOT SECTION MODULE - IGNITER BOSS ON COMBUSTION LINER - REPAIR
* * * FOR ALL
TASK 72-40-00-300-801
This procedure provides instructions for repairing tack welds on igniter boss of
combustion liner.
2. Procedure.
A. Using a stainless steel wire brush or a small carbide rotary file installed in
a hand-held air or electric powered motor, remove surface oxides from
defective tack weld and adjacent parent material of igniter boss and outer
shell. Do not appreciably reduce parent metal thicknesses.
• AVOID PROLONGED OR REPEATED CONTACT WITH DUST. INHALATION OF DUST MAY CAUSE
TEMPORARY COUGHING AND WHEEZING, RESPIRATORY TRACT IRRITATION, AND
HELP.
B. Grind existing defective tack weld down to remove excessive weld but do not
break uncracked welds.
WARNING: ACETONE
O-A-51
SURFACES.
AIR.
CONTAINER.
CONTINUITY.
C. Degrease tack weld areas using acetone or equivalent.
WARNING: DRY ICE
BB-C-104
• CONTACT OF SKIN WITH SOLID WILL CAUSE SEVERE BURNS OR FROSTBITE OR BOTH.
PROLONGED INHALATION OF VAPOR MAY CAUSE INCREASED HEART RATE, SHORTNESS OF
BREATH, SWEATING, AND HEADACHE.
MM72-40-00, REPAIR 001
• IF ANY SOLID CONTACTS THE SKIN, IMMEDIATELY FLUSH AFFECTED AREA WITH WATER.
DO NOT RUB AFFECTED AREA. IMMEDIATELY GET MEDICAL HELP.
• IF VAPORS CAUSE HEADACHE OR SWEATING, GO TO FRESH AIR.
• WHEN HANDLING SOLID (OR WHEN HANDLING PARTS CHILLED BY DRY ICE), WEAR
APPROVED PROTECTIVE GLOVES.
D. Using dry ice, thoroughly chill igniter boss and adjacent shell areas for a
NOTE: Refer to Figure 801 for weld sequence if all three require repair.
E. Weld igniter boss to outer shell at position (1) with a tack weld 0.20-0.30
inch long (measure with tack-weld length gage (LMT 765)). Weld should be a
minimum of 0.04 inch high. Direct arc at root of joint to assure good root
penetration. Favor shell side slightly since it is thicker than igniter boss.
Refer to Table 801 for weld data.
WARNING: DRY ICE
BB-C-104
OBSERVE WARNING PRECEDING PARAGRAPH D.
F. As soon as weld bead has cooled enough to remove torch gas (color of heat has
disappeared) cool area to room temperature using dry ice or with a blast of
clean shop air.
G. Repeat steps D, E, and F, if necessary, at other two tack welds in sequence
shown in Figure 801.
H. White-light-inspect (GEK 9250, 70-32-11) repaired tack weld and adjacent areas
for cracks. None allowed.
I. Assemble combustion liner and a slave midframe, combustion inner liner, outer
balance piston seal and a stage 1 nozzle using a minimum of four equally
spaced bolts. Make a trial installation of a slave igniter into combustion
liner repaired igniter boss to assure that a normal installation can be made.
TABLE 801. WELD DATA
Material Filler Torch Gas Backup Machine
Component to be to be Wire Flow Gas Flow Current Weld
Welded Welded Material (CFH) (CFH) (Amperes) Contour
NOTE: • Read welding section in GEK 9250, 70-41-00 before using this table.
• Fluorescent penetrant-inspect (GEK 9250, 70-32-02, Class C) all repair welds
for cracks, unless otherwise noted.

MM72-40-00, REPAIR 001
• Use a 1/16 inch diameter, pointed, 1% thoriated tungsten electrode.

• Use 1/32-1/16 inch diameter filler wire (1/32 inch preferred for most repairs).
Igniter Boss to Hastelloy Hastelloy 8-14 None 30-45 DC Fillet
Outer Shell X (AMS X (AMS Argon Straight
5754) 5798) Polarity

MM72-40-00, REPAIR 001
* * * FOR ALL
Figure 801 Tack Weld Locations for Combustion Liner Igniter Boss

MM72-40-00, REPAIR 002
HOT SECTION MODULE - BOLTS AND/OR CLINCH NUTS ON B-SUMP HOUSING - REPAIR
* * * FOR ALL
TASK 72-40-00-300-802
This procedure provides instructions for removing broken bolts and/or damaged
clinch nuts on B-sump housing.
2. Procedure.
A. Remove outer balance piston seal and combustor inner shroud (72-30-00, REMOVAL
AND INSTALLATION).
B. Remove any broken bolts from B-sump housing flange.
C. Inspect B-sump housing for damaged self-locking clinch nuts. If damaged,
replace nut (GEK 9250, 70-48-13).
D. Install outer balance piston seal and combustion inner shroud (72-30-00,

MM72-41-00
REPLACEMENT OF STAGE 1 AND 2 TURBINE BLADE DAMPERS - DISASSEMBLY AND ASSEMBLY
* * * FOR ALL
TASK 72-41-00-400-801
NOTE: • Verify that the gas generator turbine rotor components do not exceed the
cycle life limits in CHAPTER 5, SERVICE LIFE LIMITS.
• If at any time a balance weight is misplaced and/or a confusion arises to the
exact location of a balance weight or blade location during reassembly of
either stage 1 or 2 rotor, return the entire GG rotor assembly to the
overhaul shop.
A. This section provides instructions for the removal and installation of the
stage 1 and 2 turbine blade dampers. Refer to 72-40-00, REMOVAL to remove the
power turbine module.
B. Clean stage 1 and 2 gas generator turbine rotor assemblies using the procedure
for Hot Section Cleaning of Engine Operating in a "Dirty" Environment (refer
to 72-00-00, CLEANING 000 (CT7-2A/-2D/-2D1) or 72-00-00, CLEANING 000 (CT7-
2E1)).
C. Inspect stage 1 and 2 gas generator turbine rotor assemblies (refer to 72-41-
00, INSPECTION). If neither assembly meets acceptable limits, send both
assemblies to overhaul shop.
D. Try to insert a 0.0015 inch thickness gage between stage 1 turbine forward and
aft cooling plates and stage 1 turbine disk, and between stage 2 turbine
forward and aft cooling plates and stage 2 turbine disk, as shown in Figure
401. Gage must not enter. If the gage enters, return both the rotor and the
stator assemblies to overhaul shop.

MM72-41-00
* * * FOR ALL
Figure 402 Cooling Plates Thickness Gage Checks (Typical)

A. Disassemble the stage 1 turbine rotor assembly as follows:
WARNING: DYKEM STAIN
DX-100
• FLAMMABLE - KEEP AWAY FROM HEAT, SPARKS, AND OPEN FLAME.
• USE IN WELL-VENTILATED AREA. AVOID PROLONGED OR REPEATED BREATHING OF
VAPORS.
• IF SUBSTANCE GETS IN EYES, FLUSH EYES WITH WATER FOR AT LEAST 15

MM72-41-00
• IF SUBSTANCE CONTACTS SKIN, WASH CONTACTED AREA WITH SOAP AND WATER.
• DO NOT TAKE INTERNALLY.
(1) Using a Dykem marker, or equivalent mark a line on the stage 1 turbine
forward and aft cooling plates (3, 9, Figure 402) and on the forward and
aft faces of the stage 1 turbine disk (5) near the "0" matchmarks on the
disk to identify the positioning of cooling plates.
(2) Remove the sealing ring (11) from the aft ID of the aft cooling plate (9)
and set the sealing ring aside for reinstallation later.
* * * FOR ALL
(3) While wearing leather palm gloves, place the stage 1 turbine rotor assembly
with the forward end down, onto a bench.
NOTE: • No. 1 blade is the first one to the right of the "0" matchmark. Numbers
increase clockwise (aft looking forward).
• The "0" matchmark is on the rim of stage 1 turbine aft cooling plates.
(4) Using a Dykem marker, or equivalent to number the blades 1 through 34.
Start with the No. 1 blade, which is to the right of "0" matchmark
clockwise aft looking forward.
(5) Wrap two turns of vinyl tape around the stage 1 turbine rotor blade (6)
tips so that the blades are forced towards the center of the disks.
Observe Warning Preceding Step 3.
(6) While wearing leather palm gloves, place the stage 1 turbine rotor
assembly, aft end down onto the holding fixture (VIEW A, Figure 403). Make
sure the heads of the stage 1 turbine rotor bolts (10, Figure 402) are
positioned in the slots of the holding fixture (Figure 403).
(7) Break the torque of five self-locking nuts (1, Figure 402) in a crisscross
pattern.
(8) Continue to loosen five nuts (1) one-quarter turn at a time in a crisscross
pattern, until all nuts are completely loose.
(9) Remove and discard the five nuts (1).
(10) Using a Dykem marker, or equivalent number the balance washers (2).
CAUTION: BALANCE WASHERS (2) MUST BE INSTALLED IN THE EXACT LOCATION THAT THEY
WERE REMOVED FROM. IF NOT, ROTOR UNBALANCE MAY OCCUR.
(11) Record the balance washers (2) number and location of the washers to the
forward cooling plate (3). Balance washers must be installed in the exact
location that they were removed from. Remove washers (2).
CAUTION: DO NOT FORCE FORWARD COOLING PLATE (3) FROM TURBINE DISK (5); OTHERWISE,
PLATE MAY BE DAMAGED.
NOTE: There may be an interference fit between the cooling plate and the turbine

MM72-41-00
disk.
(12) Remove the forward cooling plate (3) from the turbine disk (5). If the
forward cooling plate is difficult to remove, do as follows:
WARNING: DRY ICE
BB-C-104
• CONTACT OF SKIN WITH SOLID WILL CAUSE SEVERE BURNS OR FROSTBITE OR
BOTH. PROLONGED INHALATION OF VAPOR MAY CAUSE INCREASED HEART RATE,
SHORTNESS OF BREATH, SWEATING, AND HEADACHE.
• IF ANY SOLID CONTACTS THE SKIN, IMMEDIATELY FLUSH AFFECTED AREA WITH
WATER. DO NOT RUB AFFECTED AREA. IMMEDIATELY GET MEDICAL HELP.
• WHEN HANDLING SOLID (OR WHEN HANDLING PARTS CHILLED BY DRY ICE),
WEAR APPROVED PROTECTIVE GLOVES.
(a) While wearing protective gloves, place the dry ice on the forward
cooling plate (3) for a minimum of 10 minutes.
(b) Insert an offset screwdriver between the turbine disk (5) and the
forward cooling plate (3), and gently remove the plate.
NOTE: Sealing ring (4) can be either a one-piece configuration or a four-piece
configuration.
(13) Allow assembly to warm to room temperature and then remove and discard the
sealing ring (4).
(14) While the assembly is still in the fixture, check for looseness of the
five stage 1 turbine rotor bolts (10). If the bolts are not loose, tap the
end of bolts with a plastic mallet to loosen them.
CAUTION: BLADED DISK ASSEMBLY MUST BE SUPPORTED WITH BOTH HANDS. BLADES MAY DROP
FROM DISK OR DISK MAY DROP FROM BLADES IF ASSEMBLY IS NOT SUPPORTED
TOGETHER.
(15) While wearing leather palm gloves, remove the assembly from the fixture
and carefully place the assembly on a bench, forward side down, resting on
curvic teeth (VIEW A, Figure 404).
(16) Remove and discard the five stage 1 turbine rotor bolts (10, Figure 402).
TOGETHER.

MM72-41-00
(17) While wearing protective gloves, remove the rotor assembly from the
holding fixture, and place the assembly with the forward end down, on the
cap plug (Figure 406). Make sure that the cap plug OD is supporting the
dovetail portion of the turbine disk, ensuring that the stage 1 blades
will not fall out of the disk.
WARNING: DRY ICE
BB-C-104
PROLONGED INHALATION OF VAPOR MAY CAUSE INCREASED HEART RATE, SHORTNESS
OF BREATH, SWEATING, AND HEADACHE.
(18) While wearing protective gloves, place the dry ice on the stage 1 aft
cooling plate for a minimum of 10 minutes.
NOTE: Do not remove the stage 1 turbine rotor bolts (10, Figure 402) before
removing the aft cooling plate.
(19) Insert an offset screwdriver between the disk and the aft cooling plate to
gently remove the aft cooling plate and turbine bolts together. Remove and
discard the five stage 1 turbine rotor bolts (10, Figure 402).
(20) Allow the rotor assembly to warm to room temperature and then remove and
discard the sealing ring (8).
(21) Using a soft non-metallic bristle brush, clean aft side of the disk (5).
TOGETHER.
(22) While wearing leather palm gloves, remove the rotor assembly from the cap
plug, and carefully place assembly on a bench with the forward side down,
resting on curvic teeth (VIEW B, Figure 404).
* * * FOR ALL
(23) Using a nylon or plastic drift and mallet, push or tap the 34 stage 1
turbine rotor blades (Figure 404) in equal increments in a clockwise
direction, until all blades touch the bench.
(24) Wrap two more turns of vinyl tape around the blade tips so that the blades
are forced towards the center of the stage 1 turbine disk.

MM72-41-00
(25) While wearing leather palm gloves, place the assembly on the bench with
the forward side up.
(26) Remove all 34 stage 1 turbine blade dampers (7, Figure 402). If the
dampers can not be removed do the following:
NOTE: Blades must be installed in the exact location from which were removed.
(a) Remove the dampers (7) with the blades (6) from the disk, by hand. Make
sure that each blade is numbered. If not, renumber the blades (refer to
step 2. A. (4).
(27) Using a soft non-metallic bristle brush, clean the forward face of the
disk (5, Figure 402). Using clean, dry, filtered, low-pressure air, blow
out any debris from the disk (5) slots.
B. Assemble the stage 1 turbine rotor assembly as follows:
* * * FOR CT7-2A, CT7-2D, CT7-2D1
NOTE: Stage 1 turbine blade dampers have a yellow marking (Figure 407).
(1) Start between the blades marked No. 1 and 2, and continuing in a clockwise
direction, insert 34 stage 1 turbine blade dampers under the blade platform
so that the yellow marking on the dampers, face toward the leading edge of
blade under the blade platform (Figure 407).
NOTE: • Steps (2), (3), and (4) are not required if dampers can be installed.
• Blades must be installed in the exact location from where the blades were
removed.
(2) If the dampers (7, Figure 402) cannot be installed, remove the blades (6)
from the disk, by hand. Make sure that each blade is numbered, if not,
renumber the blades (step 2. A. (4)).
MM72-41-00

(3) Use a soft non-metallic bristle brush to clean slots in disk, blade
platform, and blade dovetail. Use clean, dry, filtered, low-pressure air,
blow out debris from the slots and blades.
(4) Install the blades into the disk in the exact position from where the
blades were removed. Repeat step (1).
(5) Visually inspect to make sure that all the blade dampers have remained in
place, as evidenced by an unbroken band of yellow paint on the leading edge
side of the blade and disk assembly (Figure 406).
NOTE: Make sure that the end of each blade damper does not slide out from the
turbine disk past aft face when lowering the blades.
(6) Use a nylon or plastic drift and mallet to push or tap the blades (6,
Figure 402) in equal increments in a clockwise direction, until all blades
and dampers are seated properly and no blade is above the disk. Inspect for
this condition by running your fingers over the disk and blade dovetail
surfaces to be sure that the blade dampers are fully installed.
* * * FOR CT7-2E1
(7) Install the 34 stage 1 turbine rotor blades and 34 stage 1 turbine rotor
blade dampers. Refer to Figure 407A, and do as follows:
(a) Place the stage 1 turbine disk forward end up in gas generator rotor
blades and dampers assembly fixture, 2C90671G01. Use three knurled
knobs, and adjust the top plate until top plate is approximately 1/8
inch below the face of stage 1 turbine disk.
NOTE: Position number (Pos. No.) refers to starting position for blade
assembly. Blade number (Blade No.) refers to a blade container slot.
Assemble blades to rotor disk for each printout. Continue assembling
blades using the mapping sequence in a clockwise direction.
(b) Install blade No. 1 forward end up into the appropriate location of the
stage 1 disk for each stage 1 blade's mapping sequence.
NOTE: Use as little (pin head) beeswax as possible, just the sufficient
amount to hold the dampers in place to avoid unbalance.
(c) Install damper after putting a "pin head" of beeswax on each end of the
damper into the machined damper pocket of blade No. 2. Refer to Figure
407A.
NOTE: Tilting, but not removing blade No. 1 completely, can be required to
assemble blade No. 2 into the disk.
(d) Take blade No. 2 and match it with blade No. 1. Make sure that the
damper halves are seated properly into both blade No. 1 and blade No. 2
blade machined damper pockets.
NOTE: Tilting blade No. 2 can be required when assembling blade No. 3, and so
on until assembling the last blade. Take blade No. 3 with installed
damper and match it with blade No. 2. Make sure that the damper halves
are seated correctly into both blade No. 2 and blade No. 3 machined
damper pockets.
(e) Continue assembly up to blade No. 33, secure all 33 blades with yellow
MM72-41-00
tape from the tip of blade No. 1 to the tip of blade No. 33. Refer to
Figure 407A.
(f) Install dampers after putting a "pin head" of beeswax on each end of
dampers on both sides of last blade into machined damper pockets.
NOTE: Make sure that all dampers are properly seated into the machined damper
pockets.
(g) Retract the 3 knurled knobs so all blades are just barely sitting on
disk dovetails. Assemble last blade No. 34.
(h) Lower all 34 blades slightly using the knurled nuts on blade support
fixture approximately 1/8 inch from disk dovetail top surface.
(i) Verify all dampers are properly installed before lowering blades.
(j) Remove yellow tape and lower all blades until seated completely.
(k) Make sure that dampers do not hang over onto disk face seating surface.
(l) Make sure that all the blades are movable with finger pressure.
(m) Wrap blade tips with high temperature tape and secure with band clamp.
DO NOT TOUCH THE HOT PARTS WITH YOUR BARE HANDS OR SKIN. AN INJURY
CAN OCCUR.
CAUTION: MAKE SURE BLADES ARE EVEN WITH DISK FACE AND DAMPERS DO NOT OVERHANG
THE DISK FACE.
NOTE: Forward side of disk is marked.
(n) Put a 250 Watt infra-red heat lamp 1/4 inch away from the after side of
the bladed turbine disk at the disk bore. Heat the disk bore for 30
minutes minimum.
* * * FOR ALL
NOTE: • Step (8) applies to all WIDE-BORE Configurations and also to LOW-STRESS
Configurations, if the aft cooling plate (9) was removed for any reason
or was loosened.
• If the aft cooling plate (9) on LOW-STRESS Configurations was not removed,
go to step (9).
(8) If the aft cooling plate (9) was removed or loosened for any reason, do the
following:
(a) Use a soft non-metallic bristle brush to clean forward side of the
cooling plate (9).
NOTE: If the aft cooling plate (9) was loosened or removed for any reason, it
must be installed with new four-piece sealing ring configuration.
Sealing ring (8) was formerly a one-piece configuration.
(b) Install four new sealing rings (8) into the groove of the aft cooling
plate (9).
(c) Make sure that each gap on the ends of sealing rings (8) is 0.005-0.030
inch, and that the sum of gaps on each cooling plate does not exceed
0.084 inch. If the gaps are out of the limits, remove and reinstall the
sealing rings. Place the beeswax on the sealing rings to hold rings in
place.

MM72-41-00

COMPONENTS WITH ASSEMBLED BLADES AND VANES. BLADES AND VANES ARE
SHARP AND CAN CAUSE SERIOUS INJURY.
(d) While wearing protective gloves, place the rotor assembly with the
forward end down, on the cap plug (VIEW A, Figure 408). Make sure that
the cap plug OD is supporting the dovetail portion of the turbine disk,
ensuring that the stage 1 blades will not fall out of disk.
CAUTION: ROTOR BOLTS (10, Figure 402) MUST BE INSTALLED THROUGH BOLTHOLES OF
AFT COOLING PLATE (9); OTHERWISE, BOLTS AND COOLING PLATE CANNOT BE
PROPERLY INSTALLED ONTO TURBINE DISK (5).
(e) Install new rotor bolts (10, Figure 402) through the boltholes of the
aft cooling plate (9).
WARNING: DRY ICE
BB-C-104
(f) While wearing protective gloves, place the aft cooling plate (9) with
the new rotor bolts (10), aft end down, on dry ice for 20 minutes.
(g) While wearing protective gloves, place the aft cooling plate (9) on dry
ice for 20 minutes.
* * * FOR ALL
NOTE: Make sure that the end of each blade damper does not slide out from the
turbine disk past the aft face when installing the cooling plate.
(h) Remove the aft cooling plate (9) with the bolts (10), as an assembly,
from the dry ice. Be sure the sealing ring (8) is in the groove of the
aft cooling plate. Align a Dykem mark on the aft cooling plate and "0"
matchmark on aft side of the disk (5). Install the aft cooling plate
with new bolts onto the disk.
(i) Remove the aft cooling plate (9) from the dry ice. Make sure the
sealing ring (8) is in the groove of the aft cooling plate. Align a
Dykem mark on the aft cooling plate and "0" matchmark on the aft side
of the disk (5). Install the aft cooling plate with the new bolts onto
the disk.
(j) Install the new rotor bolts (10) onto the aft cooling plate (9).

MM72-41-00
(9) If the aft cooling plate (9) was not removed, install new rotor bolts (10)
through the boltholes of the aft cooling plate (9).
(10) Align the bolts with the round portion of the "D" head facing inward.
(11) Align the boltheads so that flats are aligned with, but are not touching
the ID of the cooling plate.
* * * FOR ALL
CAUTION: MAKE SURE THAT END OF BLADE DAMPERS (7) DO NOT SLIDE OUT FROM DISK (5)
WHEN REMOVING DISK FROM CAP PLUG AND INSTALLING DISK ONTO HOLDING
FIXTURE.
(12) While wearing leather palm gloves, remove rotor assembly from the cap plug
and install onto the holding fixture, forward face up (VIEW A, Figure
403). Ensure heads of bolts are positioned in the slots of fixture.
(13) Using a soft non-metallic bristle brush, clean aft side of the forward
cooling plate (3, Figure 402).
NOTE: Sealing ring (4) was formerly a one-piece configuration, it must be
replaced by new four-piece sealing ring configuration.
(14) Install four new sealing rings (4) into the groove of the forward cooling
plate (3).
(15) Make sure that each gap on the end of the sealing rings (4) is 0.005-0.030
inch, and that the sum of the gaps on each cooling plate does not exceed
0.084 inch. If the gaps are out of limits, remove and reinstall the
sealing rings. Place beeswax on sealing rings to hold rings in place.
WARNING: DRY ICE
BB-C-104
(16) While wearing protective gloves, place dry ice on the forward cooling
plate (3) for 20 minutes.
(17) Using a heat lamp or heat gun, heat the stage 1 disk assembly for 20
minutes.
(18) While wearing protective gloves, remove forward cooling plate (3) from dry
ice. Make sure that the sealing ring (4) is in the groove of the forward
cooling plate (3).
CAUTION: MAKE SURE THAT THE SEALING RING (4) DOES NOT DROP FROM FORWARD COOLING
PLATE (3); OTHERWISE, SEALING RING (4) WILL BE PINCHED BY TURBINE DISK
(5).
(19) Position a Dykem mark on the forward cooling plate (3), aft end down, and
MM72-41-00
align "0" matchmark on the disk (5) with a Dykem mark and install forward
cooling plate into the disk.
BRAYCOTE 655
CAUTION: ENSURE ORIGINAL BALANCE WASHERS (2) ARE INSTALLED IN THE EXACT SAME
LOCATIONS ON FORWARD COOLING PLATE (3). IF NOT, ROTOR UNBALANCE MAY
OCCUR. IF DOUBT EXISTS TO LOCATION OF WASHERS, SEND ENTIRE GG
ROTOR/STATOR TO OVERHAUL SHOP.
CAUTION: ENSURE ORIGINAL BALANCE WASHERS (2) ARE INSTALLED IN THE EXACT SAME
LOCATIONS AND THE BALANCE WASHERS ARE INSTALLED WITH CHAMFER FACING
STAGE 1 FORWARD COOLING PLATE AND THAT WASHERS ARE CENTERED ON STAGE 1
FORWARD COOLING PLATE. IF DOUBT EXISTS AS TO SAME EXACT LOCATION, SEND
ENTIRE GG ROTOR/STATOR ASSEMBLY TO OVERHAUL SHOP.
* * * FOR ALL
(20) Lubricate the nuts (1) with antiseize thread compound (Braycote 655).
Install the original balance washers in the exact bolt location from where
they were removed. Install nuts (1) onto the bolts (10).
NOTE: • Side of the boltheads must not contact ID of the cooling plate (9).
• To assist in proper alignment of boltheads, shims may be positioned
between boltheads and cooling plate (9).
(21) Cross-torque the nuts (1) just enough to contact the forward cooling plate
(3). Cross-torque nuts in 10 lb in. increments.
NOTE: After torquing nuts (1), side of the boltheads must not contact ID of the
aft cooling plate (9).
(22) Cross-torque nuts (1) to 60 lb in. and then to 140-150 lb in.
(23) Visually inspect that the bolts (10) are aligned properly (step 9). If
not, loosen nuts (1) and reposition bolts (10). Then repeat step (19).
(24) Check to be sure that at least 1-1/2 threads are visible beyond nuts (1).
If threads are not exposed, do the following:
(a) Remove the cooling plates.
(b) Check sealing rings for the proper position. If out of position,
replace them.
(c) Reinstall the cooling plates.
(25) Try to insert a 0.0015 inch thickness gage between the stage 1 turbine
forward and aft cooling plates and the stage 1 turbine disk, near ears of
cooling plates (Figure 401). Gage must not enter. If gage enters, do the
following:
(a) Remove the cooling plates.
(b) Inspect the cooling plates and turbine disk for defects that would

MM72-41-00
prevent proper assembly.

(c) Using a soft non-metallic bristle brush, clean mating surfaces of
cooling plates and turbine disk.
(d) Reinstall cooling plates and new sealing rings.
(26) Remove the tape wrapped around the blade tip circumference from the
blades.
(27) Using thumbs and index finger, wiggle each blade to check for a slight
amount of movement. If there are any blades that do not move, remove
cooling plates and check for proper installation.
(28) Install a one-piece seal ring (11, Figure 402) onto aft cooling plate (9).
TT-I-735
DO NOT USE THE ALCOHOL NEAR FLAMES OR HEAT, BECAUSE THE ALCOHOL IS
FLAMMABLE. DO NOT BREATHE THE FUMES RELEASED FROM THE ALCOHOL. THE
ALCOHOL IS DANGEROUS TO YOUR EYES, NOSE, AND LUNGS. MAKE SURE YOU HAVE A
GOOD FLOW OF AIR. THE FUMES RELEASED FROM THE ALCOHOL CAN GIVE YOU A
HEADACHE, AND CAN MAKE YOU DIZZY AND SICK. DO NOT DRINK THIS ALCOHOL,
BECAUSE IT CAN MAKE YOU VERY SICK.
(29) Use Isopropyl alcohol or equivalent to remove all Dykem markings.
C. Disassemble the stage 2 turbine rotor assembly as follows:
WARNING: DYKEM STAIN
DX-100
• FLAMMABLE - KEEP AWAY FROM HEAT, SPARKS, AND OPEN FLAME.
• USE IN WELL-VENTILATED AREA. AVOID PROLONGED OR REPEATED BREATHING OF
VAPORS.
• IF SUBSTANCE GETS IN EYES, FLUSH EYES WITH WATER FOR AT LEAST 15
• IF SUBSTANCE CONTACTS SKIN, WASH CONTACTED AREA WITH SOAP AND WATER.
• DO NOT TAKE INTERNALLY.
(1) Using a Dykem marker, or equivalent mark a line on the stage 2 turbine
forward and aft cooling plates (2, 8, Figure 409), and on the forward and
aft faces of the stage 2 turbine disk (6), near the "0" matchmarks on disks
to identify positioning of cooling plates.
(2) Remove the sealing ring (13) from the forward cooling plate (2) and set the
sealing ring aside for installation later.
* * * FOR ALL
(3) While wearing leather palm gloves, carefully place the stage 2 turbine
rotor assembly, forward end down, onto a bench.
MM72-41-00
NOTE: • No. 1 blade is the first one to the right of "0" matchmark. Numbers
increase clockwise (aft looking forward).
• The "0" matchmark is on the rim of the stage 2 turbine aft cooling plates.
(4) Using a Dykem marker, or equivalent, number the blades 1 through 34,
starting with No. 1 blade, which is to the right of "0" matchmark clockwise
(aft looking forward).
(5) Wrap two turns of vinyl tape around the stage 2 turbine rotor blade (4)
tips so that blades are forced towards the center of the disks.
(6) While wearing leather palm gloves, remove assembly from bench and place the
stage 2-turbine rotor assembly, forward end down (VIEW D, Figure 403), onto
the holding fixture. Ensure heads of the self-locking nuts (1, Figure 409)
are positioned in slots of fixture.
(7) Break the torque of five self-locking nuts (11) in a crisscross pattern.
(8) Continue to loosen the five nuts (11) one-quarter turn at a time in a
crisscross pattern, until all nuts are completely loose.
(9) Remove and discard the five nuts (11).
(10) Using a Dykem marker, or equivalent, number the balance washers (10).
CAUTION: BALANCE WASHERS (10) MUST BE INSTALLED IN THE EXACT LOCATION THAT THEY
WERE REMOVED FROM. IF NOT, ROTOR UNBALANCE MAY OCCUR.
(11) Record the balance washers (10) number and location of the washers to the
aft cooling plate (8). Balance washers must be installed in the exact
location from where they were removed. Remove balance washers (10).
(12) While wearing leather palm gloves, remove the assembly from the fixture
and place the stage 2-turbine rotor assembly, aft end down, onto holding
fixture (VIEW C, Figure 403). Ensure heads of the bolts (9, Figure 409)
are positioned in the slots of fixture.
(13) Break the torque of five self-locking nuts (1) in a crisscross pattern.
(14) Continue to loosen the five nuts (1) one-quarter turn in a crisscross
pattern, until all nuts are completely loose.
(15) Remove and discard nuts (1).
CAUTION: DO NOT FORCE COOLING PLATE (2) FROM TURBINE DISK (6); OTHERWISE, PLATE
MAY BE DAMAGED.
NOTE: • Use care when handling rotor assembly with nuts (1) removed. Cooling
plates may come apart from disk.
• There may be an interference fit between cooling plate and turbine disk.
(16) Remove the forward cooling plate (2) from turbine disk (6). If the forward
cooling plate (2) is difficult to remove, do the following:
MM72-41-00
WARNING: DRY ICE

BB-C-104
(a) While wearing protective gloves, place dry ice on the forward cooling
plate (2) for a minimum of 10 minutes.
(b) Insert an offset screwdriver between the stage 2 turbine disk (6) and
the forward cooling plate (21), and gently remove plate.
NOTE: Sealing ring (3) can be either a one-piece configuration or a four-piece
configuration.
(17) Allow assembly to warm to room temperature and then remove and discard
sealing ring (3).
(18) While the assembly is still in the fixture, check for looseness of the
five-stage 2-turbine rotor bolts (9). If the bolts are not loose, tap the
end of bolts with a plastic mallet to loosen them.
TOGETHER.
(19) While wearing leather palm gloves, carefully place rotor assembly on a
bench, forward end down.
(20) Remove and discard turbine rotor bolts (9).
(21) While wearing leather palm gloves, carefully place rotor assembly on a
bench, aft end down resting on the aft cooling plate (Figure 410).
(22) Lift the stage 2 turbine rotor blades in equal increments in a clockwise
direction, until all blades are approximately 0.700 inch above the turbine
disk surface (Figure 410).
(23) Wrap two more turns of the vinyl tape around blade tips so that blades (4,
Figure 409) are forced towards the center of the turbine disk (6).
(24) Remove all 38 stage 2 turbine blade dampers (5, Figure 409). If dampers
cannot be removed, do the following:
NOTE: Blades must be installed in the exact location from where they were
removed.
(a) Remove dampers (5) with the blades (4) from the turbine disk (6) by
hand. Make sure that each blade is numbered. If not, renumber the
blades (refer to step C. (4)).

MM72-41-00

(25) Using a soft non-metallic bristle brush, clean the forward face of the
disk (6). Using clean, dry, filtered, low-pressure air to blow out any
sand or dirt from the disk (6) slots.
D. Assemble the stage 2 turbine rotor assembly as follows:
NOTE: Stage 2 turbine blade dampers (5, Figure 409) have a green (CT7-2A/-2D) or
white (CT7-2D1/2E1) marking (Figure 411 (CT7-2A/2D/2D1) and Figure 412
(CT7-2E1)).
(1) Starting between blades marked No. 1 and 2, and continuing in a clockwise
direction, insert 38 stage 2 blade dampers (5, Figure 409) under the blade
platform so that the green (CT7-2A/-2D) or white (CT7-2D1/2E1) marking
faces toward the leading edge of blade under the blade platform (Figure 411
(CT7-2A/2D/2D1) and Figure 412 (CT7-2E1)).
NOTE: • Steps (2), (3), and (4) are not required if dampers can be installed.
• Blades must be installed in the exact location from where they were
removed.
(2) If the dampers (5, Figure 409) cannot be installed, remove blades (4) from
the disk (6) by hand. Be sure that each blade is numbered, if not, renumber
the blades (step C. (4)).
(3) Using a soft non-metallic bristle brush to clean the disk (6) slots, blade
platform (Figure 409) and blade dovetail. Using clean, dry, filtered, low-
pressure air to blow out debris from slots and blades.
(4) Install blades (4, Figure 409) into the disk (6) in the exact position from
where they were removed. Repeat step D. (1).
(5) Visually inspect that all the blade dampers have remained in place,
evidenced by an unbroken band of green (CT7-2A/-2D) or white (CT7-2D1/2E1)
paint on the leading edge side of the blade and disk assembly.
MM72-41-00
NOTE: Make sure that the end of each blade damper does not slide out from
turbine disk past aft face when lowering the blades.
(6) Using a nylon or plastic drift and mallet, push or tap blades (4) in equal
increments in a clockwise direction, until all blades and dampers are
seated properly and no blade is above disk. Inspect for this condition by
running your fingers over the disk and blade dovetail surfaces, to be sure
that blade dampers are fully installed.
(7) If the aft cooling plate (8) was not removed, go to step (9). If cooling
plate was loosened or removed for any reason, do the following:
(a) Using a soft non-metallic bristle brush, clean the forward side of the
cooling plate (8).
replaced by a new four-piece configuration-sealing ring.
(b) Install four new four-piece configuration sealing ring (7) into the
groove in forward face of stage 2 aft cooling plate (8).
(c) Make sure that each gap on the ends of each sealing ring (7) is 0.005-
0.030 inch, and that the sum of the gaps on each cooling plate does not
exceed 0.084 inch. If gaps are out of limits, remove and reinstall the
sealing rings. Place beeswax on sealing rings to hold rings in place.
NOTE: Turbine sealing ring (7, 12) were formerly a one-piece configuration.
Seal ring (7) must be replaced a new four-piece configuration sealing
ring and sealing ring (12) with a new three-piece configuration sealing
ring.
(d) Install a new four-piece configuration-sealing ring (7) into the outer
groove on forward face of stage 2 aft cooling plate (8). Make sure that
each gap on the ends of each sealing ring is 0.005-0.030 inch, and that
the sum of all gaps does not exceed 0.084 inch. If the gaps are out of
limits, remove and reinstall sealing rings. Place beeswax on sealing
rings to hold ring in place.
(e) Install a new three-piece configuration-sealing ring (12) into the
inner groove of the forward end of the aft cooling plate (8).
(f) Make sure that each gap on the ends of each seal ring (12) is 0.007-
0.030 inch, and that the sum of all gaps does not exceed 0.070 inch. If
gaps are out of limits, remove and install seal rings. Place beeswax on
seal rings to hold rings in place.
* * * FOR ALL
COMPONENTS WITH ASSEMBLED BLADES AND VANES. BLADES AND VANES ARE
SHARP AND CAN CAUSE SERIOUS INJURY.
(g) While wearing protective gloves, place rotor assembly, forward end down
on cap plug (VIEW B, Figure 408). Make sure that the cap plug OD is
supporting the dovetail portion of disk, ensuring that the blades will
not fall out of disk.
WARNING: DRY ICE
MM72-41-00
BB-C-104
(h) While wearing protective gloves, place the aft cooling plate (8, Figure
409), aft end down, on dry ice for 20 minutes.
NOTE: Make sure that the end of each blade damper does not slide out from
turbine disk past aft face, when installing cooling plate.
(i) Remove the aft cooling plate (8) from dry ice. Make sure that the
sealing ring (7) is in the groove of aft cooling plate (8). Align Dykem
mark on the aft cooling plate and "0" matchmark on aft side of disk (6)
and install aft cooling plate onto disk.
(j) Remove the aft cooling plate (8) from dry ice. Make sure sealing rings
(7, 12) are in the grooves of aft cooling plate. Align Dykem mark on
aft cooling plate and "0" matchmark on aft side of disk (6) and install
aft cooling plate onto the disk.
* * * FOR ALL
(k) Install new rotor bolts (9) onto the aft cooling plate (8).
(8) If the aft cooling plate (8) was not removed using step (7), then install
new rotor bolts (9) through boltholes of the aft cooling plate (8).
(9) Align bolts with the round portion of the "D" head facing inward.
(10) Align boltheads so that flats are aligned with, but not touching the ID of
cooling plate.
* * * FOR ALL
NOTE: Make sure that the ends of blade dampers (5) do not slide out from disk
(6) when removing the disk from the cap plug and installing the disk onto
holding fixture.
(11) While wearing leather palm gloves, remove assembly from cap plug and
install onto the holding fixture, forward face up (VIEW C, Figure 403).
Ensure heads of the bolts are positioned in the slots of the fixture.
(12) Using a soft non-metallic bristle brush, clean aft side of stage 2 turbine

MM72-41-00
forward cooling plate (2, Figure 409).

replaced with a new four-piece configuration-sealing ring.
(13) Install a new four-piece configuration sealing ring (3) in to groove in
forward end of stage 2 forward cooling plate (2).
(14) Make sure that each gap on the ends of each sealing ring (3) is 0.005-
0.030 inch, and that sum of gaps on each cooling plate does not exceed
0.084 inch. If the gaps are out of limits, remove and reinstall sealing
rings. Place beeswax on sealing rings to hold rings in place.
WARNING: DRY ICE
BB-C-104
(15) While wearing protective gloves, place dry ice on the forward cooling
plate (2) for 20 minutes.
(16) Using a heat lamp or heat gun, heat the stage 2 disk assembly for 20
minutes.
(17) While wearing protective gloves, remove forward cooling plate (2) from dry
ice. Be sure that each sealing ring (3) is in the groove of forward
cooling plate (2).
CAUTION: MAKE SURE THAT SEALING RING (3) DOES NOT DROP FROM FORWARD COOLING PLATE
(2), OTHERWISE, SEALING RING (3) WILL BE PINCHED BY TURBINE DISK (6).
(18) Position a Dykem mark on the forward cooling plate (2) aft end down and
align "0" matchmark on disk (6). Install forward cooling plate onto disk.
BRAYCOTE 655
(19) Lubricate nuts (1) with antiseize thread compound (Braycote 655). Install
nuts onto bolts (9).
NOTE: • Side of boltheads must not contact ID of cooling plate (2).
• To assist in proper alignment of boltheads, shims may be positioned
between boltheads and cooling plate (8).
(20) Cross-torque nuts (1) just enough to contact the cooling plate (2). Cross-
torque nuts in 10 lb in. increments.
NOTE: After torquing nuts (1) side of boltheads must not contact ID of aft
cooling plate (8).

MM72-41-00
(21) Cross-torque nuts (1) to 60 lb in. and then to 140-150 lb in.

(22) While wearing leather palm gloves, remove assembly from fixture and
reinstall onto holding fixture, forward side down (View D, Figure 403).
Make sure that self-locking nuts (1, Figure 409) are in slots of fixture
(Figure 403).
BRAYCOTE 655
CAUTION: ENSURE ORIGINAL BALANCE WASHERS (10, Figure 409) ARE INSTALLED IN
ORIGINAL LOCATIONS ON AFT COOLING PLATE (8). IF DOUBT EXISTS TO LOCATION
OF WASHERS, SEND GG ROTOR/STATOR TO OVERHAUL SHOP.
Install the original balance washers (10) in the exact bolt location from
where they were removed. Install nuts (11) onto bolts (9).
BRAYCOTE 655
CAUTION: ENSURE ORIGINAL BALANCE WASHERS (10) ARE REINSTALLED IN THE EXACT SAME
ORIGINAL LOCATIONS AND THE BALANCE WASHERS ARE INSTALLED WITH CHAMFER
FACING STAGE 2 AFT COOLING PLATE AND THAT WASHERS ARE CENTERED ON STAGE
2 AFT COOLING PLATE. IF DOUBT EXISTS AS TO SAME EXACT LOCATION, SEND
ENTIRE GG ROTOR/STATOR ASSEMBLY TO OVERHAUL SHOP.
Install the original balance washers (10) in the exact bolt location from
where they were removed. So the washer counterbore faces aft. Install nuts
(11) onto bolts (9).
* * * FOR ALL
(25) Cross-torque nuts (11) just enough to contact the aft cooling plate (8).
Cross-torque nuts to 70-75 lb in.
(26) Visually inspect that the boltheads do not contact ID of the aft cooling
plate (8). If necessary, loosen nuts (11) and reposition bolts (9). Then
repeat step (24).
(27) Try to insert a 0.0015-inch thickness gage between the cooling plate and
disk as shown in Figure 401. Gage must not enter.
(28) Try to insert a 0.0015-inch thickness gage between the cooling plate and
disk in direction of "X" (Figure 413). Gage must not enter.
(29) If the gage enters, do the following:
(a) Remove the forward and aft cooling plates.

MM72-41-00
(b) Inspect the cooling plates and turbine disk for defects that would
prevent proper assembly.
(c) Using a soft non-metallic bristle brush to clean mating surfaces of the
cooling plates and turbine disk.
(d) Reinstall the cooling plates and the new sealing rings.
(30) Remove tape, wrapped around blade tip circumference, from blades.
(31) Use your thumb and index, wiggle each blade to ensure blade has little
movement. If any blade has no movement, remove the cooling plates and
check for proper installation.
TT-I-735
ALCOHOL IS DANGEROUS TO YOUR EYES, NOSE, AND LUNGS. MAKE SURE YOU HAVE A
GOOD FLOW OF AIR. THE FUMES RELEASED FROM THE ALCOHOL CAN GIVE YOU A
HEADACHE, AND CAN MAKE YOU DIZZY AND SICK. DO NOT DRINK THIS ALCOHOL,
BECAUSE IT CAN MAKE YOU VERY SICK.
(32) Use Isopropyl alcohol or equivalent, to remove all Dykem markings.
(33) Install one-piece sealing ring (13, Figure 409) onto forward cooling plate
(2).
* * * FOR ALL
E. Assemble stage 1 and 2 gas generator turbine rotor assembly into the engine
(72-40-00, INSTALLATION).
F. Assemble power turbine module into the engine (72-50-00, INSTALLATION).
G. Test the engine, and do required checks (72-00-00, Table 504).

MM72-41-00
* * * FOR ALL
Figure 403 Stage 1 Turbine Rotor Assembly (Typical) - Removal and

Installation

MM72-41-00
* * * FOR ALL
Figure 404 Stage 1 and 2 Turbine Rotor Assembly - Positioned onto

Holding Fixture

MM72-41-00
* * * FOR ALL
Figure 405 Stage 1 Turbine Disk - Positioned on Bench

MM72-41-00
* * * FOR ALL

MM72-41-00
* * * FOR ALL
Figure 407 Stage 1 Turbine Rotor Disk - Positioned onto Cap Plug

MM72-41-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 408 Stage 1 Turbine Blade Damper - Positioning (Typical)

MM72-41-00
* * * FOR CT7-2E1
Figure 408A. Stage 1 Turbine Rotor Blades and Dampers - Installation

MM72-41-00
* * * FOR ALL
Figure 409 Stage 1 and 2 Turbine Rotor Disk/Blades - Positioned onto

Cap Plug (Typical)

MM72-41-00
* * * FOR ALL
Figure 410 Stage 2 Turbine Rotor Assembly - Removal and Installation

(Typical)

MM72-41-00
* * * FOR ALL

MM72-41-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 412 Stage 2 Turbine Blade Damper - Positioning (Typical)

MM72-41-00
* * * FOR CT7-2E1
Figure 413 Stage 2 Turbine Rotor Blades and Dampers - Installation

MM72-41-00
* * * FOR ALL
TilICJCUSS &AGE
STAGf 2 ~T
CCXl.l.G P:"~T~E......_ _ _ _ _ _ _ _~
..;~~
NOTE:
nTM IIOTOR eons TOAQIJ£iI . ASSa. LV
IIltST KOT ACCEPT A 0.0015 INCH (0,031 _ I
TMICUESS &loGE 8EntEE!I' COOlING PUff
NIO TlIR8III E OIY IN DIIlfCTlON OF X.
VIEW AFT LOOKING FORWARD
Figure 414 Stage 2 Aft Cooling Plate Seating Check

MM72-41-00
STAGES 1 AND 2 GAS GENERATOR TURBINE ROTOR ASSEMBLIES - INSPECTION
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-41-00-200-801
This section provides inspection procedures for components of the stages 1 and 2
gas generator turbine rotor assemblies. Before starting any of the following
00.
2. Stages 1 and 2 Gas Generator Turbine Rotor Assemblies.
Go to Table 601.
TABLE 601. INSPECTION OF STAGES 1 AND 2 GAS GENERATOR TURBINE ROTOR
ASSEMBLIES
Max Repairable
A. Stages 1 and 2
turbine rotor
blades (Figure
601, sheets 1
and 2) for:
(1) Cracks in None allowed. Not repairable. Replace stages 1 and
all areas 2 gas generator
of blade, turbine rotor
except at assembly and gas
blade tips generator stator
(3). assembly.
(2) Radial Any number, any Not applicable. Not applicable.
cracks at length.
blade tips
(3).
(3) Axial None allowed. Not repairable. Replace stages 1 and
cracks 2 gas generator
near blade turbine rotor
tips (3). assemblies and gas
generator stator
assembly.
(4) Rub Any amount, any Not applicable. Not applicable.
grooves at width.
blade tips
(3).
(5) Metal Not allowed. Any amount. Blend metal buildup
buildup on (GEK 9250, 70-42-
convex 00). Blended tip
side of edges must have a
leading radius of 0.005-
edge (1) 0.015 inch. Avoid
and inside removing Codep
cooling coating when
air holes blending.
MM72-41-00
(2).
(6) Plugged None allowed. Any amount. Remove foreign
cooling material, using a
air holes pin or wire.
(2).
(7) Erosion on Any amount, if there Not repairable. Replace stages 1 and
leading is no break through 2 gas generator
edge (1). at leading edge turbine rotor
wall. assemblies and gas
generator stator
assembly.
(8) Dis- Any amount, without Not repairable. Replace stages 1 and
coloration blistering, 2 gas generator
surface splitting, or turbine rotor
rough- separation assemblies and gas
ness, and (delamination) of generator stator
missing airfoil surface. assembly.
coating.
pits, inch deep, without limits, with high (GEK 9250, 70-42-
dents, high metal. metal. 00).
scratches.
(10) Erosion of Any amount. Not applicable. Not applicable.
metal from
blade tips
(3).
(11) Trailing 0.030 inch bowed Not repairable. Replace stages 1 and
edge (4) from straight line. 2 gas generator
bowed from turbine rotor
straight assemblies and gas
line. generator stator
assembly.
(12) Trailing 3/8 inch x 3/8 inch Not repairable. Replace stages 1 and
edge (4) at trailing corner. 2 gas generator
tip corner turbine rotor
for assemblies and gas
oxidation. generator stator
assembly.
* * * FOR CT7-2A, CT7-2D***FOR CT7-2A/-2D NOT MODIFIED TO SB 72-30
(13) Missing Any amount, 1/16 Not repairable. Replace stages 1 and
blade tip inch from original 2 gas generator
material. tip surface. turbine rotor
assemblies and gas
generator stator
assembly.
(14) Missing None permitted. Not repairable. Replace stages 1 and

MM72-41-00
material 2 gas generator

on turbine rotor
remainder assemblies and gas
of blade. generator stator
assembly.
* * * FOR CT7-2A, CT7-2D, CT7-2D1***FOR CT7-2A/-2D MODIFIED TO SB 72-30 AND ALL CT7-
2D1
NOTE: Stages 1 blades have a cooling flow relief notch on the convex side of blade.
This notch must not be considered as missing blade tip material.
material tip surface. turbine rotor
(stage 1 assemblies and gas
only), generator stator
except at assembly.
cooling
flow
relief
notch.
(14) Missing 0.010 inch for Not repairable. Replace stages 1 and
material original surface. 2 gas generator
at cooling turbine rotor
flow assemblies and gas
relief generator stator
notch. assembly.
material tip surface. turbine rotor
(stage 2 assemblies and gas
only). generator stator
assembly.
(16) Missing None permitted. Not repairable. Replace stages 1 and
material 2 gas generator
on turbine rotor
remainder assemblies and gas
of blade. generator stator
assembly.
(17) Stage 1 Not more than a Not repairable. Replace stages 1 and
turbine 0.125 x 0.125 inch- 2 gas generator
rotor size area missing. turbine rotor
blade tip assemblies and gas
loss at generator stator
trailing assembly.
edge (4).
* * * CT7-2A, CT7-2D, CT7-2D1
(18) Exposed Not permitted. Not repairable. Replace stages 1 and

MM72-41-00
stages 1 2 gas generator

and 2 turbine rotor
dampers assemblies and gas
(damper generator stator
showing assembly.
between
bottom of
turbine
blades and
cooling
plates).
B. Stages 1 and 2
turbine disks
(5) for:
(1) Cracks. Not permitted. Not repairable. Replace stages 1 and
2 gas generator
turbine rotor
assemblies and gas
generator stator
assembly.
pits, and inch deep, without limits, with high and blend (GEK 9250,
scratches. high metal. metal. 70-42-00).
(3) Fretting Not permitted. Not repairable. Replace stages 1 and
of 2 gas generator
boltholes. turbine rotor
assemblies and gas
generator stator
assembly.
(4) Fretting 25% max of mating Same as usable Blend high metal
of curvic surface on any one limits, with high (GEK 9250, 70-42-
teeth (6). tooth. No high metal. 00).
metal. Polished or
burnished surface is
acceptable.
C. Stages 1 and 2
turbine forward
and aft cooling
plates (Figure
602, sheets 1
and 2) for:
(1) Cracks. None allowed. Not repairable. Replace stages 1 and
2 gas generator
turbine rotor
assemblies and gas
generator stator
assembly.
(2) Nicks, Any number, 1/64 Same as usable Remove high metal
dents, and inch deep, without limits, with high and polish out sharp
MM72-41-00
scratches. high metal. metal. nicks (GEK 9250, 70-

42-00).
D. Labyrinth seal
teeth for:
(1) Cracks. None allowed. Not repairable. Replace stages 1 and
2 gas generator
turbine rotor
assemblies and gas
generator stator
assembly.
radial inch deep; 4 per limits, with high and blend (GEK 9250,
dents. tooth not over 0.020 metal. 70-42-00).
inch deep. Total
length of all dents,
nicks, and blends
per tooth, not over
30% of
circumference,
without high metal.
(3) Bent Up to 1/32 inch from Not repairable. Replace stages 1 and
teeth. original contour if 2 gas generator
no more than 1/3 of turbine rotor
circumference is assemblies and gas
displaced. generator stator
assembly.
(4) Chipped Up to 50% missing Not repairable. Replace stages 1 and
coating. per tooth. 2 gas generator
turbine rotor
assemblies and gas
generator stator
assembly.

MM72-41-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 601 (Sheet 1) Stages 1 and 2 Gas Generator Turbine Rotor -

Inspection

MM72-41-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 601 (Sheet 2) Stages 1 and 2 Gas Generator Turbine Rotor -

Inspection

MM72-41-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 602 (Sheet 1) Stages 1 and 2 Gas Generator Turbine Rotor Cooling
Plates (Typical) - Inspection

MM72-41-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 602 (Sheet 2) Stages 1 and 2 Gas Generator Turbine Rotor Cooling
Plates (Typical) - Inspection
3. Curvic Coupling Seal.
Go to Table 602.
TABLE 602. INSPECTION OF CURVIC COUPLING SEAL
Seal (Figure 603)
for:
A. Cracks. None allowed. Not repairable. Replace seal.
B. Nicks, Any number, 0.010 Same as usable Blend with a fine
dents, and inch deep, without limits, with high stone (GEK 9250, 70-
scratches. high metal. metal. 42-00).
C. Distortion. No visible Any amount. Cold work to original
distortion allowed. contour (GEK 9250,
MM72-41-00
70-47-05).
D. Fretting. Polished or Same as usable Blend with a fine
burnished surface is limits, with high stone (GEK 9250, 70-
acceptable, without metal. 42-00).
high metal.

MM72-41-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 603 Curvic Coupling Seal - Inspection

4. Gas Generator Turbine Self-Locking Nuts.
Go to Table 603.
TABLE 603. INSPECTION OF GAS GENERATOR TURBINE SELF-LOCKING NUTS
Self-locking
nuts (Figure
604) for:
A. Cracks. None allowed. Not repairable. Replace nut.
B. Rolled, Any amount that will Same as usable Remove high metal (GEK
peened, allow wrench to fit limits, with high 9250, 70-42-00).
or on head, without high metal.
damaged metal.
head.
C. Damaged Any number, if run-on Not repairable. Replace nut.
threads. torque requirements
are met at
installation.
D. Missing Up to 25% of silver Not repairable. Replace nut.
silver plate may be missing.
plate on
washer
face and
threads.
E. Nicks, Any number, 0.010 Same as usable Blend high metal using
dents, inch deep, without limits, with high a fine stone (GEK
and high metal. metal. 9250, 70-42-00).

MM72-41-00
scratches
on washer
face.

MM72-41-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 604 Gas Generator Turbine Self-Locking Nuts - Inspection

MM72-41-00, INSPECTION 001
* * * FOR CT7-2E1
TASK 72-41-00-200-802
1. General.
This section provides inspection procedures for components of the stages 1 and 2
gas generator turbine rotor assemblies. Before starting any of the following
00.
2. Stages 1 and 2 Gas Generator Turbine Rotor Assemblies.
A. Inspect the stages 1 and 2 gas generator turbine rotor assembly as follows:
(1) Use a 10X magnifying glass and white light inspect the rotor assemblies
(GEK 9250, 70-32-11).
(2) Measure the seal teeth of stages 1 and 2 turbine forward and aft cooling
plates as follows:
(a) Measure the seal teeth (DIA A) of stage 1 turbine forward cooling plate
(Figure 601) as follows:
1 Measure each seal tooth at three equally spaced locations. Record
results in applicable blocks.
2 Add all measurements and divide result by 15. Calculated result must
be within limits (Table 601).
(b) Measure the seal teeth (DIA B and DIA C) of stage 1 turbine aft cooling
plate (Figure 601) as follows:
1 Measure (DIA B) at four equally spaced locations. Record results in
applicable blocks.
2 Add all measurements and divide result by 4. Calculated result must
be within limits (Table 601).
(c) Measure the seal teeth (DIA D) of stage 2 turbine forward cooling plate
(Figure 602) as follows:
1 Measure each seal tooth at four equally spaced locations. Record
2 Add measurements and divide result by 4. Calculated result must be
within limits (Table 601).
(d) Measure the seal teeth (DIA J, DIA I, and DIA H) of stage 2 aft cooling
plate (Figure 602) as follows:
1 Measure each seal tooth at four equally spaced locations. Record
2 For each seal tooth, add measurements and divide result by 4.
Calculated result must be within limits (Table 601).
TABLE 601. INSPECTION OF THE STAGES 1 AND 2 GAS GENERATOR TURBINE ROTOR
ASSEMBLY
Inspect Usable Limits Max Repairable Corrective Action
Limits
A. Stages 1 turbine rotor
blades (Figure 603, Sheet 1)

for:
(1) Cracks in all areas None permitted. Not repairable. Replace the stages
of blade, except at 1 and 2 gas
blade tips, generator turbine
trailing edges, and rotor assembly and
platform. gas generator
stator assembly.
(2) Radial cracks at Any number up to Not repairable. Replace the stages
blade tips. 0.25 inch long if 1 and 2 gas
blade pieces will generator turbine
not fall out. rotor assembly and
gas generator
stator assembly.
(3) Cracks, curling or None permitted. Not repairable. Replace the stages
missing material at 1 and 2 gas
aft platform. generator turbine
rotor assembly and
gas generator
stator assembly.
(4) Cracks extending Any amount. Not applicable. Not applicable.
from edge of
platform towards
blade airfoil
(convex side only).
(5) Cracks extending None permitted. Not repairable. Replace the stages
from edge of 1 and 2 gas
platform towards generator turbine
blade airfoil rotor assembly and
(concave sides gas generator
only). stator assembly.
(6) Axial cracks at Any number, 1/8 Not repairable. Replace the stages
trailing edge tip inch long maximum. 1 and 2 gas
(area B). generator turbine
rotor assembly and
gas generator
stator assembly.
(7) Axial cracks, None permitted. Not repairable. Replace the stages
except at trailing 1 and 2 gas
edge tip. generator turbine
rotor assembly and
gas generator
stator assembly.
(8) Rub grooves at Any amount, any Not applicable. Not applicable.
blade tips. width.
(9) Metal buildup or
metal deposits on:
(a) Blade tip. Not permitted. Not repairable. Replace the stages
1 and 2 gas
generator turbine
rotor assembly and
gas generator
stator assembly.
NOTE: Use a scriber to apply light finger pressure and move the scriber in a
random motion. Use feel, not sight, to determine if the affected area
has a change on the surface when compared to the adjacent unaffected
area.
(b) Other areas of Any amount that Not repairable. Replace the stages
blade. cannot be felt 1 and 2 gas
with a scriber generator turbine
having a 0.060 rotor assembly and
inch tip radius. gas generator
stator assembly.
(10) Plugged cooling air None permitted. Any number. Remove the foreign
holes. material, using a
pin or wire.
(11) Hot gas corrosion Any amount of Not repairable. Replace the stages
(sulfidation) and discoloration, 1 and 2 gas
damaged coating on surface roughness, generator turbine
airfoils. or missing rotor assembly and
coating, if there gas generator
is no blistering, stator assembly.
splitting, or
separation
(delamination) of
airfoil surface.
(12) Nicks, pits, dents, Any number, 0.010 Not repairable. Replace the stages
and scratches. inch deep, if 1 and 2 gas
parent metal is generator turbine
not exposed. rotor assembly and
gas generator
stator assembly.
(13) Erosion at:
(a) Leading edge. Any amount if Not repairable. Replace the stages
there is no break 1 and 2 gas
through at leading generator turbine
edge wall. rotor assembly and
gas generator
stator assembly.
(b) Blade tips. Any amount, 0.02 Not repairable. Replace the stages
inch above the 1 and 2 gas
cooling holes on generator turbine
the concave side rotor assembly and
of the airfoil. gas generator
stator assembly.
(14) Corrugated Any amount without Not repairable. Replace the stages
appearance axial cracks 1 and 2 gas

(washboarding) on except within 1/2 generator turbine

trailing edge at inch from rotor assembly and
cooling air holes. platform. gas generator
stator assembly.
(15) Missing blade tip
material:
(a) In area A. Any amount, 0.02 Not repairable. Replace the stages
inch above the 1 and 2 gas
cooling holes on generator turbine
the concave side rotor assembly and
of the airfoil. gas generator
stator assembly.
(b) In area B. Any amount. Not applicable. Not applicable.
(16) Missing material on Not permitted. Not repairable. Replace the stages
remainder of blade. 1 and 2 gas
generator turbine
rotor assembly and
gas generator
stator assembly.
(17) Missing coating. Any amount without Not repairable. Replace the stages
blistering, 1 and 2 gas
splitting or generator turbine
separation rotor assembly and
(delamination). gas generator
stator assembly.
NOTE: • Stage 1 blades have thermal barrier coating (TBC) on the entire
airfoil.
• TBC is white in color when new, but may change to a yellow color after
engine operation.
• The bond coating for the TBC is the same coating as on all areas of all
blades.
(18) Missing/chipped Any amount of Not repairable. No action
Thermal Barrier missing TBC is required.
Coating (TBC). permitted.
(19) Blistering, flaking Not permitted. Not repairable. Replace the stages
or separation 1 and 2 gas
(delamination) of generator turbine
bond coating. rotor assembly and
gas generator
stator assembly.
B. Stage 2 turbine rotor
blades (Figure 603, Sheet 2)
for:
(1) Cracks in all areas None permitted. Not repairable. Replace the stages
of the blade, 1 and 2 gas
except at blade generator turbine
tips (2). rotor assembly and
gas generator
stator assembly.
(2) Radial cracks at Three cracks, 1/8 Not repairable. Replace the stages
blade tips (2). inch long maximum, 1 and 2 gas
1/16 inch apart generator turbine
minimum. rotor assembly and
gas generator
stator assembly.
(3) Axial cracks. None permitted. Not repairable. Replace the stages
1 and 2 gas
generator turbine
rotor assembly and
gas generator
stator assembly.
(4) Rub grooves at Any amount, any Not applicable. Not applicable.
blade tips (2). width.
(5) Metal buildup or
metal deposits on:
(a) Blade tip (2). Not permitted. Not repairable. Replace the stages
1 and 2 gas
generator turbine
rotor assembly and
gas generator
stator assembly.
NOTE: Use a scriber to apply light finger pressure and move the scriber in a
random motion. Use feel, not sight, to determine if the affected area
has a change on the surface when compared to the adjacent unaffected
area.
(b) Other areas of Any amount that Not repairable. Replace the stages
blades. cannot be felt 1 and 2 gas
with a scriber generator turbine
having a 0.060 rotor assembly and
inch tip radius. gas generator
stator assembly.
(6) Plugged cooling air None permitted. Any amount. Remove the foreign
holes (3). material, using a
pin or wire.
(7) Hot gas corrosion Any amount of Not repairable. Replace the stages
(sulfidation) and discoloration, 1 and 2 gas
damaged coating on surface roughness, generator turbine
airfoils. or missing rotor assembly and
coating, if there gas generator
is no blistering, stator assembly.
splitting, or
separation
(delamination) of
airfoil surface.

(8) Nicks, pits, dents, Any number, 0.010 Not repairable. Replace the stages
and scratches. inch deep, if 1 and 2 gas
parent metal is generator turbine
not exposed. rotor assembly and
gas generator
stator assembly.
(9) Erosion at:
(a) Leading edge Not permitted. Not repairable. Replace the stages
(5). 1 and 2 gas
generator turbine
rotor assembly and
gas generator
stator assembly.
(b) Blade tips (2). Any amount, 1/32 Not repairable. Replace the stages
inch from original 1 and 2 gas
tip surface. generator turbine
rotor assembly and
gas generator
stator assembly.
(10) Missing blade tip Any amount, 1/32 Not repairable. Replace the stages
material. inch from original 1 and 2 gas
tip surface. generator turbine
rotor assembly and
gas generator
stator assembly.
(11) Missing material on Not permitted. Not repairable. Replace the stages
remainder of blade. 1 and 2 gas
generator turbine
rotor assembly and
gas generator
stator assembly.
(12) Missing coating. Any amount without Not repairable. Replace the stages
blistering, 1 and 2 gas
splitting or generator turbine
separation rotor assembly and
(delamination). gas generator
stator assembly.
C. Stage 1 and 2 turbine Not permitted. Not repairable. Replace the stages
rotor blade. Exposed stages 1 and 2 gas
1 and 2 dampers (dampers generator turbine
showing between bottom of rotor assembly and
turbine blades and cooling gas generator
plate). stator assembly.
D. Stage 1 and 2 turbine
forward and aft cooling
plates (Figure 601 and
Figure 602) for:
(1) Cracks. None permitted. Not repairable. Replace the stages

1 and 2 gas
generator turbine
rotor assembly and
gas generator
stator assembly.
(2) Nicks, dents, and Any number, 0.001 Not repairable. Replace the stages
scratches (except inch deep, without 1 and 2 gas
on seal teeth). high metal. generator turbine
rotor assembly and
gas generator
stator assembly.
E. Seal teeth for:
(1) Cracks. None permitted. Not repairable. Replace the stages
1 and 2 gas
generator turbine
rotor assembly and
gas generator
stator assembly.
(2) Nicks, dents, and Any number, 0.001 Not repairable. Remove high metal.
scratches. inch deep, without Replace the stages
high metal. 1 and 2 gas
generator turbine
rotor assembly and
gas generator
stator assembly.
(3) Bent teeth. Up to 1/32 inch Not repairable. Replace the stages
from original 1 and 2 gas
contour if no more generator turbine
than 1/3 of rotor assembly and
circumference is gas generator
displaced. stator assembly.
(4) Chipped coating. Up to 50% missing Not repairable. Replace the stages
per tooth. 1 and 2 gas
generator turbine
rotor assembly and
gas generator
stator assembly.
F. Stage 1 forward cooling 4.380 inches Not repairable. Replace the stages
plate (Figure 601) for wear minimum (average 1 and 2 gas
on diameter A. reading). generator turbine
rotor assembly and
gas generator
stator assembly.
G. Stage 1 aft cooling plate
for wear on:
(1) Diameter B. 4.470 inches Not repairable. Replace the stages
minimum (average 1 and 2 gas
reading). generator turbine

rotor assembly and

gas generator
stator assembly.
(2) Diameter C. 4.570 inches Not repairable. Replace the stages
rotor assembly and
gas generator
stator assembly.
H. Stage 2 forward cooling 4.370 inches Not repairable. Replace the stages
plate (Figure 602) for wear minimum (average 1 and 2 gas
on diameter D. reading). generator turbine
rotor assembly and
gas generator
stator assembly.
I. Stage 2 aft cooling plate
for wear on:
(1) Diameter H. 4.475 inches Not repairable. Replace the stages
rotor assembly and
gas generator
stator assembly.
(2) Diameter I. 4.415 inches Not repairable. Replace the stages
rotor assembly and
gas generator
stator assembly.
(3) Diameter J. 4.335 inches Not repairable. Replace the stages
rotor assembly and
gas generator
stator assembly.

* * * FOR CT7-2E1
Figure 601 Stage 1 Gas Generator Turbine Rotor Assembly - Inspection

* * * FOR CT7-2E1
Figure 602 Stage 2 Gas Generator Turbine Rotor Assembly - Inspection

* * * FOR CT7-2E1
Figure 603 (Sheet 1) Stages 1 and 2 Gas Generator Turbine Rotor

Assembly - Inspection

* * * FOR CT7-2E1
Figure 603 (Sheet 2) Stages 1 and 2 Gas Generator Turbine Rotor

Assembly - Inspection

MM72-41-00
STAGES 1 AND 2 GAS GENERATOR TURBINE ROTOR ASSEMBLIES - CLEANING
* * * FOR ALL
TASK 72-41-00-100-801
This section provides instructions for cleaning components of stages 1 and 2 gas
generator turbine rotor assemblies. Before starting any of the following
procedures, read CLEANING section in Standard Practices Manual GEK 9250, 70-20-00.
Table 701 provides parts cleaning summary for components of stages 1 and 2 gas
generator turbine rotor assemblies.
Curvic Coupling Seal 70-21-02 ---
Gas Generator Turbine Rotor Self-Locking 70-21-02 ---
Nuts
Stages 1 and 2 Gas Generator Turbine 70-21-02 ---
Rotor Assemblies

MM72-42-00
GAS GENERATOR STATOR ASSEMBLY - DISASSEMBLY AND ASSEMBLY
* * * FOR ALL
TASK 72-42-00-400-801
A. This section provides instructions for removal and installation of the stage 2
turbine nozzle segments for gas generator stator assemblies PN 6068T48.
B. Before you start any of the following procedures, read the applicable ASSEMBLY
AND DISASSEMBLY TECHNIQUES section (70-10-00) in Standard Practices Manual GEK
9250.
C. Refer to 72-40-00, REMOVAL AND INSTALLATION for the removal and installation
of the stages 1 and 2 gas generator turbine rotor and stator assembly.
2. Stage 2 Turbine Nozzle Segments.
A. Removal.
(1) Place the gas generator stator assembly (Figure 401, sheet 1, view A) aft
end down on a bench.
DO NOT LET PENETRATING OIL STAY ON YOUR SKIN. PENETRATING OIL IS
DANGEROUS TO YOUR SKIN AND EYES. DO NOT BREATHE THE FUMES FROM THIS OIL.
MAKE SURE YOU HAVE A GOOD FLOW OF AIR. THE FUMES CAN GIVE YOU A HEADACHE
AND CAN MAKE YOU DIZZY AND SICK.
(2) Apply penetrating oil (VV-P-216) to 26 turbine stator bolts (1).
NOTE: The 0-matchmark on the forward flange of the stator assembly represents
the 12 o'clock position. This position will be used as a reference point
match-marking all other components before removal.
(3) Locate the 0-matchmark on the forward flange of the stator assembly. Use a
blue Dykem marker and mark the aft end of the forward flange in line with
the 0-matchmark.
(4) Reposition the stator assembly forward end down on a bench (view B).
(5) Use white indelible ink and mark each of the following components in a
clockwise sequence, aft looking forward, starting to the right of the 12
o'clock position:
• Stage 2 shroud retainers (2) no. 1 through no. 6
• Stage 2 turbine shroud segments (3) no. 1 through no. 12
• Stage 2 nozzle segment assemblies (4) no. 1 through no. 13
• Stage 2 stationary air seal (6).
WARNING: HANDLING SPRING-LOADED PARTS
TO AVOID INJURY, USE CARE WHEN REMOVING SHROUD RETAINERS BECAUSE
RETAINERS ARE UNDER TENSION.
NOTE: The right-end edge (aft looking forward) of each stage 2 shroud retainer
(2) has a chamfer (view C). The chamfer must be used to pry the retainers
up.
(6) Use a modified brake adjusting tool (Figure 402), or a modified (bent)
screwdriver, or equivalent, and insert it in the chamfer (Figure 401, sheet
1, view C) located at the right-end edge of each stage 2 shroud retainer
(2). Remove and discard the six retainers (2).
(7) Remove the 12 stage 2 turbine shroud segments (3) as follows:
MM72-42-00
(a) Use a soft-faced mallet, and lightly tap the shroud segments (3)
radially inward to loosen the shroud segments.
(b) Remove the shroud segments (3), with the shroud segment seals (two per
splitline), by sliding out one shroud segment axially then remove the
remaining 11 shroud segments.
(c) Use tweezers, and remove and discard the 24 shroud segment seals (10,
11, sheet 2) from the shroud segments (3).
DO NOT LET PENETRATING OIL STAY ON YOUR SKIN. PENETRATING OIL IS
DANGEROUS TO YOUR SKIN AND EYES. DO NOT BREATHE THE FUMES FROM THIS OIL.
MAKE SURE YOU HAVE A GOOD FLOW OF AIR. THE FUMES CAN GIVE YOU A HEADACHE
AND CAN MAKE YOU DIZZY AND SICK.
(8) Apply penetrating oil (VV-P-216) to 13 shoulder screws (5). Remove 13
shoulder screws (5). Remove the stage 2 stationary air seal (6) and the
windage shield (7) from the stage 2 nozzle segment assembly (4).
(9) Reposition the stator assembly aft end down on a bench (sheet 1, view A).
(10) Remove the 26 turbine stator bolts (1) from the stage 1 and 2 shroud
support (8).
(11) Reposition the stator assembly forward end down on a bench (view B).
(12) Use tweezers, or equivalent, and remove the stage 2 nozzle heat shield
(9).
(13) Remove 13 stage 2 nozzle segment assemblies (4, sheet 2) with the nozzle
segment seals (12, 13, 14, 15).
(14) Use tweezers, and remove and discard the nozzle segment seals (12, 13, 14,
15).
B. Installation.
NOTE: At removal, the stage 2 nozzle segment assemblies were marked 1 through
13. If a segment assembly is replaced, the new segment assembly must be
marked with the same position number as the segment assembly being
replaced.
(1) Place the 13 stage 2 nozzle segment assemblies (4, Figure 401, sheet 2)
clockwise on a bench in numerical order, placing the segment assembly
marked no. 1 to the right of the 12 o'clock position.
(2) Place beeswax in the slots, where the nozzle segment seals (12, 13, 14, 15)
will be installed, on one side of the nozzle segments (4).
(3) Use tweezers and install 13 new nozzle segment seals (12, 13, 14) in their
respective slots on the inner and outer bands.
NOTE: • As the segment assemblies (4) are installed to the stage 1 and 2 shroud
support (8), the segment assemblies will sag slightly. However, the
segment assemblies will not drop when installed to the support.
• The segment assembly (4) marked no. 1 must be installed to the right of
the 12 o'clock position (clockwise), aft looking forward.
• The 0-matchmark, located on the forward flange of the stage 1 and 2 shroud
support (8), represents the 12 o'clock position.
(4) Install the segment assembly (4) (marked no. 1) on the stage 1 and 2 shroud
support (8) to the right of the 12 o'clock position (clockwise) aft looking
MM72-42-00
forward. Make sure that you align the boltholes on the segment assembly
with the boltholes on the shroud support (8).
CAUTION: • WHEN YOU INSTALL THE LAST SEGMENT ASSEMBLY (4) (MARKED NO. 13), MAKE
SURE THAT YOU DO NOT DAMAGE OR DISENGAGE THE NOZZLE SEGMENT SEALS (12,
13, 14).
• NOZZLE SEGMENT SEALS (12, 13, 14) MUST BE INSTALLED CORRECTLY;
OTHERWISE, PREMATURE ENGINE FAILURE CAN OCCUR.
(5) Install the remaining 12 nozzle segment assemblies (4), in numerical
sequence clockwise, to the stage 1 and 2 shroud support (8). Make sure
that, as the segment assemblies are installed, the nozzle segment seals
(12, 13, 14) engage the slots of the adjacent segment assembly.
CAUTION: NOZZLE SEGMENT SEALS (15) MUST BE INSTALLED CORRECTLY; OTHERWISE,
PREMATURE ENGINE FAILURE CAN OCCUR.
(6) Use tweezers and install 13 new nozzle segment seals (15) into their
respective slots of the inner bands.
(7) Check the segment assemblies (three locations per segment) to make sure
that the nozzle segment seals (Figure 403) are in place as follows:
(a) Insert a 0.100-0.125 inch wide and 0.005 inch thick shim into the
nozzle segment splitline of each nozzle segment at locations A, B, and
C. Feel for nozzle segment seals at the locations shown.
(b) If any segment seals are missing, remove the nozzle segment assemblies
and re-install new segment seals. Re-install 13 nozzle segment
assemblies.
(8) Install the stage 2 nozzle heat shield (9, Figure 401, sheet 1) around the
13 stage 2 nozzle segment assemblies (4) so that the gap on the shield does
not align with splitline of nozzle segment assemblies. Also, make sure that
the heat shield is seated on the nozzle segment assemblies, and that the
heat shield is under the stage 2 hanger (17).
(9) Install the windage shield (7) and the stage 2 stationary air seal (6) as
follows:
(a) Place a 2-inch wide by 1-inch high by 6-inch long piece of wood, or
equivalent, on a bench.
(b) Position the windage shield (7) forward end down on top of the piece of
wood.
(c) Position the air seal (6) forward end down on top of the windage shield
(7). Align the holes of the air seal with the self-locking nuts (16) of
the windage shield.
(d) Use both hands and gently lift the shroud support (8) and place the
support over the windage shield/air seal assembly concentrically.
BRAYCOTE 655
(e) Use antiseize thread compound (Braycote 655) and lightly lubricate the
threads of 13 shoulder screws (5).
MM72-42-00
(f) Insert both hands through the aft end of the shroud support (8) and
lift the windage shield/air seal assembly. Make sure that you do not
disturb the alignment of the holes.
(g) Place the windage shield/air seal assembly against the forward end of
the 13 stage 2 nozzle segment assemblies (4). Align the holes of the
windage shield/air seal assembly with the holes on the segment
assemblies.
(h) While you hold the windage shield/air seal assembly against the forward
end of the segment assemblies (4), have another mechanic install 13
shoulder screws (5). Hand-tighten the screws.
BRAYCOTE 655
(i) Use antiseize thread compound (Braycote 655) and lightly lubricate the
threads of 26 turbine stator bolts (1).
(j) Reposition the stage 1 and 2 shroud support (8) aft end down on a
bench.
(k) Install 26 turbine stator bolts (1) to secure the stage 2 nozzle
segment assemblies (4). If the boltholes on the shroud support (8) do
not align with the boltholes on the segment assemblies, slightly rotate
the nozzle segment assemblies.
(l) Cross-torque the bolts (1) to 25-35 lb in. to seat the nozzle segment
assemblies (4). Cross-torque the bolts (1) to 65-75 lb in.
(m) Reposition the shroud support (8) forward end down on a bench.
(n) Cross-torque the screws (5) to 25-35 lb in. to seat the air
seal/windage shield assembly. Cross-torque the screws (5) to 45-55 lb
in.
(10) Do a check of the stage 2 nozzle segment assemblies (Figure 404) as
follows:
NOTE: The following checks are done when you view the stage 1 and 2 shroud
support aft looking forward.
(a) Measure the gap (view A) between the nozzle segment assembly at the
outer bands and the inner bands. The gap must be measured at the aft
end of each band approximately 0.125 inch in from the aft face. The gap
must be 0.006-0.036 inch (0.038 inch maximum at two locations).
(b) Measure the gap (view B) between the aft outer band on the nozzle
segment assemblies and the stage 2 hanger rail. The gap must not be
more than 0.007 inch.
NOTE: The following check is done when you view the stage 1 and 2 shroud
support forward looking aft.
(c) Inspect the flowpath of the nozzle segment assemblies for radial
mismatch between each segment assembly. Radial mismatch must not be
more than 0.020 inch. If mismatch is more than 0.020 inch, replace the
mismatched segment.

MM72-42-00
(11) Position the stage 1 and 2 shroud support (8, Figure 401, sheet 1) forward
end down.
(12) Install the stage 2 shroud segments (3, sheet 2) as follows:
(a) Use a light coat of lubricating oil and lubricate the mating surfaces
of the shroud segments and the shroud support. Also, lubricate the
flowpath surface of shroud segments.
NOTE: • At removal, the stage 2 turbine shroud segments (3) were marked 1
through 12 on the aft edge.
• The segment marked no. 1 must be installed to the right of the 12
o'clock position (clockwise), aft looking forward.
• The 0-matchmark, located on the forward flange of stage 1 and 2 shroud
(b) Install the stage 2 shroud segments (3) (no. 1 through 11 in a
clockwise sequence, aft looking forward) into the rail of the stage 2
hanger (Figure 404) starting with the segment marked no. 1 to the right
of the 12 o'clock position. It may be necessary to slide the last two
segments together. Make sure that:
• Segments enter into the groove in the stage 2 hanger and are seated
correctly.
• Pins on the stage 2 hanger fit into the slots on the shroud segments.
(13) Install the shroud segment seals (10, 11, Figure 401, sheet 2) as follows:
(a) Use tweezers and insert each new shroud segment seal PN 4088T25P11 (10)
into the outer slot between each shroud segment (3). Make sure that you
push the seals into the slots so that the end of each seal is below the
surface on the aft edge of the segment. Place beeswax on the seals to
hold the seals in place.
(b) Use tweezers and insert each new shroud segment seal PN 4088T25P13 (11)
into the inner slot between each shroud segment (3). Make sure that you
push the seals into the slots so that the end of each seal is below the
surface on the aft edge of the segment. Place beeswax on the seals to
hold the seals in place.
(14) Install new stage 2 shroud retainers (2) as follows:
NOTE: • At removal, the stage 2 shroud retainers (2) were marked 1 through 6.
If a retainer is replaced, the new retainer must be marked with the
same position number as the retainer being replaced.
• The first stage 2 shroud retainer (2) must be installed to the right
of the 12 o'clock position (clockwise), aft looking forward, also, the
ends of retainer must be centered between the shroud segments.
• The 0-matchmark, located on forward flange of the stage 1 and 2 shroud
(a) Install six stage 2 shroud retainers (2) so that the gaps between the
retainers are approximately 1/16 inch, and so that the gaps between the

MM72-42-00
retainers do not align with the gaps between the shroud segments (3).
(b) Use a soft-faced mallet and a plastic drift, and seat the shroud
retainers (2) on the stage 2 shroud segments (3).

MM72-42-00
* * * FOR ALL
Figure 402 (Sheet 1) Stage 2 Turbine Nozzle Segments (Typical) -


MM72-42-00
* * * FOR ALL
Figure 402 (Sheet 2) Stage 2 Turbine Nozzle Segments (Typical) -


MM72-42-00
* * * FOR ALL
NOTE
TIf! Of UAkE AOJUSTIIIG TOOl
MUST BE GROUIIO TO DIII EIiSIOIiS
SIIDVII.
VIEW IN DIRECTION OF A
All DIMENSIONS
ARE IN INCHES
Figure 403 Modified Brake Adjusting Tool

MM72-42-00
* * * FOR ALL
Figure 404 Stage 2 Nozzle Segment Seals - Inspection

MM72-42-00
* * * FOR ALL
Figure 405 Stage 2 Nozzle Segment Assemblies - Checks

MM72-42-00
GAS GENERATOR STATOR ASSEMBLY - INSPECTION
* * * FOR ALL
TASK 72-42-00-200-802
This section provides inspection procedures for components of the gas generator
stator assembly and face-type seal. Before starting any of the following
inspections, read INSPECTION section (70-30-00) in Standard Practices Manual GEK
9250.
* * * FOR CT7-2A, CT7-2D***NOT MODIFIED TO SB 72-30
2. Gas Generator Stator Assembly.
Go to Table 601.
TABLE 601. INSPECTION OF GAS GENERATOR STATOR ASSEMBLY
Max Repairable
A. Stage 2 turbine
nozzle segments
(3, Figure 601)
for:
(1) Cracks in
vanes at:
(a) Trailing One crack, 1 inch Not repairable. Replace stages 1 and
edge. long, or two cracks 2 gas generator
1/2 inch long. Any rotor assemblies and
number of cracks up gas generator stator
to 1/4 inch long per assembly.
vane. Crack width
must not be more
than 0.020 inch.
Pieces must not be
out.
(b) Leading One crack, 5/8 inch Not repairable. Replace stages 1 and
edge. long, or two cracks 2 gas generator
1/4 inch long per rotor assemblies and
vane. Pieces must gas generator stator
not be in danger of assembly.
falling out.
(c) Remaining One crack, 1 inch Not repairable. Replace stages 1 and
airfoil. long, or two cracks 2 gas generator
1/2 inch long per turbine rotor
vane. Pieces must assemblies and gas
not be in danger of generator stator
falling out. assembly.
(2) Cracks in One crack, 1 inch Not repairable. Replace stages 1 and
inner and long, or two cracks 2 gas generator
outer band. 3/4 inch long. Any turbine rotor
number of cracks 1/4 assemblies and gas

MM72-42-00
inch long per generator stator

segment. Pieces must assembly.
not be in danger of
falling out.
(3) Cracks in One crack, 1 inch Not repairable. Replace stages 1 and
fillet area long, or two cracks 2 gas generator
between vanes 3/4 inch long. Any turbine rotor
and bands. number of cracks 1/4 assemblies and gas
inch long per vane. generator stator
Pieces must not be assembly.
out.
(4) Blistering, Any amount, without Not repairable. Replace stages 1 and
bulging, through cracking or 2 gas generator
corrosion, delamination of the turbine rotor
missing surface. assemblies and gas
coating or generator stator
craze cracking assembly.
on all segment
surfaces.
(5) Nicks, dents, Any number, 1/32 Not repairable. Replace stages 1 and
scratches, and inch deep. 2 gas generator
gouges. turbine rotor
assemblies and gas
generator stator
assembly.
(6) Buckling of 1/16 inch from Not repairable. Replace stages 1 and
vane trailing straight line. 2 gas generator
edges. turbine rotor
assemblies and gas
generator stator
assembly.
(7) Missing
material on:
(a) Leading Total area permitted Not repairable. Replace stages 1 and
edge. per vane is the 2 gas generator
equivalent area of a turbine rotor
3/32 inch diameter assemblies and gas
circle. generator stator
assembly.
(b) Trailing Total area permitted Not repairable. Replace stages 1 and
edge. per vane is 0.400 2 gas generator
inch radially by turbine rotor
0.200 inch axially. assemblies and gas
generator stator
assembly.
(8) Plugged None permitted. Any number. Clean the holes with
cooling holes. a suitable size wire
or pin.
MM72-42-00
(9) Holes or burn- Two locations per Not repairable. Replace stages 1 and
through in vane, total area 2 gas generator
airfoil must not be more turbine rotor
surface. than 1/4 of square assemblies and gas
inch area. generator stator
assembly.
B. Stage 1 turbine
shroud support (1)
for:
(1) Cracks in Six cracks, up to 1 Not repairable. Replace stages 1 and
face-type seal inch long. Pieces 2 gas generator
mating surface must not be in turbine rotor
(2). danger of falling assemblies and gas
out. generator stator
assembly.
(2) Cracks in all Any number, up to Not repairable. Replace stages 1 and
other areas. 1/2 inch long. 2 gas generator
Pieces must not be turbine rotor
in danger of falling assemblies and gas
assembly.
(3) Wear, nicks, Any amount. Not applicable. Not applicable.
scratches, and
blending marks
in chromide
coating.
(4) Shield (8)
for:
(a) Cracks. Any number. Not applicable. Not applicable.
NOTE: If the missing pieces(s) of the shield (8) is not found during inspection of
the hot section, then the broken piece(s) disintegrated and was discharged
overboard.
(b) Missing/broken Two missing pieces Not repairable. Replace stages 1 and
piece(s). with an area of 1.0 2 gas generator
square inch maximum turbine rotor and
per piece. gas generator
stator; and inspect
the hot section
(stage 1 nozzle, GG
rotor/stator,
combustion liner)
for missing piece(s)
of the shield.
C. Stage 2 turbine
shroud support (6)
for:
(1) Cracks in Any number, any Not repairable. Replace stages 1 and

MM72-42-00
cooling shield length, if pieces 2 gas generator

(5). are not in danger of turbine rotor
falling out. assemblies and gas
generator stator
assembly.
(2) All other Any number, 1 inch Not repairable. Replace stages 1 and
areas. long maximum. Pieces 2 gas generator
must not be in turbine rotor
danger of falling assemblies and gas
assembly.
D. Face-type seal (7) None permitted. Not repairable. Replace stages 1 and
for cracks. 2 gas generator
turbine rotor
assemblies and gas
generator stator
assembly.
E. Stage 2 turbine
nozzle static seal
(4) (not including
honeycomb) for:
(1) Cracks. None permitted. Not repairable. Replace stages 1 and
2 gas generator
turbine rotor
assemblies and gas
generator stator
assembly.
(2) Nicks and Any number, 1/32 Not repairable. Replace stages 1 and
scratches. inch deep. 2 gas generator
turbine rotor
assemblies and gas
generator stator
assembly.
* * * FOR ENGINES MODIFIED TO SB 72-19
(3) Chipped or Coating can be Not repairable. Replace stages 1 and

missing missing or chipped 2 gas generator
coating. at five locations. turbine rotor
Each location must assemblies and gas
not be more than 1/4 generator stator
inch diameter area. assembly.
* * * FOR ALL
F. Honeycomb of
static seal (4)
for:
(1) Cracks. Any number. Pieces Not repairable. Replace stages 1 and
MM72-42-00
must not be in 2 gas generator

danger of falling turbine rotor
out. assemblies and gas
generator stator
assembly.
(2) Wear grooves Any amount. Not applicable. Not applicable.
or rubs.
(3) Separation of Not permitted. Not repairable. Replace stages 1 and
honeycomb from 2 gas generator
backing ring. turbine rotor
assemblies and gas
generator stator
assembly.
G. Stage 1 and 2
turbine shroud
sectors (Figure
602) for:
(1) Cracks in Any number, if there Not repairable. Replace stages 1 and
flowpath rails are no loose or 2 gas generator
(1). missing pieces. turbine rotor
assemblies and gas
generator stator
assembly.
(2) Cracks in Two cracks Not repairable. Replace stages 1 and
filler completely across, 2 gas generator
material or per sector. Any turbine rotor
filled number of cracks, assemblies and gas
honeycomb rub 3/4 inch long per generator stator
surfaces (2) sector. Pieces must assembly.
or ceramic not be in danger of
coating. falling out.
(3) Nicks, gouges, Any number, 1/32 Not repairable. Replace stages 1 and
and dents. inch deep. 2 gas generator
turbine rotor
assemblies and gas
generator stator
assembly.
(4) Blade tip wear Any amount. Not applicable. Not applicable.
grooves.
(5) Build-up of 0.005 inch maximum Any amount. Blend to the contour
blade height. of the adjacent
material. surface (GEK 9250,
70-42-00).
(6) Missing solid Not permitted. Not repairable. Replace stages 1 and
alloy 2 gas generator
material. turbine rotor
assemblies and gas
generator stator

MM72-42-00
assembly.
(7) Missing
Genaseal
filler
material from
stage 1 shroud
sectors:
(a) Partial Any amount. Not applicable. Not applicable.
depth
(less than
0.020 inch
deep).
(b) Partial Not more than 0.25 Not repairable. Replace stages 1 and
depth square inch 2 gas generator
(0.020 cumulative for any turbine rotor
inch or one shroud sector or assemblies and gas
greater not more than 0.50 generator stator
and not square inch assembly.
revealing cumulative for all
the six shroud sectors.
backing
ring).
(c) Full depth Not more than 0.006 Not repairable. Replace stages 1 and
(backing square inch (0.087 2 gas generator
ring (3) inch diameter) turbine rotor
exposed). missing filler assemblies and gas
material in one generator stator
location on any one assembly.
sector or not more
than 0.011 square
inch cumulative on
all shroud sectors.
NOTE: Any amount of filler material can be missing in incomplete cells on all edges
of the sectors.
(8) Missing filler Five voids, 1/8 of a Not repairable. Replace stages 1 and
material in square inch area per 2 gas generator
honeycomb. sector if the voids turbine rotor
are 1/4 inch minimum assemblies and gas
apart. No cracking generator stator
is permitted in the assembly.
shroud backing ring
parent metal.
(9) Missing or
chipped
ceramic
coating at:
(a) Corners. Missing or chipped Not repairable. Replace stages 1 and
coating is permitted 2 gas generator

MM72-42-00
at one corner only turbine rotor

at both ends of each assemblies and gas
segments: 0.500 inch generator stator
axially and 0.200 assembly.
inch radially.
Exposure of shroud
backing is not
permitted.
(b) Leading Any amount, if the Not repairable. Replace stages 1 and
and missing or chipped 2 gas generator
trailing coating is within turbine rotor
edges and 0.100 inch of edges assemblies and gas
at end or end gaps of each generator stator
gaps segment. Exposure of assembly.
(except the shroud backing
corners). is not permitted.
* * * NOT MODIFIED TO SB 72-30

MM72-42-00
* * * FOR CT7-2A, CT7-2D
Figure 601 Gas Generator Stator Assembly - Inspection


MM72-42-00
* * * FOR CT7-2A, CT7-2D
Figure 602 Stages 1 and 2 Turbine Shroud Sectors - Inspection

* * * FOR ALL
* * * FOR CT7-2A/-2D MODIFIED TO SB 72-30 AND ALL CT7-2D1/-2E1
3. Gas Generator Stator Assembly.
Go to Table 602.
TABLE 602. INSPECTION OF GAS GENERATOR STATOR ASSEMBLY
Max Repairable
A. Stage 2 turbine
nozzle segments

MM72-42-00
(5, Figure 603,

sheet 1 or 2) for:
(1) Cracks in
vanes at:
(a) Trailing Any number of cracks Not repairable. * Replace stages 1
edge. less than 1/8 inch and 2 gas generator
long per vane, with turbine rotor
a maximum of three assemblies and gas
cracks up to 1/4 generator stator
inch long per vane. assembly.
Crack width must not
be more than 1/16
inch. Cracks must
not cross each
other, and pieces
must not be in
danger of falling
out.
(b) Leading One crack 5/8 inch Not repairable. * Replace stages 1
edge. long, or two cracks and 2 gas generator
1/4 inch long per turbine rotor
vane. Cracks must assemblies and gas
not cross each generator stator
other, and pieces assembly.
must not be in
danger of falling
out.
(c) Remaining One crack, 1 inch Not repairable. * Replace stages 1
airfoil. long, or two cracks and 2 gas generator
1/2 long per vane. turbine rotor
Pieces must not be assemblies and gas
in danger of falling generator stator
out. assembly.
(2) Cracks in One crack, 1 inch Not repairable. * Replace stages 1
inner and long, or two cracks and 2 gas generator
outer band. 3/4 inch long. Any turbine rotor
number of cracks 1/4 assemblies and gas
inch long per generator stator
not be in danger of
falling out.
(3) Cracks in One crack, 1 inch Not repairable. * Replace stages 1
fillet area long, or two cracks and 2 gas generator
between vanes 3/4 inch long. Any turbine rotor
and bands. number of cracks 1/4 assemblies and gas
inch long per vane. generator stator
Pieces must not be assembly.
out.

MM72-42-00
(4) Burns,
blistering,
and erosion
on:
(a) Vane Blistering, bulges, Not repairable. * Replace stages 1
airfoil. through-holes, and and 2 gas generator
evidence of missing turbine rotor
coating are not assemblies and gas
permitted. generator stator
assembly.
(b) Inner and 3/4 inch x 1/4 inch: Not repairable. * Replace stages 1
outer at two locations for and 2 gas generator
bands. each band. turbine rotor
assemblies and gas
generator stator
assembly.
(5) Nicks, dents, Any number, 1/32 Not repairable. * Replace stages 1
scratches, inch deep. and 2 gas generator
and gouges. turbine rotor
assemblies and gas
generator stator
assembly.
(6) Buckling of 1/16 inch from Not repairable. * Replace stages 1
vane trailing straight line. and 2 gas generator
edges. turbine rotor
assemblies and gas
generator stator
assembly.
(7) Missing
material on:
(a) Leading Not permitted. Not repairable. * Replace stages 1
and and 2 gas generator
trailing turbine rotor
edges of assemblies and gas
vane. generator stator
assembly.
(b) Inner and 1/2 inch long, 3/32 Not repairable. * Replace stages 1
outer inch from edge (one and 2 gas generator
bands. per side; any number turbine rotor
of vanes). assemblies and gas
generator stator
assembly.
(8) Wrinkling in Not permitted. Not repairable. * Replace stages 1
vane airfoil and 2 gas generator
surface. turbine rotor
assemblies and gas
generator stator
assembly.

MM72-42-00
(9) Bumps on Any number, any Not repairable. * Replace stages 1

airfoil size, if coating is and 2 gas generator
surfaces. not wrinkled and turbine rotor
bump has a smooth, assemblies and gas
rounded contour. generator stator
assembly.
(10) Chipped Codep
B1 coating
at:
(a) Area CA None permitted. Not repairable. * Replace stages 1
(sheet 2). and 2 gas generator
turbine rotor
assemblies and gas
generator stator
assembly.
(b) Area CB. An area up to 0.020 Not repairable. * Replace stages 1
inch max at four and 2 gas generator
locations per band turbine rotor
or per vane. assemblies and gas
generator stator
assembly.
(c) Area CC. An area up to 0.100 Not repairable. * Replace stages 1
inch max at four and 2 gas generator
locations per band. turbine rotor
Any amount, up to assemblies and gas
0.020 inch. generator stator
assembly.
B. Shroud support
assembly (10,
sheet 1 or 2) for:
(1) Cracks on:
(a) Face-type None permitted. Not repairable. Replace stages 1 and
seal 2 gas generator
mating turbine rotor
surfaces assemblies and gas
(3, 9) and generator stator
shell (6). assembly.
(b) Forward Any number of Not repairable. Replace stages 1 and
shield (1) cracks, any length, 2 gas generator
and aft if pieces are not in turbine rotor
shield danger of falling assemblies and gas
(2). out. generator stator
assembly.
(2) Wear grooves
on:
(a) Face-type Any number, 0.007 Not repairable. Replace stages 1 and
seal inch deep. 2 gas generator
mating turbine rotor
MM72-42-00
surface assemblies and gas

(3, sheet generator stator
1 or 2). assembly.
(b) Face-type Any number, 0.010 Not repairable. Replace stages 1 and
seal inch deep. Three 2 gas generator
mating locations 0.012 inch turbine rotor
surface deep, not to exceed assemblies and gas
(9, sheet 0.500 inch generator stator
1 or 2). circumferentially. assembly.
(3) Nicks, Any number, 0.030 Same as the usable Remove the high
scratches, inch deep, without limits, with high metal (GEK 9250, 70-
and gouges. high metal. metal. 42-00).
(4) Fretting on 0.005 inch deep. Not repairable. Replace stages 1 and
face of 2 gas generator
forward turbine rotor
flange (7). assemblies and gas
generator stator
assembly.
(5) Wear, nicks, Any amount. Not applicable. Not applicable.
scratches,
and benching
marks in
chromide
coating.
(6) Burned Not permitted. Not repairable. Replace stages 1 and
chromide 2 gas generator
coating. turbine rotor
assemblies and gas
generator stator
assembly.
(7) Corrosion of Not permitted. Not repairable. Replace stages 1 and
parent metal, 2 gas generator
or pits in turbine rotor
damaged assemblies and gas
chromide generator stator
coating. assembly.
(8) Plugged None permitted. Any number. Use a 0.016 inch
cooling holes diameter (or
on aft shield smaller) wire and
(2). remove foreign
material from holes.
(9) Plugged None permitted. Any number. Use a 0.020 inch
cooling holes diameter (or
on forward smaller) wire and
shield (1). remove foreign
material from holes.
C. Stage 2 stationary
air seal (4) (not

MM72-42-00
including
honeycomb) for:
2 gas generator
turbine rotor
assemblies and gas
generator stator
assembly.
(2) Nicks and Any number, 1/32 Same as the usable Blend the high metal
D. Honeycomb of
stationary air
seal (4) for:
NOTE: Honeycomb of the seal (4) does not contain filler material.
(1) Cracks. Any number, if no Not repairable. Replace stages 1 and
material is in 2 gas generator
danger of coming turbine rotor
loose. assemblies and gas
generator stator
assembly.
(2) Wear grooves Any amount, 0.015 Not repairable. Replace stages 1 and
or rubs. inch deep (when 2 gas generator
compared with turbine rotor
unrubbed section), assemblies and gas
without high metal. generator stator
assembly.
(3) Pickup on Not permitted. Any amount. Blend or grind to
rubbed area the original contour
of honeycomb. (GEK 9250, 70-42-
00).
(4) Separation of Not permitted. Not repairable. Replace stages 1 and
honeycomb 2 gas generator
from support turbine rotor
ring. assemblies and gas
generator stator
assembly.
E. Windage shield (8)
for:
2 gas generator
turbine rotor
assemblies and gas
generator stator
assembly.
(2) Nicks and Any number, 0.010 Same as the usable Blend the high metal

MM72-42-00

F. Stages 1 and 2
turbine shroud
segments (Figure
604) for:
(1) Cracks in Any number, if there Not repairable. Replace stages 1 and
flowpath rail are no loose or 2 gas generator
(2). missing pieces. turbine rotor
assemblies and gas
generator stator
assembly.
(2) Cracks in None permitted. Not repairable. Replace stages 1 and
stage 2 2 gas generator
shroud turbine rotor
retainers assemblies and gas
(1). generator stator
assembly.
(3) Cracks in Two cracks Not repairable. Replace stages 1 and
solid alloy completely across, 2 gas generator
material or per segment. Any turbine rotor
ceramic number of cracks, assemblies and gas
coating. 3/4 inch long per generator stator
not be in danger of
falling out.
(4) Cracks Any number, if Not repairable. Replace stages 1 and
extending pieces are not in 2 gas generator
from cooling danger of falling turbine rotor
holes (3) out. assemblies and gas
towards aft generator stator
end (stage 1 assembly.
only).
(5) Missing solid Not permitted. Not repairable. Replace stages 1 and
alloy 2 gas generator
material. turbine rotor
assemblies and gas
generator stator
assembly.
(6) Missing or
chipped
ceramic
coating at:
(a) Corners. Missing or chipped Not repairable. Replace stages 1 and
coating is permitted 2 gas generator
at one corner only turbine rotor
at both ends of each assemblies and gas
segment: 0.500 inch generator stator
axially and 0.200 assembly.
inch radially.
MM72-42-00
Exposure of shroud
backing is not
permitted.
(b) Leading Any amount, if the Not repairable. Replace stages 1 and
and missing or chipped 2 gas generator
trailing coating is within turbine rotor
edges and 0.100 inch of edges assemblies and gas
at end or end gaps of each generator stator
gaps segment. Exposure of assembly.
(except shroud backing is
corners). not permitted.
(7) Nicks, Any number, 0.015 Same as the usable Remove high metal
gouges, and inch deep, without limits, with high (GEK 9250, 70-42-
dents. high metal. metal. 00).
(8) Blade tip Any amount, 0.015 Not repairable. Replace stages 1 and
wear grooves. inch deep, with a 2 gas generator
minimum of 1/16 inch turbine rotor
wide unworn band at assemblies and gas
forward and aft generator stator
edges. assembly.
(9) Build-up of 0.005 inch maximum Any amount. Blend to the contour
blade height. of the adjacent
material. surface (GEK 9250,
70-42-00).
* Defective stage 2 nozzle segments can be replaced individually (DISASSEMBLY AND
ASSEMBLY).
* * * MODIFIED TO SB 72-30

MM72-42-00
* * * FOR ALL
Figure 603 (Sheet 1) Gas Generator Stator Assembly - Inspection

MM72-42-00
* * * FOR ALL
Figure 603 (Sheet 2) Gas Generator Stator Assembly - Inspection


MM72-42-00
* * * FOR ALL
Figure 604 Stages 1 and 2 Turbine Shroud Sectors - Inspection

* * * FOR CT7-2A CT7-2D MODIFIED TO SB 72-30 AND ALL CT7-2D1/-2E1
4. Face-Type Seal PN 4091T12P01/P02.
Go to Table 603.
TABLE 603. INSPECTION OF FACE-TYPE SEAL PN 4091T12P01/P02
Max Repairable
Face-type seal
(Figure 605) for:
A. Cracks. None permitted. Not repairable. Replace the seal.
MM72-42-00
B. Height. 0.190 inch minimum. Any amount. Replace the seal.

C. Height Variation in free Any amount. Replace the seal.
variation. height must not be
more than 0.003 inch
per 1.0 inch of
circumference.
D. Nicks, dents,
and scratches
on:
(1) Sealing None permitted. Not repairable. Replace the seal.
surface.
(2) Other Any number, without Any number, with Blend the high metal
area. high metal. high metal. (GEK 9250, 70-42-
00).
E. Wear on sealing 0.002 inch reduction Not repairable. Replace the seal.
surfaces. of coating thickness
in areas A and B
compared to unworn
thickness.

MM72-42-00
* * * FOR ALL
Figure 605 Face-Type Seal PN 4091T12P01/P02 - Inspection

MM72-42-00
GAS GENERATOR STATOR ASSEMBLY - CLEANING
* * * FOR ALL
TASK 72-42-00-100-801
This section provides instructions for cleaning the gas generator stator assembly
and face-type seal. Before starting any of the following procedures, read CLEANING
section (70-20-00) in Standard Practices Manual GEK 9250.
Table 701 provides parts cleaning summary for the gas generator stator assembly
and its components, and face-type seal
Gas Generator Stator Assembly 70-21-01, 70-21-02 ---
Face-Type Seal 70-21-02 ---
Stage 1 and 2 Turbine Shroud Support 70-21-06 ---

Assembly
Stage 2 Nozzle Heat Shield 70-21-06 ---
Stage 2 Turbine Nozzle Segments 70-21-17 (Alternate Para 3, 4
Method)
Stage 2 Stationary Air Seal 70-21-06 ---
Stages 1 and 2 Shroud Retainers 70-21-02 ---
Stages 1 and 2 Turbine Shroud Segments 70-21-06 ---
CAUTION: IF HONEYCOMB OR CERAMIC IS PRESENT ON THE INSIDE OF THE SHROUD SEGMENT,

MASK THE HONEYCOMB OR CERAMIC COATING AND DO NOT BLAST THE MASKED AREA. IF
THE INSIDE OF THE SHROUD SEGMENT IS A METAL ALLOY, YOU CAN BLAST ALL OF THE
PART.
Stages 1 and 2 Turbine Shroud Segments 70-21-05, Method 5A ---
(Alternate Method)
Shoulder Screw 70-21-02 ---
Turbine Stator Bolts 70-21-06 ---
Windage Shield 70-21-06 ---
The hot chemical cleaning method (para B) is for general cleaning. This method
may not remove hard carbon deposits and heat scale from the nozzle segments.
B. Hot Chemical Cleaning Method.

MM72-42-00
This hot chemical cleaning method is a multiple hot-tank process that is

effective in cleaning hot section parts.
CAUTION: • DO NOT CLEAN TITANIUM PARTS, ALUMINUM PARTS, ALUMINUM ALLOY PARTS, OR
COATED MAGNESIUM PARTS BY THIS CLEANING METHOD. CAUSTIC CLEANING AGENTS
WILL PERMANENTLY DAMAGE ALUMINUM AND ALUMINUM ALLOYS, AND WILL REMOVE
PROTECTIVE COATINGS FROM MAGNESIUM PARTS. THIS CLEANING METHOD WILL
ALSO ATTACK AND DAMAGE BRAZED COMPONENTS. DO NOT USE THIS CLEANING
METHOD ON ANY BRAZED COMPONENTS.
• DO NOT USE TANKS WHICH ARE USED FOR STRIPPING PAINT FROM PARTS FOR
GENERAL CLEANING OR DERUSTING OF NON-PAINTED PARTS. RESIDUE FROM PAINT
STRIPPING WILL CONTAMINATE THE TANK SOLUTION, PREVENTING SATISFACTORY
CLEANING, EVEN THOUGH THE CONCENTRATION OF SOLUTION MAY BE SATISFACTORY.
(1) If the nozzle segment is heavily coated with grease or oil, vapor-degrease
(GEK 9250, 70-21-02) the nozzle segment.
WARNING: CORROSION REMOVING COMPOUND
(TURCO 4181)
SULFURIC ACIDS. REACTION WITH METALS RELEASES FLAMMABLE HYDROGEN GAS.
THOROUGHLY WITH WATER. GET IMMEDIATE MEDICAL HELP. IMMEDIATELY CHANGE
APRON.
(2) Immerse the nozzle segment in a tank containing 2 to 2-1/2 pounds of
corrosion removing compound Turco 4181 per gallon of tap water for 30
minutes at 190°-200°F.
OCCUR.
(3) Remove the nozzle segment from the tank and immerse the segment in a dip-
rinse tank containing hot water heated to 140°-180°F.
(4) Remove the nozzle segment and spray the segment with an air-and-water
rinser.
WARNING: ALKALINE DESCALING COMPOUND
(TURCO 4338 OR 4338C)
SULFURIC ACIDS. REACTION OF COMPOUND WITH METAL RELEASES FLAMMABLE
HYDROGEN GAS.
• WHEN ADDING SOLID TO WATER, STIR IN SLOWLY. AVOID SPLATTERING ANY
SOLUTION BY CONTROLLING HEAT BELOW ITS BOILING POINT.
• WHEN MIXING POWDER INTO SOLUTION OR SOLUTIONS, WEAR APPROVED GLOVES,
FACE SHIELD, AND APRON.
MM72-42-00
INHALATION OF POWDER CAN DAMAGE LUNGS.
• IF SOLUTION OR POWDER CONTACTS SKIN OR EYES, FLUSH AFFECTED AREA
THOROUGHLY WITH WATER. GET MEDICAL HELP IMMEDIATELY. IMMEDIATELY CHANGE
• IF SOLUTION IS INGESTED, DO NOT INDUCE VOMITING.
WARNING: CEE BEE NO. J88
• HIGHLY REACTIVE - DO NOT MIX WITH OXIDIZABLE MATERIALS SUCH AS WOOD,
PAPER AND ACIDS.
• CONTACT WITH DRY MATERIAL CAN CAUSE SKIN IRRITATION, BURNS AND PERMANENT
EYE DAMAGE. INGESTION CAN CAUSE SEVERE STOMACH DISTRESS.
• IF ANY LIQUID OR POWDER CONTACTS SKIN OR EYES, IMMEDIATELY FLUSH
AFFECTED AREA THOROUGHLY WITH WATER, REMOVE WET CLOTHING. IF DRY
MATERIAL IS INGESTED, GET MEDICAL HELP.
• WHEN MIXING DRY MATERIAL INTO SOLUTION, OR WHEN HEATING SOLUTION,
CONTROL SPLATTERING BY CONSTANT MIXING. WEAR APPROVED GLOVES, FACE
SHIELD, AND LONG SLEEVES.
• DO NOT EAT, SMOKE, OR CARRY SMOKING MATERIALS.
(5) Immerse the nozzle segment in a tank containing 2 to 2-1/2 pounds of Turco
4338 or Cee Bee No. J88 per gallon of tap water for 30 minutes at 190°-200°
F.
(6) Rinse the segment in overflowing water heated to 68°-100°F.
(7) Spray-rinse the segment.
WARNING: CORROSION REMOVAL AND METAL
CONDITIONING COMPOUND, MIL-C-10578
• WHEN MIXING SOLUTIONS, ADD LIQUID TO WATER, NOT WATER TO LIQUID.
• THE LIQUID IS VERY CORROSIVE. CONTACT WITH LIQUID CAN CAUSE BURNS.
INHALATION OF MIST CAN CAUSE IRRITATION.
THOROUGHLY WITH WATER. IMMEDIATELY REMOVE ACID-SATURATED CLOTHING.
• WHEN HANDLING CONCENTRATED OR DILUTED LIQUID IN AIR-EXHAUSTED TANK, WEAR
APPROVED GLOVES, GOGGLES OR FACE SHIELD, AND APRON.
• WHEN HANDLING CONCENTRATED OR DILUTED LIQUID IN OPEN, UNEXHAUSTED TANK,
WEAR APPROVED RESPIRATOR, GLOVES, GOGGLES, AND APRON.
(8) Immerse the nozzle segment in a tank containing corrosion removing and
metal conditioning compound for 5-10 minutes.
(9) Water-rinse the segment at room temperature for a minimum of 5 minutes.
(10) Spray-rinse the segment.
(11) Air-dry the segment at room temperature.
4. Stage 2 Turbine Nozzle Segments Holes.
A. Obtain a suitable diameter wire or pin, approximately 7 inches long.
B. File the ends of the wire or pin to a smooth radius.
C. Inspect the airflow passages W1 and W2 as follows:

MM72-42-00
CAUTION: BE CAREFUL WHEN YOU INSERT OR REMOVE THE WIRE OR PIN INTO/FROM THE
AIRFLOW PASSAGES. THE WIRE OR PIN CAN BREAK.
(1) Insert one end of the wire or pin into the airflow passages W1 and W2. The
wire or pin should enter into each airflow passage (W1 and W2) to a depth
of 3/8 inch minimum.
(2) If the wire or pin can only be inserted to a depth less than 3/8 inch, this
is an indication that the passage is plugged.
(3) Use a suitable diameter wire or pin and remove foreign material from
passages W1 or W2 as applicable.
(4) Use the procedure in step (1) and inspect passages W1 and W2 again.
(5) Waterflow-check (Figure 701) the nozzle segments as follows:
(a) Plug port P2 and let the water enter at port P1. Water must exit at
port W1 and W2. If not, replace the nozzle segment.
(b) Plug port 1 and let the water enter at port 2. Water must exit at port
W1 and W2. If not, replace the nozzle segment.

MM72-42-00
* * * FOR ALL
Figure 701 Stage 2 Turbine Nozzle Segment Cooling Holes (Typical) -

Inspection

MM72-50-00
POWER TURBINE MODULE - DESCRIPTION AND OPERATION
* * * FOR ALL
TASK 72-50-00-870-801
The power turbine module includes: the turbine case, the power turbine rotor
assembly, the power turbine drive shaft assembly, the exhaust frame, and the C-
sump housing. Output power is delivered by the power turbine drive shaft assembly;
shaft extends forward through the engine to a splined joint in the output shaft
assembly.
2. Description.
A. Exhaust Frame.
Exhaust frame (5, Figure 1) supports C-sump housing (6). It contains No. 5
carbon seal (12), and No. 5 and 6 bearing support (9).
B. Power Turbine Rotor Assembly.
Power turbine rotor assembly (10, Figure 1) consists of stages 3 and 4 turbine
disks (13, 8) and stage 4 seal and turbine nozzle (4). The rotor assembly
mounts on power turbine drive shaft assembly (14). No. 6 bearing (7) and No. 5
bearing (11) support the aft end of the drive shaft; the forward end is
supported by the output shaft.
C. Turbine Case.
Turbine case (2, Figure 1) houses power turbine rotor assembly (10) and stage
3 turbine nozzle segment assembly (3). Thermocouple assembly (1) is installed
on the turbine case.
D. Power Turbine Drive Shaft Assembly.
This assembly is made up of a power turbine drive shaft assembly (6, Figure
2), torque sensor tube (3), and pin (4). The torque sensor tube is secured by
pin (4) to the front of drive shaft (6). The rear of tube (3) is free to twist
within the drive shaft, relative to the rotation of drive shaft. Np sensor (1)
and torque and overspeed sensor (8) (CT7-2A/-2D/-2D1) and Np/Q sensors (10,
11) (CT7-2E1) contain a magnet and wire coil which produce an electrical pulse
each time shaft teeth (2) or reference teeth (9) rotates past. Because the
electrical pulses have a different relationship with changes in load, the
output torque of the engine can be measured. The greater the load, the greater
the twist in the shaft. Two sensors (1, 8 or 10, 11) transmit these pulses to
the ECU (CT7-2A/-2D/-2D1) or EECU (CT7-2E1).

MM72-50-00
* * * FOR ALL
1. TIIe....,.;ouph usabl),
t. Twrb lne tU~
3. St.lge 1 turbin, roonlt UIJM"t an_bl,
t. Stag. , ull Ind b,biM PIOJZlt
5. Ex,,"-uu f,_
•. t.~ ...p bousl"9
1. 110. r. ~lrl";
I. Stall' I tllrbl~ <!h .
9. Mo . 5 In' 119. 5 H.rln, S1,lpo;!Ort
10. Powr twr~' ... rotor us_I),
II. 110. S bearlng
12. 110. 5 c.,tIof\ ~'I l
U. Stille 3 tu rbf l\l dist
14. !'owr t~rblM d~ht shirt Ule.111,
Figure 1 Power Turbine Module (Typical)

MM72-50-00
* * * FOR ALL
1. Np sellSOf
2. Shaflledh
3. Torque sensortltle
4. Pin
5. OIM wft spIi1e
6. DrM wll.
7. Olsk mounti1g tlmge
II
8. TClIJIt and overspeed Setl$OJ
9. Reference teelh
10. Np/O sensor (CT7-2E l)
11 . NptQ $CIl$OI' (CT7-2E1)
·····FOR en·2El ·· · ··
Figure 2 Power Turbine Drive Shaft Assembly

MM72-50-00
POWER TURBINE MODULE - REMOVAL AND INSTALLATION
* * * FOR ALL
TASK 72-50-00-400-801
A. This section provides maintenance procedures for removing and installing the
power turbine module and its components. Before starting any of the following
Manual GEK 9250, 70-10-00.
WARNING: ASBESTOS
HARDWARE.
B. Some engine parts may contain asbestos, which is highly toxic to skin, eyes,
result.
2. Power Turbine Module.
A. Removal.
(1) Before removing power turbine module from engine installed on the aircraft,
follow instructions in applicable Aircraft Maintenance Manual to determine
which aircraft components must be removed. If engine is removed from
aircraft, then install engine in maintenance stand in horizontal position
(72-00-00, SERVICING).
NOTE: C-sump should be drained of oil before tipping power turbine module aft
end up. Tipping aft end down, once power turbine module is removed from
engine, is permitted. However, oil will drain through heat shield vent
hole.
(2) If oil will be scavenged from C-sump, refer to 72-00-00, SERVICING, or use
alternate method below.
(a) Remove heat shield and C-sump cover, paragraph 4.A.
(b) Remove oil from exposed C-sump.
(c) Install heat shield and C-sump cover, paragraph 4.B.
(3) Disconnect the following electrical cable connectors at forward flange of
power turbine module.
(a) Torque and overspeed sensor (1, Figure 401, sheet 1).

MM72-50-00
(b) Thermocouple assembly (2).

(c) Np sensor (3).
WARNING: ASBESTOS
MAY RESULT.
CAUTION: TWO WRENCHES (COUNTER-TORQUE) ARE REQUIRED FOR REMOVING AND INSTALLING
COUPLING NUTS. OTHERWISE, NUTS OR TUBES WILL BE DAMAGED.
(4) Using two wrenches, one to hold the mating union and one to loosen the
coupling nut, disconnect the following tubes at forward flange of power
turbine module.
(a) Seal pressure and scavenge tube assembly (17).
(b) C-sump oil supply tube (9).
(c) C-sump aft scavenge tube (7).
(d) C-sump forward scavenge tube (8).
(e) B-sump drain tube (19).
(5) Inspect forward seal pressure tube (26) for the following conditions:
(a) Inspect forward seal pressure tube (26) for loose connection at
coupling nut (24) located on the right-hand compressor case half.
(b) Inspect tube (26) for cracks. No cracks are allowed.
(c) If the coupling nut (24) on right-hand case half is found loose, or if
the tube is cracked, continue to remove power turbine module and return
module to an approved CT7 overhaul facility for inspection of the power
turbine rotor components.
CAUTION: TWO WRENCHES (COUNTER-TORQUE) ARE REQUIRED FOR REMOVING AND
INSTALLING COUPLING NUTS. OTHERWISE, NUTS OR TUBES WILL BE DAMAGED.
(d) Using two wrenches, disconnect seal pressure and scavenge tube assembly
(17) at coupling nut (23) and from coupling nut (24).
(6) Remove 59 bolts (11), and 59 locknuts (10) from midframe flange. Do not
remove locknut and bolt from bolthole No. 1 (Figure 401, sheet 2).
CAUTION: • POWER TURBINE DRIVE SHAFT MUST STAY ALIGNED WITH BORE OF COLD SECTION
MODULE TO PREVENT DAMAGE TO STAGE 3 NOZZLE AND TO FORWARD LABYRINTH
SEAL.
• EXTERNAL HOSES OR TUBES MUST NOT BE USED FOR HANDLING MODULE.
(7) With the help of another technician, support the power turbine module
(Figure 401, sheet 1), and maintain horizontal and vertical alignment.
(8) Remove remaining locknut (10) from remaining bolt (11) at bolthole No. 1
(refer to Figure 401, sheet 2) for location. Do not remove bolt.
NOTE: Compressor leakage air tube (18, Figure 401, sheet 1) will slide out from
fitting on midframe when module is moved aft.
(9) Carefully slide power turbine module aft until power turbine drive shaft is
clear of cold section module; then install module onto stand, or other

MM72-50-00
suitable area, aft end down.

(10) Remove packing (16) from power turbine drive shaft.
(11) Reinstall locknut (10), which was removed in step (8), onto bolt (11) in
bolthole No. 1 on midframe; this bolt keeps gas generator stator assembly
aligned with gas generator turbine rotor assembly.
(12) Visually inspect PT drive shaft for the following:
(a) Drive shaft spline and labyrinth seal for pieces of carbon debris.
Borescope-inspect the bore of compressor rotor to ensure no loose
pieces of stage 1 compressor rotor blade-disk carbon seal are present
(b) Aft corner of vent land for evidence of rubs or contact from the stage
1 blade-disk bore. If contact or rubs have occurred, remove and replace
cold section module (72-30-00, REMOVAL AND INSTALLATION) and replace PT
module.
(13) Borescope-inspect compressor rotor tie rod nut bushing (72-00-00,
INSPECTION).
(14) Cap all open ports with dry, clean, protective caps.
CAUTION: IF ENGINE IS OPERATED WITHOUT FACE-TYPE SEAL (25), GG ROTOR AND STATOR
ASSEMBLY WILL BE DAMAGED AND MUST BE REMOVED AND SHIPPED TO AN APPROVED
OVERHAUL FACILITY FOR FURTHER INSPECTION.
(15) Inspect aft end of gas generator stator (12) for the presence of face-type
seal (25). If engine has been operated without face-type seal, remove and
ship GG rotor and stator assembly to an approved overhaul facility for
further inspection.
(16) Using a bright light, inspect gas generator rotor and stator assembly as
much as possible. (Refer to 72-00-00, INSPECTION, for inspection limits.)
B. Installation.
(1) Remove protective caps from all open ports. Install packing (16, Figure
401, sheet 1) onto power turbine drive shaft.
IRRITATION.
ATTENTION.
(2) Using lubricating oil, lubricate spline teeth of power turbine drive shaft.
CAUTION: IF ENGINE IS OPERATED WITHOUT FACE-TYPE SEAL (25), GG ROTOR AND STATOR
ASSEMBLY WILL BE DAMAGED AND MUST BE REMOVED AND SHIPPED TO AN APPROVED
OVERHAUL FACILITY FOR FURTHER INSPECTION.
(3) Inspect aft end of gas generator stator (12) for presence of face-type seal

MM72-50-00
(25). Be sure that face-type seal has been installed and it is seated
before installing power turbine module.
NOTE: Locknut (10) and bolt (11) were previously installed in bolthole No. 1
(aft looking forward) on midframe-to-turbine case flange (sheet 2) to hold
gas generator stator (12, sheet 1).
(4) Do not remove bolt (11) at this time. However, remove locknut (11) from
bolt (10) at bolthole No. 1 (aft looking forward) on midframe-to-turbine
case flange.
CAUTION: • THE DRIVE SHAFT OF POWER TURBINE MODULE MUST STAY ALIGNED WITH BORE OF
COLD SECTION MODULE TO PREVENT DAMAGE TO COMPRESSOR ROTOR TIE ROD NUT
BUSHING AND TO FORWARD LABYRINTH SEAL.
• EXTERNAL HOSES OR TUBES MUST NOT BE USED FOR HANDLING MODULE.
• DO NOT ALLOW POWER TURBINE DRIVE SHAFT TO BE SUPPORTED BY THE COMPRESSOR
BORE WHILE THE SHAFT IS PARTIALLY INSERTED INTO BORE OF COLD SECTION
MODULE.
(5) With the help of another technician, axially align power turbine module
with cold section module. Support power turbine drive shaft by hand, and
maintain horizontal and vertical alignment; then insert drive shaft into
bore of gas generator turbine rotor.
(6) Push module until drive shaft splines engage output shaft splines. If
splines engage, go to step (8); if splines do not engage, go to step (7).
(7) Rotate power turbine rotor to engage drive shaft splines with output shaft
splines.
(8) Align TOP markings on midframe-to-turbine case flange and turbine case-to-
midframe flange. Be sure tubes (7, 8, 9, 17, 18, 19) are aligned with
mating tubes on cold section module. Check bolthole No. 60 (refer to Figure
401, sheet 2 for location) to be sure that bolthole in turbine case flange
aligns with bolthole in midframe flange.
(9) Push module onto bolt (11, Figure 401, sheet 1) in bolthole No. 1. Be sure
slip-fit connector on compressor leakage air tube (18) engages properly.
(10) Install locknut (10) onto bolt (11). Tighten locknut until flange rabbet
is fully engaged.
(11) Rotate rotor at least 360°. Rotor must rotate freely with no rubs.
(12) Install bolts (11) in boltholes No. 11, 21, 31, 41, and 51 (refer to
Figure 401, sheet 2) for location; install locknuts (10, Figure 401, sheet
1).
(13) Cross-tighten all locknuts installed on bolts (total of 6) as follows: 12
o'clock, then 6 o'clock; 2 o'clock, then 8 o'clock; 4 o'clock and 10

MM72-50-00
o'clock. Cross-torque locknuts to 80-85 lb in.

(14) Install remaining 54 bolts (11) and 54 locknuts (10). Tighten locknuts and
bolts in crisscross pattern until snug. Torque locknuts to 80-85 lb in. in
criss-cross pattern.
WARNING: ASBESTOS
MAY RESULT.
(15) Be sure that compressor leakage air tube (18) is completely engaged in
slip-fit connector on midframe. Then, using two wrenches, one to hold the
mating union and one to tighten the coupling nut, connect the following
tubes:
(a) C-sump aft scavenge tube (7). Tighten (60° wrench-arc) coupling nut.
(b) C-sump forward scavenge tube (8). Tighten (60° wrench-arc) coupling
nut.
(c) C-sump oil supply tube (9). Tighten (60° wrench-arc) coupling nut.
(d) Seal pressure and scavenge tube assembly (17). Tighten (60° wrench-arc)
coupling nut.
(e) B-sump drain tube (19). Tighten (60° wrench-arc) coupling nut.
(16) Connect the following connectors:
(a) Torque and overspeed sensor (1) to the blue electrical cable assembly
(15). Tighten (15° wrench-arc) the connector.
(b) Np sensor (3) to the yellow electrical cable assembly (14). Tighten
(15° wrench-arc) the connector.
(c) Thermocouple assembly (2) to the yellow electrical cable assembly (13).
Tighten (90° wrench-arc) the connector.
(d) Use the procedures in 74-00-00, REMOVAL AND INSTALLATION, and seal the
cable connector/sensor connector with RTV 106 sealant.
(17) After installation, do the required checks (72-00-00, TEST).

MM72-50-00
* * * FOR ALL
Figure 401 (Sheet 1) Power Turbine Module (Typical) - Removal And

Installation

MM72-50-00
* * * FOR ALL
Figure 401 (Sheet 2) Power Turbine Module (Typical) - Removal And

Installation
3. External Components.
A. Removal.
Remove the following external components from the power turbine module:
• Thermocouple assembly (74-00-00)
• Np sensor and torque and overspeed sensor (74-00-00)
• Compressor leakage air tube and seal pressure and scavenge tube assembly (75-
00-00)
• B-sump drain tube, oil supply tube, and C-sump forward and aft scavenge tubes
(79-00-00).

MM72-50-00
B. Installation.
Install the following components on the power turbine module:
• C-sump forward scavenge tube (79-00-00)
• C-sump aft scavenge tube (79-00-00)
• Oil supply tube (79-00-00)
• Np sensor and torque and overspeed sensor (74-00-00)
• Air tubes and B-sump drain tube (75-00-00)
• Thermocouple assembly (74-00-00).
4. C-Sump Cover, No. 6 Bearing Oil Nozzle, C-Sump Oil Tube, and Turbine Case Cowl.
A. Removal.
(1) Remove the C-sump cover as follows:
(a) Remove eight locknuts (5, Figure 402, sheet 1) from heat shield (6).
Remove heat shield.
(b) Remove three bolts (7) from C-sump cover (8). Thread three bolts (7)
into jacking holes on cover. Alternately turn bolts, 1/4 turn at a
time, until cover can be easily removed.
(c) Remove C-sump cover (8) from exhaust frame and C-sump housing (4), and
remove three bolts (7) from cover jacking holes.
(d) Remove and discard packings (9, 10).
* * * FOR CT7-2A, CT7-2D
(2) Remove No. 6 bearing oil nozzle (14) as follows:
(a) Remove locknut (12).
(b) Rotate turbine case (1) to align oil nozzle (14) with slot in No. 6
bearing self-locking nut (11).
(c) Remove oil nozzle (14). Remove and discard packing (13).
* * * FOR CT7-2D1, CT7-2E1
(2) Remove No. 6 bearing oil nozzle (14, sheet 2) and C-sump oil tube (21) as
follows:
(a) Remove coupling nut (22) from oil nozzle (14).
(b) Remove bolts (16, 26) that secure brackets (24, 27) to C-sump.
(c) Remove locknuts (12, 20) from C-sump. Remove bracket (27).
(d) Remove C-sump oil tube (21) from C-sump.
(e) Rotate power turbine module so that slot on locknut aligns with oil
nozzle (14). Remove oil nozzle (14) from C-sump. It may be necessary to
rotate module a small amount to ease in removing nozzle.
(f) Remove and discard packing (13) from oil nozzle (14).
(g) Remove locknut (25) and bolt (23) from bracket (24). Remove bracket
(24).
CAUTION: DO NOT REMOVE BOTH TURBINE CASE COWLS AT THE SAME TIME. THE EXHAUST
FRAME FAN CAN SEPARATE FROM THE TURBINE CASE.
(3) Remove the turbine case left-hand and right-hand cowls (30, 32, Figure 402,
sheet 2) as follows:
(a) Remove two locknuts (31) and two bolts (28) from the turbine case cowls
MM72-50-00
(30, 32).
* * * FOR CT7-2D1
(b) Remove 18 locknuts (1, Figure 403), 12 bolts (4), six bolts (2), and
three brackets (3, 5, and 6) that attach the left-hand cowl (30, Figure
402, sheet 2) to the turbine case-to-exhaust frame flange. Remove the
left-hand cowl.
(c) Re-install 18 locknuts (1, Figure 403), 12 bolts (4) and six bolts (2)
to the left-hand side of the turbine case-to-exhaust frame flange.
Hand-tighten the locknuts (1).
* * * FOR CT7-2E1
(d) Remove 18 locknuts (1, Figure 403A), 14 bolts (2), four bolts (4), and
two brackets (3, 5) that attach the left-hand cowl (30, Figure 402,
sheet 2) to the turbine case-to-exhaust frame flange. Remove the left-
hand cowl.
(e) Re-install 18 locknuts (1, Figure 403A), 14 bolts (2) and four bolts
(4) to the left-hand side of the turbine case-to-exhaust frame flange.
Hand-tighten the locknuts (1).
* * * FOR CT7-2D1, CT7-2E1
(f) Remove 22 locknuts (1, Figure 403, Figure 403A) and 22 bolts (4, Figure
403) or 22 bolts (2, Figure 403A) that attach the right-hand cowl (32,
Figure 402, sheet 2) to the turbine case-to-exhaust frame flange.
Remove the right-hand cowl.
(g) Re-install 22 locknuts (1, Figure 403, Figure 403A) and 22 bolts (4,
Figure 403) or 22 bolts (2, Figure 403A) to the right-hand side of the
turbine case-to-exhaust frame flange. Hand-tighten the locknuts (1).
* * * FOR ALL
B. Installation.
* * * FOR CT7-2D1, CT7-2E1
CAUTION: DO NOT INSTALL BOTH TURBINE CASE COWLS AT THE SAME TIME. THE EXHAUST
FRAME CAN SEPARATE FROM THE TURBINE CASE.
NOTE: • When you install the left-hand and right-hand cowls (30, 32, Figure 402,
sheet 2) to the turbine case (1), make sure that the forward lip on both
cowls is seated correctly on the turbine case.
• Make sure that the holes in the aft flange of the cowls are aligned with
the holes in the turbine case.
• All boltheads must face forward.
(1) Install the left-hand and right-hand turbine case cowls (30, 32) to the
turbine case (1) as follows:
* * * FOR CT7-2D1
(a) Install the left-hand cowl (30) to the turbine case as follows:
1 Remove 18 locknuts (1, Figure 403), 12 bolts (4) and six bolts (2)
that are attached to the left-hand side of the turbine case-to-
exhaust frame flange.
2 Install the left-hand cowl (30, Figure 402, sheet 2) to the turbine
case (1) so that the forward lip on the cowl (30) is seated on the

MM72-50-00
turbine case (1).

3 Check to make sure that the forward lip on the cowl (30) is seated
correctly on the turbine case (1), and that the holes in the aft
flange of the cowl are aligned with the holes in the turbine case.
If not, remove and reassemble the cowl.
4 Position the C-sump oil supply tube lower bracket (5, Figure 403)
against the aft side of the turbine case-to-exhaust frame flange and
over boltholes no. 29 and 30. Secure the bracket with the two bolts
(2) and two locknuts (1). Hand-tighten the locknuts.
5 Position the C-sump oil supply tube upper bracket (6) against the
aft side of the turbine case-to-exhaust frame flange and over
boltholes no. 33 and 34. Secure the bracket with two bolts (2) and
two locknuts (1). Hand-tighten the locknuts.
6 Position the scavenge tube bracket (3) against the aft side of the
turbine case-to-exhaust frame flange and over boltholes no. 39 and
40. Secure the bracket with two bolts (2) and two locknuts (1).
Hand-tighten the locknuts.
7 Install the remaining 12 locknuts (1) and 12 bolts (4) through the
left-hand cowl (30, Figure 402, sheet 2) to the turbine case-to-
exhaust frame flange. Hand-tighten the locknuts (1, Figure 403).
(b) Install the right-hand cowl (32, Figure 402, sheet 2) to the turbine
case as follows:
1 Remove 22 locknuts (1, Figure 403) and 22 bolts (4) that are
attached to the right-hand side of the turbine case-to-exhaust frame
flange.
2 Install the right-hand cowl (32, Figure 402, sheet 2) to the turbine
case (1) so that the forward lip on the cowl is seated on the
turbine case (1).
4 Secure the left-hand and the right-hand cowls (30, 32), at the
splitline, with two bolts (28) and two locknuts (31). Hand-tighten
the locknuts (31).
5 Install 22 locknuts (1, Figure 403) and 22 bolts (4) through the
right-hand cowl (32, Figure 402, sheet 2) to the turbine case-to-
exhaust frame flange. Hand-tighten the locknuts (1, Figure 403).
(c) Cross-torque the locknuts (1) to 70-75 lb in.
(d) Torque the nuts (31, Figure 402, sheet 2) at the splitline to 80-85 lb
in.
* * * FOR CT7-2E1
(e) Install the left-hand cowl (30) to the turbine case as follows:
1 Remove 18 locknuts (1, Figure 403A), 14 bolts (2) and four bolts (4)
that are attached to the left-hand side of the turbine case-to-
exhaust frame flange.
2 Install the left-hand cowl (30, Figure 402, sheet 2) to the turbine
MM72-50-00
case (1) so that the forward lip on the cowl (30) is seated on the
turbine case (1).
4 Position the C-sump oil supply tube lower bracket (3, Figure 403A)
against the aft side of the turbine case-to-exhaust frame flange and
over boltholes no. 29 and 30. Secure the bracket with the two bolts
(4) and two locknuts (1). Hand-tighten the locknuts.
5 Position the C-sump oil supply tube upper bracket (5) against the
aft side of the turbine case-to-exhaust frame flange and over
boltholes no. 33 and 34. Secure the bracket with two bolts (4) and
two locknuts (1). Hand-tighten the locknuts.
6 Install the remaining 14 locknuts (1) and 14 bolts (2) through the
left-hand cowl (30, Figure 402, sheet 2) to the turbine case-to-
exhaust frame flange. Hand-tighten the locknuts (1, Figure 403A).
(f) Install the right-hand cowl (32, Figure 402, sheet 2) to the turbine
case as follows:
1 Remove 22 locknuts (1, Figure 403A) and 22 bolts (2) that are
attached to the right-hand side of the turbine case-to-exhaust frame
flange.
2 Install the right-hand cowl (32, Figure 402, sheet 2) to the turbine
case (1) so that the forward lip on the cowl is seated on the
turbine case (1).
4 Secure the left-hand and the right-hand cowls (30, 32), at the
splitline, with two bolts (28) and two locknuts (31). Hand-tighten
the locknuts (31).
5 Install 22 locknuts (1) and 22 bolts (2) through the right-hand cowl
(32, Figure 402, sheet 2) to the turbine case-to-exhaust frame
flange. Hand-tighten the locknuts (1, Figure 403A).
(g) Cross-torque the locknuts (1) to 70-75 lb in.
(h) Torque the nuts (31, Figure 402, sheet 2) at the splitline to 80-85 lb
in.
* * * FOR CT7-2A, CT7-2D
(2) Install No. 6 bearing oil nozzle (14, Figure 402, sheet 1) as follows:
(a) Install packing (13) onto oil nozzle (14).
(b) Install oil nozzle (14) into C-sump housing. Secure nozzle, using
locknut (12). Torque locknut 32-35 lb in.
* * * FOR CT7-2D1, CT7-2E1
(2) Install No. 6 bearing oil nozzle (14, Figure 402, sheet 2) and C-sump oil
tube (21) as follows:

MM72-50-00
(a) Assemble bracket (24) to oil nozzle (14), using bolts (23) and locknut
(25). Hand-tighten locknut.
(b) Install packing (13) onto oil nozzle (14).
(c) Install oil nozzle (14) into port and over stud, located at 8 o'clock
position, in C-sump housing.
(d) Using locknut (12), secure oil nozzle (14). Hand-tighten locknut.
(e) Align bracket (24) with bolthole on no. 6 bearing outer race (17) at 7
o'clock position; then install bolt (16) handtight.
(f) Align coupling nut (22) on C-sump oil tube (21) with fitting of oil
nozzle (14). Position oil nozzle under threaded insert on C-sump
housing flange and position oil tube flush against flange.
(g) Tighten coupling nut (22) until oil tube is seated. Loosen nut and
hand-tighten nut again.
(h) Align bracket (27) with bolthole on No. 6 bearing outer race (17) and
install bolt (26). Torque bolts (16, 26) to 40-50 lb in.
(i) Install locknut (20) onto oil tube (21). Torque locknut to 32-35 lb in.
(j) Torque locknuts (12, 25) to 32-35 lb in.
(k) Torque the coupling nut (22) to 100-110 lb in. Loosen the nut and
torque it again to 75-90 lb in.
* * * FOR ALL
(3) Install the C-sump cover as follows:
(a) Install the packing (9, Figure 402, sheet 1 or 2) on the connector on
the C-sump cover (8).
(b) Install the packing (10) on the C-sump cover (8).
(c) Install the C-sump cover (8) on the exhaust frame and on the C-sump
housing (4).
(d) Secure the cover with three bolts (7). Torque the bolts to 45-50 lb in.
(e) Install the heat shield (6) on the exhaust frame so that the discharge
air slot is at the 6 o'clock position.
(f) Secure the heat shield with eight locknuts (5). Torque the locknuts to
70-75 lb in.

MM72-50-00
* * * FOR CT7-2A, CT7-2D
Figure 402 (Sheet 1) C-Sump Cover, No. 6 Bearing Oil Nozzle, C-Sump Oil
Tube, and Turbine Case Cowl - Removal and Installation

MM72-50-00
* * * FOR CT7-2D1, CT7-2E1
Figure 402 (Sheet 2) C-Sump Cover, No. 6 Bearing Oil Nozzle, C-Sump Oil
Tube, and Turbine Case Cowl - Removal and Installation

MM72-50-00
* * * FOR CT7-2D1
Figure 403 Turbine Case-to-Exhaust Frame Flange - Bolting Diagram

MM72-50-00
* * * FOR CT7-2E1
Figure 403A. Turbine Case-to-Exhaust Frame Flange - Bolting Diagram

MM72-50-00
POWER TURBINE MODULE - INSPECTION
* * * FOR ALL
TASK 72-50-00-200-801
This section provides inspection procedures for power turbine module and its
components. Before starting any of the following inspections, read INSPECTION
2. C-Sump Cover.
Go to Table 601.
TABLE 601. INSPECTION OF C-SUMP COVER
Max Repairable
C-sump cover (Figure
601) for:
NOTE: C-sump cover will rattle if the baffle (3) breaks at weld/braze joint. This
condition is acceptable if no loose pieces of baffle are visible through
scavenge port (5), or if no pieces have fallen out.
A. Cracks. None allowed. Not repairable. Replace cover.
B. Dents. Any number if Not repairable. Replace cover.
function is not
affected.
C. Nicks and Any number, 1/64 inch Same as usable Blend high metal
scratches, deep, without high limits, with high (GEK 9250, 70-42-
except in metal. metal. 00).
packing grooves
(1, 4).
D. Nicks and
scratches.
(1) Floor of Any number, 0.003 Not repairable. Replace cover.
packing inch deep, without
grooves sharp edges.
(1, 4).
(2) Walls of Any number, 0.010 Not repairable. Replace cover.
grooves sharp edges.
(1, 4).
E. Threaded One full thread Same as usable Chase thread to
jacking holes cumulative damaged or limits, with high usable limits,
(2) for missing missing, without high metal. using a 0.190-32
or damaged metal. UNF-3A tap. Vapor
threads. degrease (GEK
9250, 70-21-02).

MM72-50-00
* * * FOR ALL
Figure 601 C-Sump Cover - Inspection

3. C-Sump Heat Shield.
Go to Table 602.
TABLE 602. INSPECTION OF C-SUMP HEAT SHIELD
Heat shield
(Figure 602) for:
A. Cracks. None allowed. Not repairable. Replace heat shield.
B. Nicks, Any amount. Not applicable. Not applicable.
dents, and
scratches.
C. Holes. Not allowed. Not repairable. Replace heat shield.
D. Distortion. Any amount, if part Any amount, if part Cold-work to usable
can be assembled to a can be cold-worked to limits. Fluorescent
C-sump. usable limits. penetrant-inspect
(GEK 9250, 70-32-02,
Class C). No cracks
allowed.

MM72-50-00
* * * FOR ALL
Figure 602 C-Sump Heat Shield - Inspection

* * * FOR CT7-2A, CT7-2D
4. Stage 3 Turbine Nozzle Bolts.
Go to Table 603.
TABLE 603. INSPECTION OF STAGE 3 TURBINE NOZZLE BOLTS
Max
Repairable
Broken or loose stage 3 One per segment (6 Not Replace power turbine
turbine nozzle bolts total) may be broken or repairable. module.
(Figure 603). Check for loose as long as
broken bolts by portion of broken bolt
applying 10-15 inch- remains in turbine case
pounds torque in tight- to seal the bolthole.
engine direction. If This must be verified
bolt turns freely by a drop check from
without reaching face of power turbine
torque, bolt is broken. casing into bolthole
using a piece of one-
eighth inch diameter
drill rod or
equivalent. This drop
must not exceed 0.250
inch. If the drop
exceeds 0.250 inch, the
power turbine must be
replaced and returned
to an approved overhaul
facility for repair. Do
an idle speed leakage

MM72-50-00
check (72-00-00, TEST);

no leakage allowed.

MM72-50-00
* * * FOR CT7-2A, CT7-2D
Figure 603 Power Turbine Module - Inspection

* * * FOR ALL
5. No. 6 Bearing Oil Nozzle and C-Sump Oil Tube.
Go to Table 604.
TABLE 604. INSPECTION OF NO. 6 BEARING OIL NOZZLE AND C-SUMP OIL TUBE
Max Repairable
A. No. 6 bearing oil
nozzle (Figure 604)
for:
(1) Cracks. None allowed. Not repairable. Replace nozzle.
(2) Distortion Not allowed. Any amount not Cold-work (GEK
(noted causing collapse or 9250, 70-47-05) to
visually). cracks. proper alignment.

MM72-50-00
Fluorescent
penetrant-inspect
nozzle (GEK 9250,
70-32-02, Class
C). No cracks
allowed.
(3) Clogged jet. Not allowed. Any amount. Clean nozzle,
using a drill that
is the same size
as jet nozzle.
(4) Nicks and
scratches on:
(a) Tubing. Any number, 0.010 Same as usable Remove high metal
(b) All other 1/64 inch deep, Same as usable Remove high metal
areas. without high metal. limits, with high (GEK 9250, 70-42-
metal. 00).
(5) Dents. Any number, 0.15 Not repairable. Replace nozzle.
inch deep, if not
within 1/4 inch of
oil jet.
B. C-sump oil tube
for:
cracks.
(2) Nicks, Any amount that Not repairable. Replace tube.
scratches, cannot be felt with
gouges, wear, a scriber having a
and chafing. 0.040 inch radius on
end, without high
metal.
(3) Dents. Depth must not Not repairable. Replace tube.
exceed 20% of tube
diameter on a
straight or on a
curved section
having a radius over
twice the tube
diameter. On a
sharply bent radius,
depth must not
exceed 10% of the
tube diameter.
(4) Flattened cross OD must not be less Not repairable. Replace tube.
section. than 3/4 of the
original OD.

MM72-50-00
(5) Shiny sealing Any amount. Not repairable. Replace tube.

surfaces.
(6) Oil coking. Not allowed. Not repairable. Replace tube.
(7) Hex coupling
nut for:
(a) Cracks. None allowed. Not repairable. Replace tube.
(b) Damage to Any amount, without Same as usable Blend high metal
corners. high metal, if two limits, with high (GEK 9250, 70-42-
opposite corners are metal. 00).
not rounded, so that
a wrench can be used
to tighten coupling
nut.
(c) Nicks and Any amount, without Any amount, with Blend high metal
burrs. high metal. high metal. (GEK 9250, 70-42-
00), using a fine
abrasive stone.
(d) Nicks, One thread, Same as usable Remove high metal
dents, continuous or limits, with high (GEK 9250, 70-42-
burrs, and cumulative, without metal. 00). Chase
high metal high metal or threads, using a
on threads. crossed threads. 0.3750-24UNJF-3A
bottoming tap.

MM72-50-00
* * * FOR ALL
Figure 604 No. 6 Bearing Oil Nozzle and C-Sump Oil Tube - Inspection
* * * FOR CT7-2D1, CT7-2E1
6. Turbine Case Cowl.
Go to Table 605.
TABLE 605. INSPECTION OF TURBINE CASE COWL
Turbine case
cowl (Figure
605) for:
A. Cracks. Any number, if length of Not repairable. Replace cowl.
MM72-50-00
each crack does not

exceed 1/2 inch maximum.
B. Wear on Any amount, 0.010 inch Not repairable. Replace cowl.
aft deep.
face of
forward
flange.
C. Cracked Any number. Not applicable. Not applicable.
welds
at
lugs.
D. Missing Any number. Not applicable. Not applicable.
lugs.

MM72-50-00
* * * FOR CT7-2D1, CT7-2E1
AFT FACE
- - - - - OF FORWARD
FLANGE
• •
•• •
'"''''''''
Figure 605 Turbine Case Cowl - Inspection

MM72-50-00
POWER TURBINE SECTION - CLEANING
* * * FOR ALL
TASK 72-50-00-100-801
This section provides cleaning procedures for components of the power turbine
Table 701 provides the parts cleaning summary for the power turbine module.
Power Turbine Module --- Para 3
C-Sump Heat Shield 70-21-02, 70-21-21, Para 4
70-21-06
C-Sump Cover 70-21-02, 70-21-21, Para 4
70-21-06
* * * FOR CT7-2D1, CT7-2E1
Turbine Case Cowl 70-21-02 ---

3. Power Turbine Module.
A. Be sure that all openings are capped, using protective caps as applicable.
P-D-680
SURFACES.
B. Flush or spray-wash outside surfaces of module with dry cleaning solvent P-D-
680 to remove grease, oil, and dirt.
MM72-50-00

C. Dry module, using dry, filtered, compressed air.
4. C-Sump Heat Shield and C-Sump Cover.
A. Preferred Method.
WARNING: CORROSION REMOVING COMPOUND (TURCO 4181)
SULFURIC ACIDS. REACTION WITH METALS RELEASES FLAMMABLE HYDROGEN GAS.
THOROUGHLY WITH WATER. GET IMMEDIATE MEDICAL HELP. IMMEDIATELY CHANGE
APRON.
(1) Immerse heat shield and cover in Turco 4181 solution (1 pound of Turco 4181
per gallon of water heated to 180°-210°F (82°-99°C) for 10 minutes.
(2) Remove heat shield and cover from Turco 4181 solution. Using fresh water,
rinse parts.
(3) If necessary, repeat steps (1) and (2).
B. Alternate Method.
USING SOLUTION.
DIZZINESS.

MM72-50-00

OF STORAGE AND USE.
(1) Using a nylon brush or scouring pad soaked with B&B 3100 cleaner (full
strength) or B&B TC-100 (pre-mixed), clean all areas of heat shield and
cover.
(2) Using fresh water, rinse parts.
(3) If necessary, repeat steps (1) and (2).

MM72-51-00
EXHAUST FRAME - INSPECTION
* * * FOR ALL
TASK 72-51-00-200-801
This section provides inspection procedures for the exhaust frame. Before starting
any of the following inspections, read INSPECTION section in Standard Practices
Manual GEK 9250, 70-30-00.
2. Exhaust Frame.
Go to Table 601.
TABLE 601. INSPECTION OF EXHAUST FRAME
Max Repairable
A. Inner casing (2,
Figure 601) for:
(1) Cracks. None allowed. Not repairable. Replace power
turbine module.
(2) Dents. Any number, 0.125 Any number, any Cold-work to usable
inch deep, at least depth, at least 1 limits (GEK 9250,
1 inch from flange. inch from flange. 70-47-05). White-
light-inspect for
cracks (GEK 9250,
70-32-11). No cracks
allowed.
B. Self-locking
clinch nuts (3)
for:
(1) Locking Usable if bolt Not repairable. Replace clinch nut
capability. cannot be turned (GEK 9250, 70-48-
through entire nut 13).
by hand.
(2) Damaged or Not more than 1 Not repairable. Replace clinch nut
stripped thread cumulative if (GEK 9250, 70-48-
threads. bolt can be threaded 13).
into hole.
C. Outer casing (1)
for:
(1) Cracks in None permitted. Not repairable. Replace the power
parent turbine module.
metal and
in welds.
(2) Dents or Any amount, 0.125 Any amount, any Cold-work to the
buckling. inch deep from depth. usable limits (GEK
original contour. 9250, 70-47-05). Do
a white-light-
inspection for
cracks (GEK 9250,

MM72-51-00
70-32-11). No cracks
are permitted.
(3) Holes in Not permitted. Not repairable. Replace the power
sheet turbine module.
metal.
D. Struts (4) for:
(1) Cracks. None permitted. Not repairable. Replace the power
turbine module.
(2) Plugged Not permitted. Any amount. If the drain hole is
drain hole not on the strut,
(only on refer to SB 72-28
the 7:30 for the rework
o'clock procedure. If the
strut, aft drain is present,
looking and is plugged, use
forward). a 0.120 inch
diameter wire and
remove the foreign
material from the
drain hole.
E. Flange (7) for Any number, 0.031 Same as the usable Remove the high
nicks and inch deep, without limits, with high metal (GEK 9250, 70-
scratches. high metal, if 25% metal. 42-00).
of original width of
the sealing surface
is intact.
F. Locked-in studs
(5, 6) for:
(1) Damaged Up to one damaged or Same as the usable Remove the loose
threads. missing thread, limits, with material. Use a
without crossed crossed threads or 0.190-32 UNJF-3B
threads or loose loose material. die, and chase the
material. threads.
(2) Looseness. Radial looseness is Not repairable. Replace the power
permitted, if there turbine module.
is no axial
looseness.
* * * FOR CT7-2A, CT7-2D, CT7-2D1

(3) Broken or None permitted. Any number. Replace the stud
studs (5)
(long
studs).
* * * FOR CT7-2E1
(3) Broken or None permitted. Not repairable. Replace the power
missing turbine module.

MM72-51-00
studs (5)
(long
studs).
* * * FOR ALL
(4) Stripped, One damaged or Not repairable. Replace the power
broken, missing stud, if no turbine module.
cracked, or broken stud is
missing adjacent to another
studs (6) broken stud.
(short
studs).

MM72-51-00
* * * FOR ALL
Figure 601 Exhaust Frame - Inspection

MM72-51-00
EXHAUST FRAME - CLEANING
* * * FOR ALL
TASK 72-51-00-100-801
This section provides instructions for cleaning the exhaust frame. Before starting
any of the following procedures, read CLEANING section in Standard Practices
Manual GEK 9250, 70-20-00.
Table 701 contains the parts cleaning summary for the exhaust frame.
Exhaust Frame 70-21-07 ---

MM72-51-00, REPAIR 001
EXHAUST FRAME - BROKEN LOCKED-IN STUD FOR ATTACHING TAILPIPE - REPAIR
* * * FOR ALL
TASK 72-51-00-300-801
This procedure provides instructions for securing the tailpipe to the exhaust
frame if locked-in studs are broken or missing.
2. Procedure.
NOTE: To do this repair, tailpipe (7, Figure 801, sheet 1) must be removed.
A. Remove both locknuts (8) adjacent to damaged locked-in stud (3).
B. Locally fabricate a strap (sheet 2) to span over damaged stud and onto two
locked-in studs (2, sheet 1).
C. Install the tailpipe (7) on exhaust frame (1) in accordance with applicable
Aircraft Maintenance Manual, except use fabricated strap at each damaged stud
location.
D. Secure strap and tailpipe (7) by installing locknuts (8) removed in step A.
Torque locknuts to 70-75 lb in.
E. Using four bolts (4) and four washers (5), secure cover plate onto tailpipe
(7). Torque bolts to 70-75 lb in.

MM72-51-00, REPAIR 001
* * * FOR ALL
Figure 801 (Sheet 1) Broken Locked-In Stud on Exhaust Frame - Repair

MM72-51-00, REPAIR 001
* * * FOR ALL
Figure 801 (Sheet 2) Broken Locked-In Stud on Exhaust Frame - Repair

MM72-52-00
POWER TURBINE ROTOR AND TURBINE CASE ASSEMBLY - INSPECTION
* * * FOR ALL
TASK 72-52-00-200-801
This section provides inspection procedures for the power turbine rotor and
turbine case assembly. Before starting any of the following inspections, read
2. Turbine Case.
A. Fluorescent penetrant-inspect (GEK 9250, 70-32-02, Class C). Disregard all
indications up to 1/32 inch long.
B. Go to Table 601.
TABLE 601. INSPECTION OF TURBINE CASE
Max Repairable
NOTE: There must be no cracks in an accumulation area of 180° (18 inches) in either
surface A or B.
A. Case (Figure 601)
for:
(1) Cracks in:
(a) Surface Any number of Not repairable. Replace power
where continuous or turbine case.
stage 3 separate
nozzle circumferential
bolts crack, up to a total
protrude circumferential
(surface length of 180° with
A). a maximum single
crack length of 90°
(9 inches). There
must be no cracks in
an accumulative area
of 180° (18 inches)
in either surface A
or B.
(b) Casing Any number of Not repairable. Replace power
outer continuous or turbine case.
surface separate cracks
(surface extending axially
B). not more than 0.250
inch from surface A,
or extending
circumferentially
over 6 inches on
surface B. No single
crack to exceed 2.5
inches. There must
be no cracks in an

MM72-52-00
accumulative area of
180° (18 inches) in
either surface A or
B.
(c) Other None allowed. Not repairable. Replace power
areas. turbine module.
B. Forward and rear
flanges (1, 2)
for:
(1) Cracks Any number if length Not repairable. Replace power
extending from does not exceed 1/8 turbine module.
boltholes. inch.
(2) All other None allowed. Not repairable. Replace power
cracks. turbine module.
(3) Nicks and Any number, 0.015 Any amount that can Blend high metal
scratches on inch deep, without be reworked to (GEK 9250, 70-42-
mating high metal, if usable limits. 00).
surfaces. defect does not
extend radially
across more than 3/4
of the sealing
surface.
(4) All other Any number, 0.031 Same as usable Blend high metal
nicks and inch deep, without limits, with high (GEK 9250, 70-42-
(5) Dents. Any number, 0.015 Any amount that can Cold-work to usable
inch deep. be reworked to limits (GEK 9250,
usable limits. 70-47-05).
Fluorescent
penetrant-inspect
(GEK 9250, 70-32-02,
Class C).
C. Thermocouple
bosses (3) for:
turbine module.
(2) Nicks and Any number, 0.015 Same as usable Blend high metal
(3) Missing or One thread Same as usable Chase threads using
damaged (cumulative), limits, with high a 0.500-20 UNJF-3B
threads. without high metal, metal. die.
if coupling nut can
be installed without
cross-threading.
D. Stud (4) for:

MM72-52-00
(1) Missing or One thread Same as usable Chase threads using

damaged (cumulative), limits, with high a 0.500-20UNJF-3B
threads. without high metal, metal. die.
if coupling nut can
be installed without
cross-threading.
(2) All other Not allowed. Not repairable. Replace power
damage. turbine module.
E. All areas for Any amount. Same as usable Acceptable if no
corrosion and limits. physical distress is
oxidation. evident.

MM72-52-00
* * * FOR ALL
Figure 601 Turbine Case - Inspection

3. Power Turbine Rotor Assembly.
Go to Table 602.
TABLE 602. INSPECTION OF POWER TURBINE ROTOR ASSEMBLY
Max Repairable
A. Power turbine
rotor assembly
(Figure 602)
for:
(1) Cracks, None allowed. Not repairable. Replace power
except in turbine module.
stage 4
nozzle
(5).
(2) Damaged, Not allowed. Any amount. Replace power
loose, or turbine module.
missing
locknuts
and
shoulder
studs
(10).
(3) Damaged or Not allowed. Not repairable. Replace power
blade
retainers
(1).
B. Flange (11)

MM72-52-00
for:
(1) Nicks, Any number 0.005 Same as usable Blend high metal
scratches, inch deep, without limits, with high (GEK 9250, 70-42-
and high metal. metal. 00).
gouges.
(2) Bending 0.005 inch maximum Not repairable. Replace power
(local from original turbine module.
deform- surface.
ation).
(3) Fretting. Any amount, 0.002 Same as usable Blend high metal
inch deep without limits, with high (GEK 9250, 70-42-
C. Stages 3 and 4
turbine rotor
blades (8, 7)
for:
(1) Cracks or None allowed. Not repairable. Replace power
pieces.
(2) Nicks, Any number, 0.010 Not repairable. Replace power
pits, and inch deep. turbine module.
dents.
(3) Scratches. Any number without Not repairable. Replace power
high metal provided turbine module.
scratches cannot be
felt with a 0.005
inch scribe.
(4) Hot gas Any amount of Not repairable. Replace power
corrosion. discoloration turbine module.
without surface
roughness blistering
or separation
(delamination) of
air foil surface.
(5) Erosion of 0.005 inch deep. Not repairable. Replace power
stages 3 turbine module.
and 4
blade
leading
edges (9).
(6) Bending 1/32 inch deviation Not repairable. Replace power
and from straight line. turbine module.
twisting Check by placing a
of stages straight edge at 90°
3 and 4 to the concave
trailing surface just inside
edges (3). the trailing edge.

MM72-52-00
D. Stage 4 nozzle
(5) for:
(1) Nicks, Any number, 0.010 Not repairable. Replace power
dents, and inch deep, without turbine module.
scratches. high metal.
(2) Cracks on Six radial cracks Not repairable. Replace power
inner and 1/8 inch long. No turbine module.
outer circumferential
bands. cracks allowed.
E. Stage 4 nozzle
(5) vanes for:
(1) Cracks. Ten cracks, 1/8 inch Not repairable. Replace power
long, in each vane turbine module.
trailing edge.
(2) Dents Any number, 1/32 Not repairable. Replace power
along inch deep, with turbine module.
trailing smooth deformation
edge. and without high
metal.
(3) Hot gas Any amount of Not repairable. Replace power
corrosion discoloration or turbine module.
on leading surface roughness if
edges or there is no
trailing blistering,
edges of cracking, or
airfoil separation
surfaces. (delamination) of
the leading and
trailing edges.
(4) Buckled/ Not permitted. Not repairable. Replace power
distorted turbine module.
vanes.

MM72-52-00
* * * FOR ALL
Figure 602 Power Turbine Rotor Assembly - Inspection

4. Power Turbine Drive Shaft Assembly.
Go to Table 603.
TABLE 603. INSPECTION OF POWER TURBINE DRIVE SHAFT ASSEMBLY
Max Repairable
Drive shaft (Figure
603) for:
A. Cracks. None allowed. Not repairable. Replace power
turbine module.

MM72-52-00
B. Nicks, dents, Any number, up to Same as usable Blend high metal

and scratches 0.005 inch deep, limits, with high (GEK 9250, 70-42-
except in without high metal. metal. 00).
packing groove
(2).
C. Nicks and
scratches in:
(1) Floor of Any number, up to Not repairable. Replace power
packing 0.003 inch deep, turbine module.
groove without sharp edges.
(2).
(2) Walls of Any number, up to Not repairable. Replace power
packing 0.010 inch deep, turbine module.
groove without sharp edges.
(2).
D. Wear on:
(1) Diameter 1.3732 inches Not repairable. Replace power
AB. minimum. turbine module.
(2) Diameter Measure minimum and Not repairable. Replace power
AA. maximum diameters of turbine module.
each seal tooth.
Average the 14
readings. Average
must be 1.359 inches
minimum.
(3) Spline 1.480 inches minimum Same as usable Blend high metal
teeth (1) when measured over limits, with high (GEK 9250, 70-42-
(21 0.1200 inch diameter metal. 00).
teeth). balls or pins (0.004
inch wear), without
high metal.
NOTE: There will be no silver plate on spline if it has been chrome-plated.

Inspection for missing silver plate on chrome-plated shaft is not applicable.
(4) Missing Any amount, not to Not applicable. Not applicable.
silver exceed 50% of spline
plate on contact surfaces.
spline
teeth (1).
E. Seal teeth (3)
for:
(1) Radial Any number, 0.005 Same as usable Blend high metal
nicks and inch deep. Four per limits, with high (GEK 9250, 70-42-
dents. tooth, 0.010 inch metal, sharp edges, 00).
deep. One per 7 and corners.
teeth, up to 0.025
inch deep.
Cumulative length of

MM72-52-00
all nicks, dents,

and blends per tooth
not to exceed 30% of
circumference,
without high metal,
sharp edges, or
corners.
(2) Axial Up to 0.030 inch Not repairable. Replace power
dents. from original turbine module.
contour if no more
than 30% of
circumference is
displaced.
F. Damaged tabs on
power turbine
shaft insert
(5):
(1) Parallel- Tabs must be Not repairable. Replace power
ism. parallel within turbine module.
0.0002 inch, with
respect to the axis
established by
diameters G and H,
in area A.
(2) Nicks or (a) In area A: one Same as usable Blend high metal
dents. per tab up to limits, with high (GEK 9250, 70-42-
0.010 inch wide metal. 00).
by up to 0.010
inch long by
0.010 inch deep
at area of tab
outer edge
without high
metal.
(b) Outside area A: Same as usable Blend high metal
any amount up to limits, with high (GEK 9250, 70-42-
0.020 inch deep metal. 00).
without high
metal if
parallelism
requirement (in
item (1)) is
met.
(3) Scratches Two per tab, 0.005 Same as usable Blend high metal
on tab inch deep, without limits, with high (GEK 9250, 70-42-
outer high metal. metal. 00).
surface in
area A.
(4) Uniform (a) In area A: edge (1) Edge rounding Stone edge with

MM72-52-00
rounding rounding up to up to 0.010 least amount of

or 0.005 inch on inch on one rounding until
chamfering one or both edge with a rounding is the same
on outer edges. lesser amount on both edges.
edges of of rounding on
tab. adjacent edge.
(2) Edge rounding Replace power
greater than turbine module.
0.010 inch on
one or both
edges not
repairable.
(b) Outside area A: Not repairable. Replace power
edge rounding up turbine module.
to 0.020 inch on
one or both
edges at end of
tab.
G. Damaged tabs on
torque sensor
tube (6):
(1) Nicks or (a) In area A: one Same as usable Blend high metal
dents. per tab up to limits, with high (GEK 9250, 70-42-
0.010 inch wide metal. 00).
by 0.010 inch
long by 0.010
inch deep at
area of tab
outer edge
without high
metal.
(b) Outside area A: Same as usable Blend high metal
any amount up to limits, with high (GEK 9250, 70-42-
0.020 inch deep metal. 00).
without high
metal.
(2) Scratches Two per tab, up to Same as usable Blend high metal
on tab 0.005 inch deep, limits, with high (GEK 9250, 70-42-
outer without high metal. metal. 00).
surface in
area A.
(3) Uniform (a) In area A: edge 1 Edge rounding Stone edge with
rounding rounding up to up to 0.010 least amount of
or 0.005 inch on inch on one rounding until
chamfering one or both edge with a rounding is the same
on outer edges. lesser amount on both edges.
edges of of rounding on
tab. adjacent edge.
2 Edge rounding Replace power
MM72-52-00
greater than turbine module.

0.010 inch on
one or both
edges not
repairable.
(b) Outside area A: Not repairable. Replace power
edge rounding up turbine module.
to 0.020 inch on
one or both
edges at end of
tab.
NOTE: Machining marks on PT drive shaft are not considered circumferential rubs.
H. Circumferential Any number, 0.005 Not repairable. Replace power
rubs into inch deep, without turbine module.
parent metal on discoloration. Refer to 72-00-00,
area of drive SPECIAL PROCEDURES
shaft extending for further
from diameter G corrective action.
up to stage 3
disk flange
(7).
I. Rubs or contact None allowed. Not repairable. Replace power
on aft edge of turbine module.
vent land. Refer to 72-00-00,
SPECIAL PROCEDURES
for further
corrective action.

MM72-52-00
* * * FOR ALL
Figure 603 Power Turbine Drive Shaft Assembly - Inspection

Go to Table 604.
TABLE 604. INSPECTION OF STAGE 3 TURBINE NOZZLE SEGMENTS
Nozzle segments
(Figure 604) for:
A. Cracks in Six radial cracks, Not repairable. Replace power turbine
inner and 1/8 inch long. No module.
outer circumferential

MM72-52-00
bands (1, cracks allowed.

4).
B. Cracks in Ten cracks, 1/8 inch Not repairable. Replace power turbine
vanes (3). long, in partition module.
trailing edge.
C. Dents Any number, 0.031 Same as the usable Blend the high metal
along inch deep, with limits, with high (GEK 9250, 70-42-00).
trailing smooth deformation metal.
edge (2). and without high
metal.
D. Hot gas Any amount of Not repairable. Replace the power
corrosion discoloration or turbine module.
on leading surface roughness, if
or there is no
trailing blistering, cracking,
edges (5, or separation
2) of (delamination) of the
airfoil leading or trailing
surfaces. edges.
E. Burns or 1/8 inch from the Not repairable. Replace the power
erosion. trailing edge over a turbine module.
distance of 1/4 inch.
F. Nicks, Any number, 0.015 Same as the usable Blend the high metal
scratches, inch deep, without limits, with high (GEK 9250, 70-42-00).
and high metal. metal.
gouges.
G. Aluminum Not permitted. Any amount, if the Remove the deposits
silicon parent material is (GEK 9250, 70-21-02).
deposits. undamaged.
H. Buckled/ Not permitted. Not repairable. Replace the power
distorted turbine module.
vanes.

MM72-52-00
* * * FOR ALL
Figure 604 Stage 3 Turbine Nozzle Segments - Inspection

6. Stage 3 Inner Duct and Air Seal.
Go to Table 605.
TABLE 605. INSPECTION OF STAGE 3 INNER DUCT AND AIR SEAL
Seal (Figure
605) for:
A. Cracks in None allowed. Not repairable. Replace power turbine
duct (1) module.
or
honeycomb
seal (4).
B. Nicks, Any number, 0.125 Same as usable Blend high metal (GEK
dents, inch long, without limits, with high 9250, 70-42-00).
scratches
in duct
(1).
C. Loose or Not allowed. Rivets not Replace power turbine
missing repairable. module.
rivets
(3).
D. Rubs on One-half of honeycomb Not repairable. Replace power turbine
honeycomb thickness for 1/4 of module.
seal (4). circumferential
length.
E. Missing 10% of honeycomb Not repairable. Replace power turbine
honeycomb surface. module.

MM72-52-00
cells
(2).

MM72-52-00
* * * FOR ALL
Figure 605 Stage 3 Inner Duct and Air Seal - Inspection

7. Outer Turbine Duct.
Go to Table 606.
TABLE 606. INSPECTION OF OUTER TURBINE DUCT
Duct (Figure 606)
for:
A. Cracks. Up to 14 cracks Any number. Replace power turbine
total: one crack module.
across entire surface
(view A); the
remaining cracks can
be 1.0 inch long max.
Cracks must not cross
each other and pieces
MM72-52-00
must not be in danger

of falling out.
B. Nicks, Any number, 0.010 Same as usable Remove high metal (GEK
pits, and inch deep, without limits, with high 9250, 70-42-00).
scratches. high metal. metal.
C. Dents. Any number, 0.031 Not repairable. Replace power turbine
inch deep, with module.
smooth deformation.
D. Bent aft Dimension A: 1.752-1.807 inches. Cold-work to usable
flange. 1.791-1.797 inch. limits (GEK 9250, 70-
47-05). Fluorescent
penetrant-inspect (GEK
9250, 70-32-02, Class
C).

MM72-52-00
* * * FOR ALL
Figure 606 Outer Turbine Duct - Inspection

* * * FOR CT7-2D1, CT7-2E1
8. Stage 3 Nozzle Duct and Air Seal.
Go to Table 607.
TABLE 607. INSPECTION OF STAGE 3 NOZZLE DUCT AND AIR SEAL
Max Repairable
Stage 3 nozzle duct
and air seal (Figure
607) for:
A. Outer duct (7)
for:
(1) Cracks. Any number, 1 inch Not repairable. Replace power
long. Cracks must turbine module.

MM72-52-00
not cross each

other, and pieces
must not be in
danger of falling
out.
(2) Nicks, Any number, 1/32 Same as usable Remove high metal on
pits, and inch deep, with limits, with high non-flowpath
scratches. smooth deformation metal. surfaces (GEK 9250,
and without high 70-42-00).
metal.
(3) Dents. Any number, 1/32 Not repairable. Replace power
inch deep, with turbine module.
smooth deformation.
B. Inner and outer Six radial cracks, Not repairable. Replace power
bands (9, 10) 1/8 inch long. No turbine module.
for cracks. circumferential
cracks allowed.
C. Vanes (1) for:
(1) Cracks. Ten cracks, 1/8 inch Not repairable. Replace power
long, in vane turbine module.
trailing edge.
(2) Dents Any number, 1/32 Same as usable Remove high metal
along inch deep, with limits, with high (GEK 9250, 70-42-
trailing smooth deformation metal. 00).
edge. and without high
metal.
(3) Hot gas Any amount of Any amount of Replace power
corrosion dicoloration or missing metal, turbine module.
on leading surface roughness if 0.015 inch deep,
or there is no measured from the
trailing blistering, cracking remaining
edges of or separation unaffected surface.
airfoil (delamination) of
surfaces. the leading or
trailing edges.
(4) Aluminum Not allowed. Any amount, if Clean vanes (GEK
silicon parent material is 9250, 70-21-02).
deposits. undamaged.
D. All areas for:
(1) Burns or 1/8 inch from Not repairable. Replace power
erosion. trailing edge over a turbine module.
distance of 1/4
inch.
(2) Nicks, Any number, 1/64 Any number, 0.015 Remove high metal on
scratches, inch deep, without inch deep, with non-flowpath
and high metal. high metal. surfaces (GEK 9250,
gouges. 70-42-00).

MM72-52-00
E. Seal (4) for:

turbine module.
(2) Loose or Not allowed. Rivets not Replace power
missing repairable. turbine module.
rivets
(5).
(3) Rubs on 1/2 of honeycomb Not repairable. Replace power
honeycomb thickness for 1/4 of turbine module.
seal. circumferential
length.
(4) Missing 10% of honeycomb Not repairable. Replace power
honeycomb surface. turbine module.
cells (3).
F. Inner duct for Any number, 1/8 inch Same as usable Remove high metal
nicks, dents long, without high limits, with high (GEK 9250, 70-42-
and scratches. metal. metal. 00).

MM72-52-00
* * * FOR CT7-2D1, CT7-2E1
Figure 607 Stage 3 Nozzle Duct and Air Seal - Inspection

MM72-60-00
ACCESSORY SECTION MODULE - DESCRIPTION AND OPERATION
* * * FOR ALL
TASK 72-60-00-870-801
The accessory section module mounts on the cold section module at the 12 o'clock
position. The accessory section module is driven by the compressor rotor through
the power takeoff bevel gear and radial drive shaft assembly. The module includes
the accessory drive gearbox assembly and attached accessories (Figure 1 for CT7-
2A, Figure 2 for CT7-2D/-2D1, and Figure 3 for CT7-2E1). The gearbox has internal
passages that carry oil and fuel, minimizing the number of external hoses and
tubes.
2. Description.
A. Accessory Drive Gearbox Assembly.
The accessory drive gearbox assembly transmits torque from the engine starter
during starting and drives engine accessories that mount on gearbox pads.
B. Oil and Fuel Passages.
The accessory drive gearbox housing has internal passages carrying oil and
fuel. Leakage from the starter, hydromechanical unit (HMU) (CT7-2A/-2D/-2D1)
or fuel metering unit (FMU) (CT7-2E1), and fuel boost pump drive pads flows
into a common passage in the gearbox housing. Leakage then drains to a port on
the right side of main frame. See the descriptions of fuel system and oil
system in 72-00-00, DESCRIPTION AND OPERATION, for further details.

MM72-60-00
* * * FOR CT7-2A

MM72-60-00
* * * FOR CT7-2D, CT7-2D1

MM72-60-00
* * * FOR CT7-2E1

MM72-60-00
ACCESSORY SECTION MODULE - REMOVAL AND INSTALLATION
* * * FOR ALL
TASK 72-60-00-400-801
A. This section provides procedures for removing and installing the accessory
section module and its components. Before starting any of the following
Manual GEK 9250, 70-10-00.
WARNING: ASBESTOS
HARDWARE.
B. Some engine parts may contain asbestos, which is highly toxic to skin, eyes,
result.
WARNING: ELECTRICAL COMPONENTS
BE SURE THAT POWER SOURCE IS DISCONNECTED BEFORE WORKING WITH ELECTRICAL
COMPONENTS. DANGEROUS OR POSSIBLY FATAL VOLTAGE MAY BE PRESENT.
WARNING: ELECTRICAL SHOCK HAZARD
• PERSONS WORKING ON LINE ELECTRICAL SYSTEMS SHOULD HAVE PROPER TRAINING
BEFORE DOING SO. USE PROPER PERSONAL PROTECTIVE EQUIPMENT.
• USE CARE WHEN APPLYING INPUT POWER AND WHEN MEASURING VOLTAGE. DANGEROUS OR
POSSIBLY FATAL VOLTAGE MAY BE PRESENT.
CAUTION: ENSURE THAT ELECTRICAL POWER IS OFF BEFORE ATTEMPTING ANY ENGINE WORK
INVOLVING REMOVAL OF LRUs FROM ENGINE INSTALLED IN AIRCRAFT.
C. The following is a list of major line replaceable units (LRUs) that can be
removed and installed, per this section, with the engine installed on the
aircraft.
• Particle Separator Blower
• Radial Drive Shaft Assembly
2. Radial Drive Shaft Assembly.
A. Removal.
(1) Remove axis-A boot (6, Figure 401) by gently stretching it and lifting it.
(2) Remove axis-A retaining ring (7) and axis-A cover assembly (8).
MM72-60-00
(3) Remove radial drive shaft assembly (1).

(4) Remove packing (2) and inspect it for cuts, nicks, and looseness. If
damaged, replace packing.
(5) Disassemble radial drive shaft assembly (1) as follows:
(a) Remove retaining ring (4) from radial drive shaft (5).
(b) Separate extension shaft (3) from radial drive shaft (5).
B. Installation.
(1) Assemble radial drive shaft assembly (1) as follows:
(a) Install extension shaft (3) into open end of radial drive shaft (5).
(b) Secure extension shaft (3) with retaining ring (4).
(2) Install the following:
(a) Radial drive shaft assembly (1).
(b) Packing (2).
(c) Axis-A cover assembly (8).
(d) Axis-A retaining ring (7). Align tab on ring (7) with opening (9) in
bore.
(e) Axis-A boot (6). Gently stretch boot, then press boot all around the
edge of cover (8).

MM72-60-00
* * * FOR ALL
Figure 401 Radial Drive Shaft Assembly - Removal And Installation

3. Particle Separator Blower (ALL), V-Band Coupling Assembly (ALL), and Differential
Pressure Switch (CT7-2A/-2D/-2D1).
A. Removal.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
NOTE: On CT7-2D/-2D1 engines, the cable that connects to differential pressure
switch is supplied by airframe manufacturer.
(1) Disconnect green electrical cable (6, Figure 402) from differential
pressure switch (5).
(2) Remove two bolts (12) and two nuts (10) from nonmetallic pressure-sensing
tube (11).
MM72-60-00
WARNING: ASBESTOS
MAY RESULT.
(3) Remove two clamps (9) from pressure-sensing tube (11). Disconnect pressure-
sensing tube (11) from nipple on particular separator inlet duct (2) and
differential pressure switch (5).
(4) Disconnect pressure switch (5) and support clip (8) from particle separator
blower (4) by removing three bolts (7). Remove switch (5) and clip (8).
Remove and discard packing (15).
* * * FOR ALL
(5) Remove V-band coupling assembly (3).
(6) Remove blower (4) and discard packing (14).
B. Installation.
(1) Install packing (14, Figure 402) onto drive shaft (13) of particle
separator blower (4).
(2) Align dowel pin (1), on particle separator inlet duct (2), with hole in
blower (4) flange. Engage drive shaft (13) with spline in accessory
gearbox.
(3) Secure blower (4) to inlet duct (2) with V-band coupling assembly (3).
Position V-band coupling assembly (3) so that the word TOP is at 12 o'clock
position.
(4) Torque V-band coupling assembly (3) locknut to 30-35 lb in. If run-on
torque is not between 2-20 lb in., replace locknut.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(5) Assemble differential pressure switch (5) to blower (4) so that nipple on
pressure switch (5) points to shaft end of blower.
(6) Align bolthole in support clip (8) with bolthole in pressure switch (5).
(7) Install packing (15) into groove in pressure switch (5). Secure pressure
switch (5) and support clip (8) to blower (4) with three bolts (7). Torque
WARNING: ASBESTOS
MAY RESULT.
(8) Assemble two clamps (9) and nonmetallic pressure-sensing tube (11) to
nipples on inlet duct (2) and on pressure switch (5).
(9) Secure clamps (9) with two nuts (10) and two bolts (12). Torque bolts to
45-50 lb in.
(10) Connect green electrical cable (6) to pressure switch (5).

MM72-60-00
* * * FOR ALL
Figure 402 Particle Separator Blower, V-Band Coupling Assembly, and

Differential Pressure Switch - Removal and Installation
* * * FOR ALL
4. Particle Separator Inlet Duct.
A. Removal.
(1) Remove particle separator blower (ALL) and nonmetallic pressure-sensing
tube (CT7-2A/-2D/-2D1) (para 3).
(2) Remove five locknuts (2, Figure 403) from studs (9).
(3) Slide inlet separator boot (10) down from particle separator inlet duct
(3).

MM72-60-00
CAUTION: DO NOT PRY OR USE EXCESSIVE FORCE TO REMOVE INLET DUCT; OTHERWISE, INLET
DUCT WILL BECOME DAMAGED.
* * * FOR CT7-2A, CT7-2D
(4) Remove inlet duct (3).
* * * FOR CT7-2D1, CT7-2E1
(4) Remove inlet duct (3) and axis-G cavity seal drain (13).
(5) Remove drain (13) from duct (3).
* * * FOR ALL
(6) Remove and discard packing (12).
NOTE: Particle separator inlet duct bushing (5) must not be removed from inlet
duct (3).
(7) If particle separator inlet duct bushing (5) is loose, tie it to the inlet
duct so that it will not get lost.
(8) If inlet duct is being replaced, remove bolt (7) and electrical cable clip
support (8).
(9) Cover scroll case (11) with a suitable protective cover.
B. Installation.
(1) Remove protective cover from scroll case (11, Figure 403).
(2) Install packing (12).
CAUTION: DO NOT USE FORCE TO INSTALL INLET DUCT; OTHERWISE, INLET DUCT WILL BE
DAMAGED.
* * * FOR CT7-2A, CT7-2D
(3) Be sure particle separator inlet duct bushing (5) is in place and install
particle separator inlet duct (3) on gearbox assembly.
* * * FOR CT7-2D1, CT7-2E1
(3) Install axis-G cavity drain seal (13) into inlet duct (3).
(4) Be sure particle separator inlet duct bushing (5) is in place and then
install inlet duct (3) and axis-G cavity seal drain (13) onto gearbox
assembly.
* * * FOR ALL
(5) Install five locknuts (2) onto studs (9). Torque nuts to 45-50 lb in.
(6) If inlet duct is installed on an assembled engine, slide boot (10) up
around inlet duct.
(7) Install electrical cable clip support (8) with bolt (7). Torque bolt to 45-
50 lb in.
(8) Install particle separator blower and nonmetallic pressure-sensing tube
(para 3).

MM72-60-00
* * * FOR ALL
Figure 403 Particle Separator Inlet Duct - Removal and Installation

5. Accessory Section Module.
A. Removal.
CAUTION: • BEFORE REMOVAL OF ACCESSORY SECTION MODULE, BE SURE TO CLEAN AREAS
AROUND THE MAIN FRAME-TO-GEARBOX MATING FLANGES. THIS WILL PREVENT
DISLODGED PARTICLES FROM FALLING INTO THE MAIN FRAME CAVITIES WHEN
GEARBOX IS REMOVED.
• BE SURE OPENINGS ARE PLUGGED OR CAPPED AS ITEMS ARE REMOVED OR
DISCONNECTED, TO PREVENT DAMAGE OR CONTAMINATION.
(1) Clean accessory section module (CLEANING), paying particular attention to
areas around main frame-to-gearbox mating flanges.

MM72-60-00
(2) Remove particle separator blower (para 3.A), cover opening with barrier
material and adhesive tape PPP-T-60 or equivalent.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(3) Disconnect P3 tube and hose assembly (CT7-2A) (6, Figure 404) by uncoupling
three coupling nuts or P3 tube assembly (CT7-2D/-2D1) (6, Figure 405) by
uncoupling two coupling nuts. Remove assembly. Install caps CD-6 or
equivalent on assembly.
* * * FOR CT7-2E1
(4) Remove bolt (12) that secures two front P3 air tubes (6). Disconnect four
coupling nuts that connect front P3 air tubes (6). Remove tubes. Install
caps CD-6 or equivalent on tubes.
* * * FOR ALL
(5) Remove sequence manifold assembly (CT7-2A) or ODV manifold assembly (CT7-
2D/-2D1) or FMU manifold (CT7-2E1) (73-00-00).
CAUTION: IF OIL MANIFOLD IS INSTALLED ON ENGINE WHEN ACCESSORY SECTION MODULE IS
REMOVED, LOOSEN ALL CLAMPS AND FITTINGS THAT SECURE MANIFOLD. PULL BACK
ON MANIFOLD TO ALLOW MAXIMUM CLEARANCE BETWEEN ADAPTER GASKET AND
ACCESSORY GEARBOX (AGB) AS AGB IS REMOVED. OTHERWISE, OIL MANIFOLD MAY
BE DAMAGED.
(6) Position IGV actuating ring so that vane levers and thrust bearing screw do
not prevent access to captive bolts (15). Disconnect oil manifold from AGB
by loosening two captive bolts (15). Leave bolts in oil manifold flange
(18). Loosen all clamps and fittings that secure manifold to engine and
move manifold as far aft as possible.
(7) Using an open-end wrench as a lever, disengage quick-disconnect pin (8)
from link assembly (9) and from actuating shaft (11). Do not remove quick-
disconnect pin from link.
(8) Slide inlet separator boot (13) down from particle separator inlet duct.
(9) Remove locknut (28) from forward C-sump oil scavenge tube (14), and pull
tube out of gearbox. Remove and discard packings (6, Figure 406).
(10) Use your hand and disconnect the following electrical connectors:
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Green cable electrical connector (21, Figure 404 or Figure 405) to
electrical chip detector
• Green cable electrical connector (20) to fuel filter impending bypass
sensor
• Green cable electrical connector (23) to oil filter impending bypass
sensor
• Green cable electrical connector (25) to oil temperature detector
(airframer-supplied)
• Green cable electrical connector (26) to oil pressure transmitter
• Green cable electrical connector (27, Figure 404) to oil low-pressure
warning sensor (airframer-supplied) (applicable to CT7-2A engines only)
• Green cable electrical connector (19, Figure 404 or Figure 405) to fuel
MM72-60-00
pressure switch (airframer-supplied)

• Green cable electrical connector (22) to alternator stator
* * * FOR CT7-2E1
• Green cable electrical connector (19, Figure 405A) to alternator stator
• Green cable electrical connector (20) to P3 sensor
• Green cable electrical connector (22) to electrical chip detector
sensor
• Green cable electrical connector (24) to fuel pressure switch
• Green cable electrical connector (25) to FMU
• Blue cable electrical connector (26) to P0 sensor
• Blue cable electrical connector (29) to impending bypass switch
• Blue cable electrical connector (30) to low oil indicator sensor
• Blue cable electrical connector (31) to oil temperature detector
• Blue cable electrical connector (32) to FMU.
* * * FOR ALL
(11) Remove radial drive shaft assembly (para 2.A).
(12) Remove four nuts (2) and four washers (1).
(13) Release latch (3) on scroll case.
(14) Slide T2 sensor away from scroll case.
(15) Remove blue and green cables from electrical cable clip support (7) at
inlet duct.
(16) Remove green cable from electrical cable clip support (10) at gearbox.
* * * FOR CT7-2E1
(17) Remove blue cable from electrical cable clip support (10) at gearbox.
* * * FOR ALL
CAUTION: USE CARE WHEN REMOVING ACCESSORY SECTION MODULE TO AVOID DAMAGING
TRANSFER TUBES AND MOUNTING STUDS. BE SURE THAT HOSES AND TUBES DO NOT
HANG UP OR BIND ON OTHER PARTS OF ENGINE. DO NOT LET T2 SENSOR CONTACT
ADJACENT HARDWARE.
(18) With another technician helping, remove accessory section module from main
frame by hand, lifting module clear of transfer tubes and mounting studs.
(19) Remove and discard packings (1, 2, 3, 4, and 5, Figure 406).
(20) Check adapter gasket (16, Figure 404, Figure 405, or Figure 405A) for
damage. Do not remove adapter gasket unless it is damaged.
(21) Plug or cap openings in cold section module, using protective caps and
barrier material. Secure barrier material with adhesive tape PPP-T-60.
B. Installation.
CAUTION: DURING INSTALLATION, DO NOT DAMAGE TRANSFER TUBES AND EXTERNAL HOSES OR
TUBES. BE SURE THAT THE T2 SENSOR IS CAREFULLY INSERTED INTO SCROLL CASE
AND THAT LINK ASSEMBLY IS ABOVE THE OIL MANIFOLD.
(1) Remove protective caps, plugs, and barrier material from openings in main

MM72-60-00
frame and in accessory section module.

WARNING: ENGINE OIL
IRRITATION.
ATTENTION.
(2) Apply a light coat of engine oil to packing (2, Figure 406) and to packing
groove in main frame.
(3) Install packing (2) into groove on main frame.
(4) Lubricate packings (1, 3, 4, and 5) with engine oil and install packings on
main frame.
(5) Install two lubricated packings (6, Figure 406) onto forward C-sump oil
scavenge tube (14, Figure 404, Figure 405 or Figure 405A).
CAUTION: IF OIL MANIFOLD IS INSTALLED ON ENGINE WHEN ACCESSORY SECTION MODULE IS
BEING INSTALLED, LOOSEN ALL CLAMPS AND FITTINGS THAT SECURE MANIFOLD.
PULL BACK ON MANIFOLD TO ALLOW MAXIMUM CLEARANCE BETWEEN ADAPTER GASKET
AND ACCESSORY GEARBOX (AGB) AS AGB IS INSTALLED.
(6) With another technician helping, position accessory section module over
main frame; then lower module onto main frame.
(7) Slide T2 sensor into scroll case and secure sensor with latch (3).
(8) Install four washers (1) and nuts (2). Tighten (30° wrench-arc) nuts.
(9) Install forward C-sump oil scavenge tube (14) into gearbox, and secure tube
with locknut (28). Torque nut to 45-50 lb in.
(10) Install radial drive shaft assembly (para 2.B).
(11) Remove protective caps and connect the electrical connectors as follows:
OCCUR.
SYSTEM CAN OCCUR.
(a) Use your hand and thread the knurled coupling ring (on the cable
(b) Alternately, push the backshell of the cable connector into the
maximum extent.

MM72-60-00
(c) If you cannot turn the knurled coupling ring beyond the colored witness
(d) Connect the electrical connectors as follows:
* * * FOR CT7-2A, CT7-2D, CT7-2D1
electrical chip detector
• Green cable electrical connector (20) to fuel filter impending bypass
sensor
sensor
• Green cable electrical connector (25) to oil temperature detector
• Green cable electrical connector (27, Figure 404) to oil low-pressure
warning sensor (airframer-supplied) (applicable to CT7-2A engines
only)
fuel pressure switch (airframer-supplied)
• Green cable electrical connector (22) to alternator stator
• Yellow cable electrical connector (24) to alternator stator
• Blue cable electrical connector (12) to sequence valve or ODV
• Yellow cable electrical connector (17) to HMU
* * * FOR CT7-2E1
• Green cable electrical connector (19, Figure 405A) to alternator
stator
• Green cable electrical connector (20) to P3 sensor
• Green cable electrical connector (22) to electrical chip detector
sensor
• Green cable electrical connector (24) to fuel pressure switch
• Green cable electrical connector (25) to FMU
• Blue cable electrical connector (29) to impending bypass switch
• Blue cable electrical connector to low oil indicator sensor
• Blue cable electrical connector to oil temperature detector
• Blue cable electrical connector to FMU.
* * * FOR ALL
CAUTION: IGV ACTUATING RING MUST BE POSITIONED SO THAT VANE LEVERS AND THRUST
BEARING ADJUSTING SCREW DO NOT PREVENT ACCESS TO CAPTIVE BOLTS.
(12) With adapter gasket (16, Figure 404, Figure 405, or Figure 405A) attached,
position oil manifold flange (18) onto gearbox casing, and tighten captive
bolts (15). Torque bolts to 45-50 lb in. Tighten oil manifold clamp and
fitting bolts to 45-50 lb in.
MM72-60-00
(13) Slide inlet separator boot (13) up onto particle separator inlet duct.
(14) Engage quick-disconnect pin (8) with actuating shaft (11) and with link
assembly (9).
(15) Loosely connect P3 hose and tube assembly (CT7-2A), P3 tube assembly (CT7-
2D/-2D1), or two front P3 air tubes (CT7-2E1) (75-00-00, REMOVAL AND
INSTALLATION).
* * * FOR CT7-2E1
(16) Install bolt (12, Figure 405A) to secure two front P3 air tubes (6).
Torque bolt to 45-50 lb in.
* * * FOR ALL
(17) Install sequence manifold assembly (CT7-2A), ODV manifold assembly (CT7-
2D/-2D1), or FMU manifold (CT7-2E1) (73-00-00).
(18) Adjust and tighten P3 hose and tube assembly (CT7-2A), P3 tube assembly
(CT7-2D/-2D1), or two front P3 air tubes (CT7-2E1) (75-00-00, REMOVAL AND
INSTALLATION).
(19) Install particle separator blower and V-band coupling assembly (para 3.B).
(20) Install green cable in electrical cable clip support (10) on gearbox and
in electrical cable clip support (7) on inlet duct.
(21) Install blue cable in clip support (7) on inlet duct. For CT7-2E1, also
install blue cable in clip support (10) on gearbox.
(22) After installation, do an engine checkout test (72-00-00, TEST).

MM72-60-00
* * * FOR CT7-2A
Figure 404 Accessory Section Module - Removal and Installation

MM72-60-00
* * * FOR CT7-2D, CT7-2D1
Figure 405 Accessory Section Module - Removal and Installation

MM72-60-00
* * * FOR CT7-2E1
Figure 405A. Accessory Section Module - Removal and Installation

MM72-60-00
* * * FOR ALL
Figure 406 Packings - Removal and Installation

MM72-60-00
ACCESSORY SECTION MODULE - CLEANING
* * * FOR ALL
TASK 72-60-00-100-801
This section provides instructions for cleaning components of the accessory
section module. Before starting any of the following procedures, read CLEANING
A. Radial Drive Shaft Assembly.
P-D-680
SURFACES.
INHALATION OF VAPOR CAN IRRITATE NOSE AND THROAT AND CAN CAUSE
DIZZINESS.
CAUSE DIZZINESS, GO TO FRESH AIR.
• WHEN HANDLING LIQUID OR WHEN APPLYING IT AT UNEXHAUSTED, UNCOVERED TANK
OR WORKBENCH, WEAR APPROVED RESPIRATOR, GLOVES, AND GOGGLES.
(1) Flush or spray-wash external surfaces with dry cleaning solvent P-D-680 to
remove grease, oil, and dirt.
(2) Remove solvent from all surfaces by using dry, filtered, compressed air.
B. Particle Separator Blower and V-Band Coupling Assembly.
WARNING: DRY CLEANING SOLVENT FED SPEC P-D-680.
OBSERVE WARNING IN PARA 2.A. WHEN USING DRY CLEANING SOLVENT.
CAUTION: • DO NOT IMMERSE BLOWER IN CLEANING COMPOUND OR SOLVENT. OTHERWISE,
BLOWER MAY BE DAMAGED.
• AVOID WASHING GREASE FROM GREASE PACKED BEARING. OTHERWISE, BEARING WILL
BE DAMAGED.
(1) Flush or spray-wash external surfaces with cleaning solvent P-D-680 to
remove grease, oil, and dirt.
MM72-60-00
ACCESSORY SECTION MODULE - CLEANING

OBSERVE WARNING IN PARA 2.A. WHEN USING COMPRESSED AIR.
C. Particle Separator Inlet Duct.
OBSERVE WARNING IN PARA 2.A. WHEN USING DRY CLEANING SOLVENT.
(1) Flush or spray-wash surfaces of duct, using dry cleaning solvent P-D-680.
OBSERVE WARNING IN PARA 2.A. WHEN USING COMPRESSED AIR.

MM72-60-00
ACCESSORY SECTION MODULE - INSPECTION
* * * FOR ALL
TASK 72-60-00-200-801
This section provides inspection procedures for components of the accessory
section module. Before starting any of the following inspections, read INSPECTION
Go to Table 601.
TABLE 601. INSPECTION OF RADIAL DRIVE SHAFT ASSEMBLY
Max Repairable
A. Axis-A cover
assembly (8,
Figure 601) for:
(1) Cracks. None allowed. Not repairable. Replace cover
assembly.
(2) Nicks and
scratches on:
(a) Sealing None allowed. Not repairable. Replace cover
surfaces. assembly.
(b) All other Any number, without Any number, with Remove high metal
areas. high metal. high metal. (GEK 9250, 70-42-
00).
(3) Dents. Any number, 1/8-inch Not repairable. Replace cover
deep that do not assembly.
affect assembly.
B. Axis-A boot (6)
for:
(1) Tears. Minor tears allowed. Not repairable. Replace boot.
(2) Crazing None allowed. Not repairable. Replace boot.
present when
boot is
stretched.
C. Retaining rings None allowed. Not repairable. Replace retaining

(4, 7) for damage. ring.
D. Radial drive shaft Not allowed. Not repairable. Replace radial drive
(5) splines for shaft.
visible steps on
teeth.
E. Upper shaft Any number 0.100 Not repairable. Replace radial drive
shoulder of shaft inch long. shaft.
(5) for
indentations
MM72-60-00
caused by radial
contact with
spline teeth.
F. Extension shaft Any amount, if shaft Not repairable. Replace extension
(3) for damage or assembly can be shaft.
wear on square and driven with wrench.
hex.

MM72-60-00
* * * FOR ALL
Figure 601 Radial Drive Shaft Assembly - Inspection

* * * FOR CT7-2A, CT7-2D, CT7-2D1
3. Differential Pressure Switch.
Go to Table 602.
TABLE 602. INSPECTION OF DIFFERENTIAL PRESSURE SWITCH
Max Repairable
A. Electrical
connector (2,
Figure 602)
for:
(1) Bent None allowed. Up to 1/8 inch out- Straighten pin.
socket of-position.
pins (3).
(2) Damaged Any amount, without Any amount that can Remove high metal
threads. high metal, be reworked to (GEK 9250, 70-42-
connector can be usable limits. 00).
assembled normally
with mating part.
B. Cracks. None allowed. Not repairable. Replace switch.
C. Leaks. None allowed. Not repairable. Replace switch.
D. Nicks, dents, Any amount, 0.010 Same as usable Remove high metal
and scratches inch deep, without limits, with high (GEK 9250, 70-42-
(except low high metal. metal. 00).
pressure tube).
E. Low-pressure
tube (1) for:

MM72-60-00
(1) Splits and None allowed. Not repairable. Replace switch.

cracks.
(2) Nicks, Any amount that Any amount, 0.010 If area has not
scratches, cannot be felt with inch deep, with previously been
gouges, a scriber having a high metal. blended, remove high
wear and 0.040 inch radius on metal by blending in
chafing end. No high metal axial direction to
(except allowed. tube centerline.
chafing
caused by
tubing
clamp).
(3) Chafing Any amount 0.005 Same as usable Remove high metal
caused by inch below adjacent limits, with high (GEK 9250, 70-42-
tubing non-defective metal if area has 00).
clamps. surface without high not previously been
metal. blended.
(4) Dents. Not over 20% of tube Not repairable. Replace switch.
diameter.
(5) Flattened Outside diameter not Not repairable. Replace switch.
cross less than three-
section. quarters of the
original OD.

MM72-60-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 602 Differential Pressure Switch - Inspection

* * * FOR ALL
4. Particle Separator Blower and V-Band Coupling Assembly.
Preliminary Inspection Procedure.
A. Inspect impeller vanes (4, Figure 603, sheet 1) for erosion with shroud
installed. If erosion is more than 3/8 inch from face of shroud, replace
blower.
NOTE: The particle separator blower is a single-bearing support item. Axial and
radial play in the shaft is normal. For proper operation, the shaft requires
support from a second bearing located in the accessory gearbox. Without the
second support bearing, the drive shaft will not spin freely if an uninstalled
blower is held in the horizontal position.
B. If a bearing failure is suspected, do the following:
(1) With particle separator blower held in the vertical position (with shaft
upward), hold drive shaft (5) and spin housing by hand.
MM72-60-00
(2) If the housing does not spin freely, or if the bearing is noisy, then a
more detailed inspection must be made of the impeller and shroud.
NOTE: Shroud (2) is only removed for access so that a more detailed inspection can
be made of the impeller and shroud.
C. Remove shroud (2) as follows:
(1) Remove two screws (3) that secure shroud to particle separator blower.
(2) Remove shroud (2).
(3) Clean impeller (6), impeller vanes (4), and shroud (2) as follows:
P-D-680
HOT SURFACES.
DIZZINESS.
• WHEN HANDLING LIQUID OR WHEN APPLYING IT IN AN AIR-EXHAUSTED,
PARTIALLY COVERED TANK, WEAR APPROVED GLOVES AND GOGGLES.
• WHEN HANDLING LIQUID OR WHEN APPLYING IT AT UNEXHAUSTED, UNCOVERED
TANK OR WORKBENCH, WEAR APPROVED RESPIRATOR, GLOVES, AND GOGGLES.
CAUTION: • DO NOT IMMERSE BLOWER IN CLEANING COMPOUND OR SOLVENT.
• AVOID WASHING GREASE FROM GREASE PACKED BEARING. OTHERWISE, BEARING
WILL BE DAMAGED.
(a) Using a lint-free towel saturated with dry cleaning solvent, remove
grease, oil, and dirt from impeller (6), impeller vanes (4), and shroud
(2). Do not allow dry cleaning solvent to get on bearing.
(b) Dry impeller (6), impeller vanes (4), and shroud (2) with dry, filtered
compressed air.
(4) While holding drive shaft (5) in the vertical position (with shaft upward),
spin blower housing. If the housing does not spin freely, or if the bearing
is noisy, replace the blower.
(5) If housing spins freely and if there is no noise, inspect blower (Table

MM72-60-00
603).
D. Go to Table 603. When inspection is completed, install shroud (2) as follows:
(1) Align holes on shroud (2) with holes on particle separator blower.
(2) Install two screws (3) to secure shroud (2).
(3) Torque screws (3) to 7-9 lb in.
E. Go to Table 603.
TABLE 603. INSPECTION OF PARTICLE SEPARATOR BLOWER AND V-BAND COUPLING
ASSEMBLY
Max Repairable
A. Impeller vanes (4,
Figure 603, sheet
1) for:
(1) Cracks. None allowed. Not repairable. Replace blower.
(2) Erosion. Erosion hook on full Not repairable. Replace blower.
vane is 0.375 inch
from forward face of
impeller shroud (2).
(3) Nicks and Any number, 0.015 Not repairable. Replace blower.
scratches. inch deep.
(4) Rubs on tips. Any amount, if Not repairable. Replace blower.
impeller tips are
not more than 0.015
inch from normal
shape.
(5) Dents. Any number, 0.125 Not repairable. Replace blower.
inch in diameter.
B. Forward face of
impeller shroud
(2) for:
(1) Erosion Up to 50% of plating Not repairable. Replace shroud.
damage. eroded away.
(2) Nicks and Any number, 0.015 Not repairable. Replace shroud.
scratches. inch deep if plating
damage is within a
2-inch circle.
(3) Dents. Any number, 0.125 Not repairable. Replace shroud.
inch in diameter if
plating damage is
within a 2-inch
circle.
(4) Rubs. Not allowed. Not repairable. Replace shroud.
C. Impeller (3, sheet
2) for nicks,

MM72-60-00
dents, and
scratches on:
(1) Area A (Vane None allowed. Not repairable. Replace blower.
to hub fillet
area).
(2) Area B (hub). Any number, 0.015 Not repairable. Replace blower.
inch deep. No more
than 5 defects 0.020
inch deep.
(3) Area C (vane No more than 5 Not repairable. Replace blower.
sides). defects 0.020 inch
deep.
(4) Area D (lower No more than 5 Not repairable. Replace blower.
leading edge). defects 0.015 inch
deep.
(5) Area E (upper Any number, 0.030 Not repairable. Replace blower.
leading edge). inch deep.
D. Impeller (3) for None allowed. Not repairable. Replace blower.
cracks or missing
pieces.
E. Drive shaft (1,
sheet 2) for:
(1) Failure Not allowed. Not repairable. Replace blower.
(shearing).
(2) Chipped or Not allowed. Not repairable. Replace blower.
missing spline
teeth.
(3) Visible wear Not allowed. Not repairable. Replace blower.
steps on
spline.
(4) Nicks and
scratches on:
(a) Floor of Any number, 0.005 Not repairable. Replace blower.
groove sharp edges.
(2).
(b) Walls of Any number, 1/64 Not repairable. Replace blower.
groove sharp edges.
(2).
F. V-band coupling
assembly (Figure
604) for:
(1) Cracks in:
(a) Circum- None allowed. Not repairable. Replace coupling.

MM72-60-00
ferential
band.
(b) Spot weld. None allowed. Not repairable. Replace coupling.
(2) Nicks, dents, Any number, 0.010 Same as usable Remove high metal
scratches, and inch deep, without limits, with high (GEK 9250, 70-42-
gouges. high metal. metal. 00).
(3) Damaged One thread total, Same as usable Remove high metal
threads. without crossed limits, with high and chase threads
threads or high metal. (GEK 9250, 70-42-
metal. 00).
(4) Rolled edges Any amount if wrench Any amount if Remove high metal
on nut hex. fits properly. No wrench fits (GEK 9250, 70-42-
high metal allowed. properly, with high 00).
metal.

MM72-60-00
* * * FOR ALL
Figure 603 (Sheet 1) Particle Separator Blower - Inspection

MM72-60-00
* * * FOR ALL

MM72-60-00
* * * FOR ALL
Figure 604 V-Band Coupling Assembly - Inspection

A. Fluorescent penetrant-inspect duct (GEK 9250, 70-32-02, Class C).
B. Go to Table 604.
TABLE 604. INSPECTION OF PARTICLE SEPARATOR INLET DUCT
Max Repairable
A. Duct for cracks None allowed. Not repairable. Replace duct.
except in
bushing (1,
Figure 605).
B. Casting, Any number, 0.031 Same as usable Remove high metal
including inch deep, without limits, with high (GEK 9250, 70-42-
mounting high metal. metal. 00).

MM72-60-00
bosses, mating
diameters and
surfaces, for
nicks, dents,
and scratches
(except in
bushing (1)).
C. Wear on:
(1) Diameter 4.175 inches Not repairable. Replace duct.
A. maximum.
B. maximum.
C. maximum.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
D. Pin (2) for Not allowed. Any amount. Replace pin (REPAIR
looseness. 001).
* * * FOR CT7-2E1
D. Pin (2) for Not allowed. Not repairable. Replace duct.
looseness.
* * * FOR ALL
E. Bushing (1)
for:
(1) Cracks. None allowed. Not repairable. Replace bushing.
Press-fit by hand.
(2) Looseness. Not allowed. Not repairable. Replace bushing.
Press-fit by hand.
dents, and inch deep, in 25% of limits, with high (GEK 9250, 70-42-
scratches. any surface area, metal. 00).
without high metal.
F. Studs (3). Up to one damaged or Not repairable. Replace studs (GEK
missing thread, 9250, 70-48-16).
without crossed
threads or loose
material.
G. Insert (4) for Up to one damaged or Not repairable. Replace insert (GEK
damaged missing thread, 9250, 70-48-11).
threads. without crossed
threads or loose
material.
H. Corrosion pits. None allowed. Any amount of Repair. Refer to 72-
corrosion pits that 60-00, REPAIR 002.
do not go through

MM72-60-00
I the entire wall

thickness.

MM72-60-00
* * * FOR ALL
Figure 605 Particle Separator Inlet Duct - Inspection

* * * FOR CT7-2D1, CT7-2E1
6. Axis-G Cavity Seal Drain.
Go to Table 605.
TABLE 605. INSPECTION OF AXIS-G CAVITY SEAL DRAIN
Max Repairable
A. Boot (2, Figure
606) for:
(1) Wear. Up to 0.025 inch Not repairable. Replace seal drain.

MM72-60-00
deep, over 30% of

circumference.
(2) Cracks. None allowed. Not repairable. Replace seal drain.
(3) Separation. None allowed. Not repairable. Replace seal drain.
B. Ring (3) for:
(2) Nicks, Up to 0.005 inch Same as usable Remove high metal
dents, and deep, without high limits, with high (GEK 9250, 70-42-
scratches. metal. metal. 00).
(3) Clogged None allowed. Any amount. Replace seal drain.
slots (1)
and hole.
(4) Tube weld. No cracks allowed. Any amount. Replace seal drain.
C. Tube (5) for:
(2) Deform- No visible Not repairable. Replace seal drain.
ation. deformation allowed.
(3) Clogged Not allowed. Any amount. Replace seal drain.
end.
D. Sleeve (4) for:
(1) Wear. Through-wear not Not repairable. Replace sleeve.
allowed.
(2) Tears and Up to 0.250 inch Not repairable. Replace sleeve.
cracks. long, not to exceed
30% of surface area.

MM72-60-00
* * * FOR CT7-2D1, CT7-2E1
1. Shu
2. 800t
1, Ri r 9
4. SlHve
5. TUN
,
OIlIlC1S-315100
Figure 606 Axis-G Cavity Seal Drain - Inspection

MM72-60-00
* * * FOR ALL
TASK 72-60-00-200-801
This section provides inspection procedures for components of the accessory
section module. Before starting any of the following inspections, read INSPECTION
Go to Table 601.
TABLE 601. INSPECTION OF RADIAL DRIVE SHAFT ASSEMBLY
Max Repairable
A. Axis-A cover
assembly (8,
Figure 601) for:
(1) Cracks. None allowed. Not repairable. Replace cover
assembly.
(2) Nicks and
scratches on:
(a) Sealing None allowed. Not repairable. Replace cover
surfaces. assembly.
(b) All other Any number, without Any number, with Remove high metal
areas. high metal. high metal. (GEK 9250, 70-42-
00).
(3) Dents. Any number, 1/8-inch Not repairable. Replace cover
deep that do not assembly.
affect assembly.
B. Axis-A boot (6)
for:
(1) Tears. Minor tears allowed. Not repairable. Replace boot.
(2) Crazing None allowed. Not repairable. Replace boot.
present when
boot is
stretched.
C. Retaining rings None allowed. Not repairable. Replace retaining

(4, 7) for damage. ring.
D. Radial drive shaft Not allowed. Not repairable. Replace radial drive
(5) splines for shaft.
visible steps on
teeth.
E. Upper shaft Any number 0.100 Not repairable. Replace radial drive
shoulder of shaft inch long. shaft.
(5) for
indentations
MM72-60-00
caused by radial
contact with
spline teeth.
F. Extension shaft Any amount, if shaft Not repairable. Replace extension
(3) for damage or assembly can be shaft.
wear on square and driven with wrench.
hex.

MM72-60-00
* * * FOR ALL
Figure 601 Radial Drive Shaft Assembly - Inspection

* * * FOR CT7-2A, CT7-2D, CT7-2D1
3. Differential Pressure Switch.
Go to Table 602.
TABLE 602. INSPECTION OF DIFFERENTIAL PRESSURE SWITCH
Max Repairable
A. Electrical
connector (2,
Figure 602)
for:
socket of-position.
pins (3).
threads. high metal, be reworked to (GEK 9250, 70-42-
assembled normally
with mating part.
B. Cracks. None allowed. Not repairable. Replace switch.
C. Leaks. None allowed. Not repairable. Replace switch.
D. Nicks, dents, Any amount, 0.010 Same as usable Remove high metal
(except low high metal. metal. 00).
pressure tube).
E. Low-pressure
tube (1) for:

MM72-60-00
(1) Splits and None allowed. Not repairable. Replace switch.

cracks.
(2) Nicks, Any amount that Any amount, 0.010 If area has not
scratches, cannot be felt with inch deep, with previously been
gouges, a scriber having a high metal. blended, remove high
wear and 0.040 inch radius on metal by blending in
chafing end. No high metal axial direction to
(except allowed. tube centerline.
chafing
caused by
tubing
clamp).
(3) Chafing Any amount 0.005 Same as usable Remove high metal
caused by inch below adjacent limits, with high (GEK 9250, 70-42-
tubing non-defective metal if area has 00).
clamps. surface without high not previously been
metal. blended.
(4) Dents. Not over 20% of tube Not repairable. Replace switch.
diameter.
(5) Flattened Outside diameter not Not repairable. Replace switch.
cross less than three-
section. quarters of the
original OD.

MM72-60-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 602 Differential Pressure Switch - Inspection

* * * FOR ALL
4. Particle Separator Blower and V-Band Coupling Assembly.
Preliminary Inspection Procedure.
A. Inspect impeller vanes (4, Figure 603, sheet 1) for erosion with shroud
installed. If erosion is more than 3/8 inch from face of shroud, replace
blower.
NOTE: The particle separator blower is a single-bearing support item. Axial and
radial play in the shaft is normal. For proper operation, the shaft requires
support from a second bearing located in the accessory gearbox. Without the
second support bearing, the drive shaft will not spin freely if an uninstalled
blower is held in the horizontal position.
B. If a bearing failure is suspected, do the following:
(1) With particle separator blower held in the vertical position (with shaft
upward), hold drive shaft (5) and spin housing by hand.
MM72-60-00
(2) If the housing does not spin freely, or if the bearing is noisy, then a
more detailed inspection must be made of the impeller and shroud.
NOTE: Shroud (2) is only removed for access so that a more detailed inspection can
be made of the impeller and shroud.
C. Remove shroud (2) as follows:
(1) Remove two screws (3) that secure shroud to particle separator blower.
(2) Remove shroud (2).
(3) Clean impeller (6), impeller vanes (4), and shroud (2) as follows:
P-D-680
HOT SURFACES.
DIZZINESS.
• WHEN HANDLING LIQUID OR WHEN APPLYING IT IN AN AIR-EXHAUSTED,
PARTIALLY COVERED TANK, WEAR APPROVED GLOVES AND GOGGLES.
• WHEN HANDLING LIQUID OR WHEN APPLYING IT AT UNEXHAUSTED, UNCOVERED
TANK OR WORKBENCH, WEAR APPROVED RESPIRATOR, GLOVES, AND GOGGLES.
CAUTION: • DO NOT IMMERSE BLOWER IN CLEANING COMPOUND OR SOLVENT.
• AVOID WASHING GREASE FROM GREASE PACKED BEARING. OTHERWISE, BEARING
WILL BE DAMAGED.
(a) Using a lint-free towel saturated with dry cleaning solvent, remove
grease, oil, and dirt from impeller (6), impeller vanes (4), and shroud
(2). Do not allow dry cleaning solvent to get on bearing.
(b) Dry impeller (6), impeller vanes (4), and shroud (2) with dry, filtered
compressed air.
(4) While holding drive shaft (5) in the vertical position (with shaft upward),
spin blower housing. If the housing does not spin freely, or if the bearing
is noisy, replace the blower.
(5) If housing spins freely and if there is no noise, inspect blower (Table

MM72-60-00
603).
D. Go to Table 603. When inspection is completed, install shroud (2) as follows:
(1) Align holes on shroud (2) with holes on particle separator blower.
(2) Install two screws (3) to secure shroud (2).
(3) Torque screws (3) to 7-9 lb in.
E. Go to Table 603.
TABLE 603. INSPECTION OF PARTICLE SEPARATOR BLOWER AND V-BAND COUPLING
ASSEMBLY
Max Repairable
A. Impeller vanes (4,
Figure 603, sheet
1) for:
(1) Cracks. None allowed. Not repairable. Replace blower.
(2) Erosion. Erosion hook on full Not repairable. Replace blower.
vane is 0.375 inch
from forward face of
impeller shroud (2).
(3) Nicks and Any number, 0.015 Not repairable. Replace blower.
scratches. inch deep.
(4) Rubs on tips. Any amount, if Not repairable. Replace blower.
impeller tips are
not more than 0.015
inch from normal
shape.
(5) Dents. Any number, 0.125 Not repairable. Replace blower.
inch in diameter.
B. Forward face of
impeller shroud
(2) for:
(1) Erosion Up to 50% of plating Not repairable. Replace shroud.
damage. eroded away.
(2) Nicks and Any number, 0.015 Not repairable. Replace shroud.
scratches. inch deep if plating
damage is within a
2-inch circle.
(3) Dents. Any number, 0.125 Not repairable. Replace shroud.
inch in diameter if
plating damage is
within a 2-inch
circle.
(4) Rubs. Not allowed. Not repairable. Replace shroud.
C. Impeller (3, sheet
2) for nicks,

MM72-60-00
dents, and
scratches on:
(1) Area A (Vane None allowed. Not repairable. Replace blower.
to hub fillet
area).
(2) Area B (hub). Any number, 0.015 Not repairable. Replace blower.
inch deep. No more
than 5 defects 0.020
inch deep.
(3) Area C (vane No more than 5 Not repairable. Replace blower.
sides). defects 0.020 inch
deep.
(4) Area D (lower No more than 5 Not repairable. Replace blower.
leading edge). defects 0.015 inch
deep.
(5) Area E (upper Any number, 0.030 Not repairable. Replace blower.
leading edge). inch deep.
D. Impeller (3) for None allowed. Not repairable. Replace blower.
cracks or missing
pieces.
E. Drive shaft (1,
sheet 2) for:
(1) Failure Not allowed. Not repairable. Replace blower.
(shearing).
(2) Chipped or Not allowed. Not repairable. Replace blower.
missing spline
teeth.
(3) Visible wear Not allowed. Not repairable. Replace blower.
steps on
spline.
(4) Nicks and
scratches on:
(a) Floor of Any number, 0.005 Not repairable. Replace blower.
groove sharp edges.
(2).
(b) Walls of Any number, 1/64 Not repairable. Replace blower.
groove sharp edges.
(2).
F. V-band coupling
assembly (Figure
604) for:
(1) Cracks in:
(a) Circum- None allowed. Not repairable. Replace coupling.

MM72-60-00
ferential
band.
(b) Spot weld. None allowed. Not repairable. Replace coupling.
(2) Nicks, dents, Any number, 0.010 Same as usable Remove high metal
(3) Damaged One thread total, Same as usable Remove high metal
threads. without crossed limits, with high and chase threads
threads or high metal. (GEK 9250, 70-42-
metal. 00).
(4) Rolled edges Any amount if wrench Any amount if Remove high metal
on nut hex. fits properly. No wrench fits (GEK 9250, 70-42-
high metal allowed. properly, with high 00).
metal.

MM72-60-00
* * * FOR ALL

MM72-60-00
* * * FOR ALL

MM72-60-00
* * * FOR ALL
Figure 604 V-Band Coupling Assembly - Inspection

A. Fluorescent penetrant-inspect duct (GEK 9250, 70-32-02, Class C).
B. Go to Table 604.
TABLE 604. INSPECTION OF PARTICLE SEPARATOR INLET DUCT
Max Repairable
A. Duct for cracks None allowed. Not repairable. Replace duct.
except in
bushing (1,
Figure 605).
B. Casting, Any number, 0.031 Same as usable Remove high metal
including inch deep, without limits, with high (GEK 9250, 70-42-
mounting high metal. metal. 00).

MM72-60-00
bosses, mating
diameters and
surfaces, for
nicks, dents,
and scratches
(except in
bushing (1)).
C. Wear on:
A. maximum.
B. maximum.
C. maximum.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
D. Pin (2) for Not allowed. Any amount. Replace pin (REPAIR
looseness. 001).
* * * FOR CT7-2E1
D. Pin (2) for Not allowed. Not repairable. Replace duct.
looseness.
* * * FOR ALL
E. Bushing (1)
for:
(1) Cracks. None allowed. Not repairable. Replace bushing.
Press-fit by hand.
(2) Looseness. Not allowed. Not repairable. Replace bushing.
Press-fit by hand.
dents, and inch deep, in 25% of limits, with high (GEK 9250, 70-42-
scratches. any surface area, metal. 00).
without high metal.
F. Studs (3). Up to one damaged or Not repairable. Replace studs (GEK
missing thread, 9250, 70-48-16).
without crossed
threads or loose
material.
G. Insert (4) for Up to one damaged or Not repairable. Replace insert (GEK
damaged missing thread, 9250, 70-48-11).
threads. without crossed
threads or loose
material.
H. Corrosion pits. None allowed. Any amount of Repair. Refer to 72-
corrosion pits that 60-00, REPAIR 002.
do not go through

MM72-60-00
I the entire wall

thickness.

MM72-60-00
* * * FOR ALL
Figure 605 Particle Separator Inlet Duct - Inspection

* * * FOR CT7-2D1, CT7-2E1
6. Axis-G Cavity Seal Drain.
Go to Table 605.
TABLE 605. INSPECTION OF AXIS-G CAVITY SEAL DRAIN
Max Repairable
A. Boot (2, Figure
606) for:
(1) Wear. Up to 0.025 inch Not repairable. Replace seal drain.

MM72-60-00
deep, over 30% of

circumference.
(3) Separation. None allowed. Not repairable. Replace seal drain.
B. Ring (3) for:
(3) Clogged None allowed. Any amount. Replace seal drain.
slots (1)
and hole.
(4) Tube weld. No cracks allowed. Any amount. Replace seal drain.
C. Tube (5) for:
(2) Deform- No visible Not repairable. Replace seal drain.
ation. deformation allowed.
(3) Clogged Not allowed. Any amount. Replace seal drain.
end.
D. Sleeve (4) for:
(1) Wear. Through-wear not Not repairable. Replace sleeve.
allowed.
(2) Tears and Up to 0.250 inch Not repairable. Replace sleeve.
cracks. long, not to exceed
30% of surface area.

MM72-60-00
* * * FOR CT7-2D1, CT7-2E1
1. Shu
2. 800t
1, Ri r 9
4. SlHve
5. TUN
,
OIlIlC1S-315100
Figure 606 Axis-G Cavity Seal Drain - Inspection

MM72-60-00, REPAIR 001
ACCESSORY SECTION MODULE - PARTICLE SEPARATOR INLET DUCT PIN - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-60-00-300-801
This section provides repair procedure for replacing particle separator inlet duct
pin.
2. Procedure.
NOTE: Pin is pressed in and held by an interference fit.
Replace pin (2, Figure 801) if it is missing, damaged, or loose. Use standard pin
in following list if hole is not enlarged. If necessary, ream hole in flange of
duct (1) to accept pin needed, and press in pin required. Pin must extend 7/32
±1/64 inch after installation.
Hole Size
Pin Type Identification (inch dia)
Standard MS9390-170 0.1240-
0.1245
0.002-inch, MS9390-171 0.1260-
oversize 0.1265
0.005-inch, MS9390-172 0.1290-
oversize 0.1295

MM72-60-00, REPAIR 001
ACCESSORY SECTION MODULE - PARTICLE SEPARATOR INLET DUCT PIN - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
1.In11'.11lJd
2. Pin
3. StIJd
4.lnsen
Figure 801 Particle Separator Inlet Duct - Repair

MM72-60-00, REPAIR 002
ACCESSORY SECTION MODULE - CORROSION ON THE IPS DUCT - REPAIR
* * * FOR ALL
TASK 72-60-00-300-803
A. This section provides instructions to repair corrosion on the IPS duct.
B. The subsequent table gives a list of the part numbers that are applicable to
this repair. All part numbers are applicable to all paragraphs unless
specified differently.
Part Number Nomenclature Engine Model
6043T40G04 Duct, Inlet - Particle Separator CT7-2A, -2D
6071T53G01 Duct, Inlet - Particle Separator CT7-2E1
6071T53G02 Duct, Inlet - Particle Separator CT7-2E1
6071T53G06 Duct, Inlet - Particle Separator CT7-2D1
C. Proprietary Process Statement. None necessary.
2. Special Tools and Fixtures. None.
3. Consumable Materials.
The consumables listed in Table 801 are recommended for use when doing this
repair. However, GE Aircraft Engines realizes that listed consumables can not be
available worldwide by their brand name. Therefore, equivalent consumables can be
used. If any questions arise as to the suitability of a substitute, contact the
nearest GE Aircraft Engines representative or a factory engineer.
TABLE 801. CONSUMABLE MATERIALS
Description Manufacturer
Devcon Aluminum Liquid F-2 ITW Devcon 30 Endicott St. Danvers,
MA 01923 1-978-777-1100
Devcon Cleaner Blend 300 ITW Devcon 30 Endicott St. Danvers,
MA 01923 1-978-777-1100
C03-006, Conversion Coating, Chromated (Alodine Henkel Surface Technologies 32012
1200S) Stephenson Hwy. Madison Heights, MI
48071 USA
4. Expendable Parts. None necessary.
5. SPAD Parts. None necessary.
6. Applicable Service Bulletins. None necessary.
7. Referenced Procedures.
ATA No. Description
GEK 9250, TASK 70-00-03-800-004 Machining Data

MM72-60-00, REPAIR 002
ACCESSORY SECTION MODULE - CORROSION ON THE IPS DUCT - REPAIR
GEK 9250, TASK 70-21-03-160-001 Cleaning Method No. 3 - Steam Cleaning

GEK 9250, TASK 70-21-05-120-002 Cleaning Method No. 5 - Wet Abrasive
Blast Cleaning
GEK 9250, TASK 70-21-12-110-010 Cleaning Method No. 12 - Heavy - Duty
Acidic Cleaning for Aluminum
GEK 9250, TASK 70-42-00-350-002 Blending and Removal of High Metal
Procedures
GEK 9250, TASK 70-43-18-380-012 Chemical Touch-up of Aluminum Protective
Coating (Chromate Conversion Coating) -
C03-008
8. Procedure.
A. Remove corrosion with one of the methods that follow:
(1) GEK 9250, TASK 70-21-05-120-002, Cleaning Method No. 5 - Wet Abrasive Blast
Cleaning.
(2) GEK 9250, TASK 70-21-12-110-010, Cleaning Method No. 12 - Heavy - Duty
Acidic Cleaning for Aluminum.
B. Blend the corroded area with only coarse grades of abrasives for better epoxy
bonding. Refer to GEK 9250, TASK 70-42-00-350-002, Blending and Removal of
High Metal Procedures.
C. Clean the particle separator inlet duct. Alternative cleaning methods can be
used. Refer to GEK 9250, TASK 70-21-03-160-001, Cleaning Method No. 3 - Steam
Cleaning.
CAUTION: IF THE IPS DUCT HAS A DRAIN HOLE, DO NOT FILL THE DRAIN HOLE WITH EPOXY.
DAMAGE TO THE IPS DUCT CAN OCCUR.
D. Fill in the corrosion pits with Devcon Aluminum Liquid F-2 epoxy as follows:
(1) Remove all remaining contaminants from the repair area with Devcon Cleaner
Blend 300.
(2) Mix the epoxy components as directed by manufacturer.
(3) Apply the epoxy as soon as possible after mixing.
(4) Fill voids with the epoxy mixture to slightly above adjacent surfaces.
(5) Remove unwanted epoxy immediately.
E. Let the epoxy cure at room temperature, 75°F (24°C) for 24 hours minimum.
F. Blend or machine the repaired areas to be consistent with adjacent contour.
Refer to GEK 9250, TASK 70-42-00-350-002, Blending and Removal of High Metal
Procedures, or GEK 9250, TASK 70-00-03-800-004, Machining Data.
G. Apply Alodine 1200S (C03-006) to all areas with missing anodize (but not those
covered with epoxy). Refer to GEK 9250, TASK 70-43-18-380-012, Chemical Touch-
up of Aluminum Protective Coating (Chromate Conversion Coating) - C03-008.

MM72-61-00
ACCESSORY DRIVE GEARBOX ASSEMBLY - REMOVAL AND INSTALLATION
* * * FOR ALL
TASK 72-61-00-400-801
This section provides instructions for removing and installing components of the
accessory drive gearbox. Before starting any of the following procedures, read
ASSEMBLY AND DISASSEMBLY TECHNIQUES in Standard Practices Manual GEK 9250, 70-10-
00.
2. Axis-A Oil Nozzle.
A. Removal.
(1) Remove self-locking nut (4, Figure 401) and flat washer (3) that secure
axis-A oil nozzle (2) to gearbox housing.
(2) Pull oil nozzle (2) from gearbox housing.
(3) Remove and discard packings (1) from oil nozzle (2).
B. Installation.
(1) Install two packings (1, Figure 401) onto axis-A oil nozzle (2).
(2) Secure oil nozzle (2) into gearbox housing, using washer (3) and self-
locking nut (4). Torque self-locking nuts to 32-35 lb in.

MM72-61-00
* * * FOR ALL
Figure 401 Axis-A Oil Nozzle - Removal and Installation

* * * FOR CT7-2A, CT7-2D, CT7-2D1
3. Axis-B Carbon Seal and Axis-B Seal Mating Ring.
A. Removal.
(1) Remove starter (refer to applicable Aircraft Maintenance Manual).
(2) Remove carbon seal (14, Figure 402) as follows:
(a) Remove three nuts (12) and washers (13).
CAUTION: THE RUNNING SURFACES OF CARBON SEALS ARE EXTREMELY BRITTLE AND EASILY
DAMAGED. BE CAREFUL WHEN HANDLING THEM.
(b) Remove carbon seal (14).
(c) Remove and discard packing (15).
(3) Using seal mating ring puller 21C7702G01 (Figure 403) or LMT 747 (Figure
404), remove axis-B seal mating ring (17, Figure 402).
B. Installation.
IRRITATION.
ATTENTION.

MM72-61-00
CAUTION: • DO NOT TOUCH INNER SURFACE OF CARBON SEAL WITH FINGERS. SKIN OIL WILL
CORRODE CARBON SEGMENTS.
• DO NOT TOUCH FACE OF SEAL MATING RING DURING INSTALLATION. WEAR CLEAN
COTTON GLOVES WHEN HANDLING SEAL MATING RING.
(1) Using a lint-free towel, clean axis-B cavity. Remove residual oil and
deposits, if any.
(2) Lubricate new packing (16, Figure 402). Wearing cotton gloves, install
packing (16) into groove in seal mating ring (17).
CAUTION: BE SURE TANGS ENGAGE SLOTS. FAILURE TO ENGAGE TANGS OF SEAL MATING RING
WITH SLOTS OF SPUR GEAR IN BORE OF GEARBOX WILL RESULT IN DAMAGE TO
AXIS-B CARBON SEAL.
(3) Align tangs on seal mating ring (17) with mating slots in bore, and slide
seal mating ring over shaft.
CAUTION: DO NOT TOUCH INNER SURFACE OF CARBON SEAL WITH FINGERS. SKIN OIL WILL
(4) Install new packing (15) onto carbon seal (14).
(5) Carefully install carbon seal (14) in bore.
(6) Install three washers (13) and nuts (12). Torque nuts to 32-35 lb in.
(7) Install starter (refer to applicable Aircraft Maintenance Manual).
* * * FOR CT7-2E1
3.A. Axis-BB Carbon Seal and Axis-BB Seal Mating Ring.
A. Removal.
(1) Remove starter (refer to applicable Aircraft Maintenance Manual).
(2) Remove carbon seal (14, Figure 402A) as follows:
CAUTION: THE RUNNING SURFACES OF CARBON SEALS ARE EXTREMELY BRITTLE AND EASILY
DAMAGED. BE CAREFUL WHEN HANDLING THEM.
404), remove axis-BB seal mating ring (17, Figure 402A).
B. Installation.
IRRITATION.
ATTENTION.
MM72-61-00

(1) Using a lint-free towel, clean axis-BB cavity. Remove residual oil and
deposits, if any.
(2) Lubricate new packing (16, Figure 402A). Wearing cotton gloves, install
packing (16) into groove in seal mating ring (17).
AXIS-B CARBON SEAL.
(5) Carefully install carbon seal (14) in bore.
(7) Install starter (refer to applicable Aircraft Maintenance Manual).

MM72-61-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 402 Gearbox Carbon Seals - Removal and Installation

MM72-61-00
* * * FOR CT7-2E1
Figure 402A. Gearbox Carbon Seals - Removal and Installation

MM72-61-00
* * * FOR ALL
Figure 403 Axis-G Carbon Seal Puller 21C7239G01 and Seal Mating Ring
Puller 21C7702G01

MM72-61-00
* * * FOR ALL
Figure 404 Seal Mating Ring Puller - Removal Using Puller LMT 747
4. Axis-E Carbon Seal and Axis-E Seal Mating Ring.
A. Removal.
(1) Remove hydromechanical control unit (HMU) (CT7-2A/-2D/-2D1) or fuel
metering unit (FMU) (CT7-2E1) (73-00-00).
(2) Remove carbon seal (8, Figure 402 or Figure 402A) as follows:

MM72-61-00
404), remove axis-E seal mating ring (11, Figure 402 or Figure 402A).
B. Installation.
IRRITATION.
ATTENTION.
(1) Using a lint-free towel, clean axis-E cavity. Remove residual oil and
deposits, if any.
(2) Lubricate new packing (10). Wearing cotton gloves, install packing (10)
into groove in seal mating ring (11).
AXIS-E CARBON SEAL.
(5) Carefully install seal (8) in bore.
(7) Install HMU (73-00-00).
5. Fuel Connector.
A. Removal.
(1) Remove locknut (18, Figure 402 or Figure 402A) and retainer (19).
(2) Remove fuel connector (20).
B. Installation.
(1) Install packing (21, Figure 402 or Figure 402A) onto connector (20).
(2) Install connector (20) into gearbox.
(3) Install retainer (19) and secure it with locknut (18). Torque locknut to
32-35 lb in.
MM72-61-00
6. Axis-G Carbon Seal and Axis-G Seal Mating Ring.

A. Removal.
(1) If particle separator blower and V-band coupling assembly are installed,
remove them (72-60-00).
* * * FOR CT7-2A, CT7-2D
(2) Remove particle separator inlet duct (72-60-00).
* * * FOR CT7-2D1, CT7-2E1
(2) Remove inlet duct and Axis-G cavity seal drain (72-60-00).
* * * FOR ALL
(3) Remove carbon seal (2, Figure 402 or Figure 402A) as follows:
(a) Remove retaining ring (1).
(b) Remove seal (2) as follows:
1 Position axis-G carbon seal puller 2C90239G01 (Figure 403) over
axis-G carbon seal so that teeth of puller begin to engage
antirotation lugs on seal.
2 Rotate puller body so that teeth are applying pressure to seal lugs.
3 Use sliding hammer while continuing to rotate puller body.
4 Hold seal to prevent it from dropping after removal.
(c) Remove and discard packing (3, Figure 402 or Figure 402A) from axis-G
bore.
(4) Using guide assembly LMT 748 (Figure 405), remove seal mating ring (5,
Figure 402 or Figure 402A).
(5) Remove and discard packing (4) from seal mating ring (5).
B. Installation.
IRRITATION.
ATTENTION.
(1) Using a lint-free towel, clean axis-G cavity. Remove residual oil and
deposits, if any.
MM72-61-00
(2) Lubricate new packing (4). Wearing cotton gloves, install packing into
groove in seal mating ring (5).
(3) Note position of slots in spur gear relative to inner bore of rear housing.
CAUTION: BE SURE SEAL MATING RING TANGS ENGAGE IN SLOTS. OTHERWISE, IT DOES NOT
SEAL PROPERLY.
(4) Align tangs on seal mating ring (5) with slots in spur gear using position
noted in step (3). Using guide assembly LMT 748, push seal onto spur gear.
Spur gear must protrude about 3/32 inch after seal is seated.
CAUTION: IF SEAL MATING RING IS DROPPED OR SCRATCHED, IT MUST NOT BE USED.
(5) If spur gear does not protrude about 3/32 inch or if seal mating ring will
not go over spur gear, do the following:
(a) Remove radial drive shaft cover assembly (72-60-00).
(b) While holding radial drive shaft assembly, keep it from turning, turn
and push on seal mating ring (5) until end of spur gear is about 3/32
inch from gear shaft.
(c) Install radial drive shaft cover assembly (72-60-00).
(6) Install new packing (3).
(7) Carefully install carbon seal (2) into bore, aligning tabs on seal with
slots in gearbox.
(8) Install retaining ring (1) into housing at axis-G.
* * * FOR CT7-2A, CT7-2D
(9) Install particle separator inlet duct (72-60-00).
* * * FOR CT7-2D1, CT7-2E1
(9) Install inlet duct and axis-G cavity seal drain (72-60-00).
* * * FOR ALL
(10) Install particle separator blower and V-band coupling assembly (72-60-00).

MM72-61-00
* * * FOR ALL
Figure 405 Seal Mating Ring - Installation Using Guide Assembly LMT 748

MM72-61-00
ACCESSORY DRIVE GEARBOX ASSEMBLY - INSPECTION
* * * FOR ALL
TASK 72-61-00-200-801
This section provides inspection procedures for the accessory drive gearbox
assembly. Before starting any of the following inspections, read INSPECTION
2. Accessory Drive Gearbox Housing.
Go to Table 601.
TABLE 601. INSPECTION OF ACCESSORY DRIVE GEARBOX HOUSING
Max Repairable
A. Front and rear
housings (Figure
601 or Figure
601A) for:
(1) Cracks.
(a) Retaining None allowed. One circumferential Blend out crack (GEK
ring groove crack, 0.500 inch 9250, 70-42-00). No
(6) in long, any depth, blending below
axis-A bore above or in retaining ring
(2). retaining ring groove allowed.
groove.
(b) All other None allowed. Not repairable. Replace gearbox
areas. assembly.
(2) Nicks and
scratches in:
(a) Cast Any number, 0.030 Same as usable Remove high metal
(b) Machined Any number, 0.015 Same as the usable Remove the high
surfaces. inch deep, if no limits, with high metal (GEK 9250, 70-
more than 20% of metal. 42-00).
area is affected,
without high metal.
(3) Missing Any amount less than Any amount. Apply Alodine 1200S
coating. 10% of surfaces. (GEK 9250, 70-43-
07).
(4) Corrosion. Not permitted. Any amount, if the Blend the corroded
pitting is not more area so that it is
than 0.030 inch smooth. Touch up
deep and if no more with Alodine 1200S
than 10% of the (GEK 9250, 70-43-
area is affected. 07).
(5) Damaged A maximum of 1-1/2 Same as the usable Chase the threads
threaded threads (cumulative) limits, with with applicable tap.

MM72-61-00
holes. can be missing. crossed threads.

Crossed threads are
not permitted.
(6) Studs for:
(a) Damaged A maximum of two Same as the usable Remove the loose
threads. damaged or missing limits, with material and chase
threads, without crossed threads or threads.
crossed threads or loose material.
loose material.
(b) Looseness. Not permitted. Not repairable. Replace the stud
(GEK 9250, 70-48-05,
-12, -16, or -18, as
applicable).
(7) Threaded
inserts for:
(a) Damaged Up to two damaged or Same as the usable Remove the loose
threads. missing threads, limits, with material and chase
without crossed crossed threads or the threads.
threads or loose loose material.
material.
(b) Looseness. Radial looseness is Not repairable. Replace the insert
permitted, if the (GEK 9250, 70-48-01,
insert does not turn -02, -03, -07, -08,
and if there are no -11, or -17, as
missing lock keys applicable.
from the insert (if
so equipped).
(c) Self- Not usable if the Not repairable. Replace the insert
locking mating bolt can be (GEK 9250, 70-48-01,
capability. threaded all the way -02, -03, -07, -08,
through the insert -11, or -17, as
with your hand. applicable.
(8) Packing groove
for nicks and
scratches in:
(a) Floor. Any number, 0.003 Same as usable Blend sharp edges
inch deep, without limits, with sharp (GEK 9250, 70-42-
sharp edges. edges. 00).
(b) Walls. Any number, 0.010 Same as usable Blend sharp edges
inch deep, without limits, with sharp (GEK 9250, 70-42-
sharp edges. edges. 00).
B. Front housing for:
(1) Wear in:
(a) Axis-A 1.8217 inches Not repairable. Replace the gearbox
bearing maximum (average of assembly.
housing three readings).

MM72-61-00
bore.
(b) Axis-A 1.4579 inches Not repairable. Replace the gearbox
roller maximum. assembly.
bearing
bore.
(c) Dowel pin 0.2509 inch maximum. Not repairable. Replace the gearbox
hole (1). assembly.
(d) Hole in 0.990 inch maximum. Not repairable. Replace the gearbox
left assembly.
mounting
pad (5).
(e) Cold oil 0.7465 inch maximum. Not repairable. Replace the gearbox
relief assembly.
valve bore
(7) (CT7-
2A/-2D/-
2D1) or low
oil
indicator
sensor bore
(CT7-2E1)
and oil
filter
impending
bypass
sensor bore
(8).
(f) Chip 1.3705 inches Not repairable. Replace the gearbox
detector maximum. assembly.
bore (9).
(g) Oil cooler 0.7465 inch maximum. Not repairable. Replace the gearbox
bypass assembly.
valve bore
(10).
(h) Oil and 0.5525 inch maximum. Not repairable. Replace the gearbox
scavenge assembly.
connector
bores (3).
(i) Oil-in 0.8765 inch maximum. Not repairable. Replace the gearbox
connector assembly.
bore (4).

MM72-61-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 601 Accessory Drive Gearbox Housing - Inspection

MM72-61-00
* * * FOR CT7-2E1
Figure 601A. (Sheet 1) Accessory Drive Gearbox Housing - Inspection

MM72-61-00
* * * FOR CT7-2E1
Figure 601A. (Sheet 2) Accessory Drive Gearbox Housing - Inspection

* * * FOR ALL
3. Axis-A Oil Nozzle.
Go to Table 602.
TABLE 602. INSPECTION OF AXIS-A OIL NOZZLE
Max Repairable
A. Axis-A oil
nozzle (Figure
602) for:

MM72-61-00
(2) Deforma- Not allowed. Not repairable. Replace nozzle.
tion.
B. Packing grooves
for nicks and
scratches on:
(1) Bottom of Any number, 0.003 Not repairable. Replace nozzle.
groove. inch deep, without
high metal.
(2) Sides of Any number, 0.010 Not repairable. Replace the nozzle.
groove. inch deep, without
sharp edges.
C. Nozzle orifice
for:
(1) Nicks, Not permitted. Not repairable. Replace the nozzle.
dents, and
scratches.
(2) Clogging. Not permitted. Any amount. Use a 0.018 inch
diameter wire, and
clean the nozzle
orifice; then flush
the nozzle
(CLEANING).

MM72-61-00
* * * FOR ALL
Figure 602 Axis-A Oil Nozzle - Inspection

4. Axis-B, Axis-BB, and Axis-G Carbon Seals and Seal Mating Rings.
Go to Table 603.
TABLE 603. INSPECTION OF AXIS-B, AXIS-BB, AND AXIS-G CARBON SEALS AND
SEAL MATING RINGS
Max Repairable
CAUTION: WEAR COTTON GLOVES WHEN YOU TOUCH OR HANDLE THE SEALING SURFACE OF THE
CARBON SEAL OR THE MATING RING.
A. Sealing surface

MM72-61-00
of carbon seals
(Figure 603)
for:
(1) Scratches, None permitted. Not repairable. Replace the carbon
nicks, and seal.
chips,
except on
edges.
(2) Nicks, Any number, up to Not repairable. Replace the carbon
pits, and 0.020 inch wide. seal.
chips on
edges.
B. Cracks in the None permitted. Not repairable. Replace the carbon
carbon element. seal.
C. Foreign material Not permitted. Not repairable. Replace the carbon
embedded in seal.
carbon element.
WARNING: ACETONE
O-A-51
NOSE, AND LUNGS. MAKE SURE YOU HAVE A GOOD FLOW OF AIR. ACETONE CAN GIVE YOU A
HEADACHE, AND CAN MAKE YOU SICK.
D. Buildup of coked Not permitted. Any amount. Use a soft-bristle
oil and foreign brush, soaked with
debris. acetone, and clean
the carbon seal.
E. Nicked or Not permitted. Not repairable. Replace the carbon
chipped sealing seal.
face on carbon
element.
F. Seal housing
for:
(1) Cracks, None permitted. Not repairable. Replace the carbon
dents, and seal.
distortion.
(2) Nicks and Any number, up to Not repairable. Replace the carbon
scratches. 0.010 inch deep, seal.
without high metal.
WARNING: ACETONE
O-A-51
OBSERVE WARNING PRECEDING ITEM D.

MM72-61-00
(3) Discolor- Not permitted. Any amount. Use a soft-bristle

ation, brush, soaked with
carbon acetone, and clean
deposits, the carbon seal
and varnish housing.
deposits.
G. Free travel of Carbon element must Not repairable. Replace the carbon
carbon element travel within the seal.
within the seal seal housing a
housing (by minimum of 0.210
applying equal inch.
finger
pressure).
H. Seal mating ring
for:
(1) Cracks. None permitted. Not repairable. Replace the mating
ring.
(2) Nicks, Any number, up to Not repairable. Replace the mating
gouges, and 0.005 inch deep, ring.
scratches without high metal.
on surfaces
other than
the sealing
face.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(3) Nicks, None permitted. Any number, up to Lap the sealing face
gouges, and 0.005 inch deep. of the seal mating
scratches ring (REPAIR 001).
on the
sealing
face.
(4) Wear on the 0.020 inch maximum. Not repairable. Replace the mating
drive tabs. ring.
(5) Flatness of Refer to REPAIR 001 Any amount. Lap the sealing face
the sealing for the procedure of the mating ring
surface. and the limits. (REPAIR 001).
(6) Buildup of Not permitted. Any amount. Clean the mating
coked oil, ring (GEK 9250, 70-
varnish 31-02). Lap the
deposits, sealing surface, if
or foreign necessary (REPAIR
debris. 001).
* * * FOR CT7-2E1
(3) Nicks, None permitted. Not repairable. Replace the mating
gouges, and ring.
scratches
on the

MM72-61-00
sealing
face.
drive tabs. ring.
(5) Flatness of Refer to REPAIR 001 Not repairable. Replace the mating
the sealing for the limits. ring.
surface.
(6) Buildup of Not permitted. Not repairable. Replace the mating
coked oil, ring.
varnish
deposits,
or foreign
debris.
* * * FOR ALL
(7) Worn- Not permitted. Not repairable. Replace the mating
through ring.
chrome
plating.

MM72-61-00
* * * FOR ALL
Figure 603 Axis-B, Axis-BB, and Axis-G Carbon Seals and Mating Rings -
Inspection
5. Axis-E Carbon Seal and Seal Mating Ring.
Go to Table 604.
TABLE 604. INSPECTION OF AXIS-E CARBON SEAL AND SEAL MATING RING
Max Repairable
A. Sealing surface of
MM72-61-00
axis-E carbon seal

(Figure 604) for:
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(1) Scratches, None permitted. Not repairable. Use the applicable
nicks, and seal repair kit, and
chips, except replace the internal
on the edges. components of the
carbon seal (REPAIR
002).
(2) Nicks, pits, Any number, up to Not repairable. Use the applicable
and chips on 0.020 inch wide. seal repair kit, and
the edges. replace the internal
components of the
carbon seal (REPAIR
002).
* * * FOR CT7-2E1
(1) Scratches, None permitted. Not repairable. Replace the carbon
nicks, and seal.
chips, except
on the edges.
(2) Nicks, pits, Any number, up to Not repairable. Replace the carbon
and chips on 0.020 inch wide. seal.
the edges.
* * * FOR ALL
WARNING: ACETONE
O-A-51
B. Carbon seal for Not permitted. Any amount. Use a soft-bristle
buildup of coked brush, soaked with
oil and foreign acetone, and clean
debris. the carbon seal.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
C. Carbon seal for Not permitted. Not repairable. Use the applicable
foreign material seal repair kit, and
embedded in carbon replace the internal
element. components of the
carbon seal (REPAIR
002).
D. Carbon element

MM72-61-00
for:
(1) Cracks. None permitted. Not repairable. Use the applicable
seal repair kit, and
replace the internal
components of the
carbon seal (REPAIR
002).
(2) Visual Not permitted. Not repairable. Use the applicable
indications of seal repair kit, and
leakage or replace the internal
varnish components of the
buildup in the carbon seal (REPAIR
carbon 002).
element.
(3) Nicked or Not permitted. Not repairable. Use the applicable
chipped seal repair kit, and
sealing replace the internal
surface. components of the
carbon seal (REPAIR
002).
* * * FOR CT7-2E1
C. Carbon seal for Not permitted. Not repairable. Replace the carbon
foreign material seal.
embedded in carbon
element.
D. Carbon element
for:
(1) Cracks. None permitted. Not repairable. Replace the carbon
seal.
(2) Visual Not permitted. Not repairable. Replace the carbon
indications of seal.
leakage or
varnish
buildup in the
carbon
element.
(3) Nicked or Not permitted. Not repairable. Replace the carbon
chipped seal.
sealing
surface.
* * * FOR ALL
E. Seal housing for:
(1) Cracks and None permitted. Not repairable. Replace the carbon
dents. seal.
(2) Distortion of:

MM72-61-00
(a) Flange. Not permitted. Not repairable. Replace the carbon

seal.
(b) Flange 0.005 inch maximum Not repairable. Replace the carbon
hole. distortion at seal.
counterbore.
(3) Nicks and Any number, up to Not repairable. Replace the carbon
scratches. 0.010 inch deep, seal.
without high metal.
WARNING: ACETONE
O-A-51
(4) Discoloration, Not permitted. Any amount. Use a soft-bristle
carbon brush, soaked with
deposits, and acetone, and clean
varnish the carbon seal
deposits. housing.
* * * FOR CT7-2A, CT7-2D, CT7-2D1

F. Carbon element for Carbon element must Not repairable. Use the applicable
free travel within travel smoothly seal repair kit, and
the seal housing within the seal replace the internal
(by applying equal housing operating components of the
finger pressure). range of 0.170-0.210 carbon seal (REPAIR
inch. 002).
* * * FOR CT7-2E1
F. Carbon element for Carbon element must Not repairable. Replace the carbon
free travel within travel smoothly seal.
the seal housing within the seal
(by applying equal housing operating
finger pressure). range of 0.170-0.210
inch.
* * * FOR ALL
G. Seal mating ring
for:
(1) Cracks. None permitted. Not repairable. Replace the mating
ring.
(2) Nicks, gouges, Any number, up to Not repairable. Replace the mating
and scratches 0.005 inch deep, ring.
on surfaces without high metal.
other than the
sealing face.
* * * FOR CT7-2A, CT7-2D, CT7-2D1

MM72-61-00
(3) Nicks, gouges, None permitted. Any number, up to Lap the sealing face
and scratches 0.005 inch deep. of the seal mating
on the sealing ring (REPAIR 001).
face.
drive tabs. ring.
(5) Flatness of Refer to REPAIR 001 Any amount. Lap the sealing face
the sealing for the procedure of the seal mating
surface. and the limits. ring (REPAIR 001).
(6) Buildup of Not permitted. Any amount. Clean the mating
coked oil, ring (GEK 9250, 70-
varnish 31-02). Lap the
deposits, or sealing surface, if
foreign necessary (REPAIR
debris. 001).
* * * FOR CT7-2E1
(3) Nicks, gouges, None permitted. Not repairable. Replace the mating
and scratches ring.
on the sealing
face.
drive tabs. ring.
(5) Flatness of Refer to REPAIR 001 Not repairable. Replace the mating
the sealing for the limits. ring.
surface.
(6) Buildup of Not permitted. Not repairable. Replace the mating
coked oil, ring.
varnish
deposits, or
foreign
debris.
* * * FOR ALL
(7) Worn-through Not permitted. Not repairable. Replace the mating
chrome ring.
plating.

MM72-61-00
* * * FOR ALL
Figure 604 Axis-E Carbon Seal and Mating Ring - Inspection

MM72-61-00
ACCESSORY DRIVE GEARBOX ASSEMBLY - CLEANING
* * * FOR ALL
TASK 72-61-00-100-801
This section provides instructions for cleaning the accessory drive gearbox
assembly and its components. Before starting any of the following procedures, read
CLEANING section in Standard Practices Manual GEK 9250, 70-20-00.
Table 701 contains the parts cleaning summary for the accessory drive gearbox
assembly and components.
Clean as Directed In Standard Practices Manual
Engine Component GEK 9250
Accessory Drive Gearbox Assembly 70-21-01, 70-21-02
Axis-A Oil Nozzle 70-21-02
Axis-B Carbon Seal 70-21-02
Axis-E Carbon Seal 70-21-02
Axis-G Carbon Seal 70-21-02
Axis-BB Carbon Seal 70-21-02
Internal Retaining Ring 70-21-02

MM72-61-00, REPAIR 001
ACCESSORY DRIVE GEARBOX ASSEMBLY - LAPPING SEAL MATING RINGS - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-61-00-300-801
This procedure provides instructions for lapping seal mating rings.
2. Procedure.
A. Lap seal mating ring as follows:
O-T-620
DAMAGE.
• WHEN HANDLING LIQUID IN VAPOR-DEGREASING TANK WITH HINGED COVER AND AIR-
GOGGLES.
CAUTION: WEAR CLEAN, LINT-FREE, COTTON GLOVES WHEN HANDLING SEAL MATING RING.
HANDLING OF SEAL MATING WITHOUT WEARING GLOVES WILL CAUSE CORROSION.
(1) Using a lint-free towel soaked in trichloroethane, clean seal mating ring
as follows:
(a) Place a lint-free towel on lapping plate. Place mating ring, sealing
surface face down, on lint-free towel.
(b) Rotate mating ring in a figure-eight motion on towel until no residue
remains on towel.
(2) Using a clean, dry, lint-free towel, dry sealing surface of mating ring.
NOTE: The lapping of mating ring must be a dry-lapping process.
(3) Place a 30-micron abrasive paper (3M imperial microfinishing film aluminum
oxide), with a 0.003 inch backing, onto lapping plate. Place mating ring on
paper. With light finger pressure, lap mating ring in a figure-eight motion
for approximately 1-2 minutes.
(4) Place a 9-micron abrasive paper (3M imperial microfinishing film aluminum
oxide), with a 0.003 inch backing, onto lapping plate.
(5) Place seal mating ring on paper. With light finger pressure, lap seal
mating ring in a figure-eight motion for approximately 1-2 minutes.
(6) Place a 9-micron abrasive paper (3M imperial lapping film aluminum oxide),
with a 0.003 inch backing, onto lapping plate.
(7) Place mating ring on paper. With light finger pressure, lap seal mating
MM72-61-00, REPAIR 001
ring in a figure-eight motion for approximately 1-2 minutes.

(8) Be sure that all wear grooves are removed from seal mating ring. If wear
grooves are still visible, repeat steps (3) through (5), until all grooves
are removed.
(9) Using procedure in steps (1) and (2), clean seal mating ring.
B. Using an optical flat and light source or equivalent, inspect seal mating ring
for flatness (Figure 801) as follows:
(1) Place seal mating ring with sealing surface facing up on a table.
(2) Using a lint-free towel, clean seal mating ring and optical flat each time
before viewing for flatness.
NOTE: • An angle between the optical flat and the seal mating ring is caused by
air bubbles, lint, or dirt. The number of light bands indicates the angle
of the optical flat relative to the mating ring. The presence of more
light bands indicates less direct contact between the optical flat and
the seal mating ring.
• The amount of curvature of the light bands indicates the degree of out-of-
flatness of the seal mating ring. A pronounced curvature indicates poor
flatness. Therefore, no lines or straight lines that are equally spaced
indicates that the surface has good flatness.
• Light bands that are not equally spaced indicate that the seal mating ring
seal surface has a complex curvature.
(3) Place optical flat on sealing surface of seal mating ring and determine
flatness (views A and B).
(4) If flatness is not acceptable, lap seal mating ring, using instructions in
step A.(1) through A.(5) until light bands disappear or are as straight and
as equally spaced as can be obtained.
(5) Rotate optical flat relative to mating ring until the least number of light
bands are seen.
(6) Continue lapping, cleaning, and inspecting until mating ring is within
acceptable limits shown in Figure 801.
(7) Replace mating ring if flatness criteria cannot be met.

MM72-61-00, REPAIR 001
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Carbon Seal Mating Ring Flatness Check

MM72-61-00, REPAIR 002
ACCESSORY DRIVE GEARBOX ASSEMBLY - REPLACEMENT OF COMPONENTS OF AXIS-E CARBON SEAL - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 72-61-00-300-802
This procedure provides instructions to replace the internal components of axis-E
carbon seal.
2. Procedure.
* * * FOR AXIS-E SEAL PN 5034T68P01 (KIT PN 55498KT)
NOTE: Carbon seal kit PN 55498KT consists of these parts:
55602 Spring 1
55603 Flat 1
Washer
79579 Packing 1
55601N10 Carbon 1
Seal
Element
SPIUR-150S Retaining 1
Ring
A. Remove the carbon seal element (5, Figure 801) from the seal housing (1) as
follows:
(1) Remove and discard the retaining ring (6).
(2) Remove and discard the carbon seal element (5), packing (4), flat washer
(3), and spring (2).
WARNING: ACETONE
O-A-51
B. Clean the seal housing (1) with a soft-bristle brush soaked with acetone.
C. Use the carbon seal kit PN 55498KT and rebuild the axis-E seal as follows:
CAUTION: • TO PREVENT LEAKAGE, THE CARBON SEAL KIT PN 55498KT MUST ONLY BE USED TO
REBUILD SEAL PN 5034T68P01. CARBON SEAL KIT PN 99-955-2 MUST ONLY BE
USED TO REBUILD SEAL PN 5034T68P04. OTHERWISE; AN IMPROPER FIT WILL
RESULT, CAUSING THE SEAL TO LEAK.
• DO NOT TOUCH THE SEALING SURFACE OF CARBON ELEMENT DURING ASSEMBLY. WEAR
COTTON GLOVES WHEN YOU HANDLE THE CARBON ELEMENT.
(1) Install a new spring (2) and flat washer (3) into the seal housing (1).
CAUTION: DO NOT TOUCH THE SEALING SURFACE OF THE CARBON ELEMENT DURING ASSEMBLY.
WEAR CLEAN COTTON GLOVES WHEN YOU HANDLE THE CARBON ELEMENT.
MM72-61-00, REPAIR 002
(2) Use lubricating oil and lubricate the new packing (4). Install the packing
into the groove of the new carbon seal element (5).
(3) Install the carbon seal element (5) (sealing surface facing up) into the
seal housing (1).
(4) Press down on the carbon seal element (5) to compress the spring (2), and
install the retaining ring (6) into the groove in the seal housing (1).
(5) Check the free travel of the carbon seal element (5) by applying equal
finger pressure.
(6) Use a dial indicator and measure the operating length of the carbon seal
element (5). The carbon seal element operating range must be 0.170-0.210
inch.
* * * FOR AXIS-E SEAL PN 5034T68P04 (KIT PN 99-955-2)
NOTE: Carbon seal kit PN 99-955-2 consists of these parts:
33- Spring 1
1100-2
30- Flat 1
1005-1 Washer
27-963- Collar 1
2
69-119- Packing 1
V14-75
21-970- Carbon 1
2 Seal
Element
65- Retaining 1
1390-1 Ring
D. Remove the carbon seal element (6, Figure 801) from the seal housing (1) as
follows:
(1) Remove and discard the retaining ring (7).
(2) Remove and discard the carbon seal element (6), packing (5), collar (4),
flat washer (3), and spring (2).
WARNING: ACETONE
O-A-51
E. Clean the seal housing (1) with a soft-bristle brush soaked with acetone.
F. Use the carbon seal kit PN 99-955-2 and rebuild the axis-E seal as follows:
CAUTION: • TO PREVENT LEAKAGE, THE CARBON SEAL KIT PN 99-955-2 MUST ONLY BE USED
TO REBUILD SEAL PN 5034T68P04. CARBON SEAL KIT PN 55498KT MUST ONLY BE
USED TO REBUILD SEAL PN 5034T68P01. OTHERWISE; AN IMPROPER FIT WILL
RESULT, CAUSING THE SEAL TO LEAK.
• DO NOT TOUCH THE SEALING SURFACE OF CARBON ELEMENT DURING ASSEMBLY. WEAR
MM72-61-00, REPAIR 002
COTTON GLOVES WHEN YOU HANDLE THE CARBON ELEMENT.

NOTE: Make sure you install the flat washer (3) before you install the collar
(4).
(1) Install a new spring (2), flat washer (3), and collar (4) into the seal
housing (1).
CAUTION: DO NOT TOUCH THE SEALING SURFACE OF THE CARBON ELEMENT DURING ASSEMBLY.
WEAR CLEAN COTTON GLOVES WHEN YOU HANDLE THE CARBON ELEMENT.
(2) Use lubricating oil and lubricate the new packing (5). Install the packing
into the groove of the new carbon seal element (6).
(3) Install the carbon seal element (6) (sealing surface facing up) into the
seal housing (1).
(4) Press down on the carbon seal element (6) to compress the spring (2), and
install the retaining ring (7) into the groove in the seal housing (1).
(5) Check the free travel of the carbon seal element (6) by applying equal
finger pressure.
(6) Use a dial indicator and measure the operating length of the carbon seal
element (5). The carbon seal element operating range must be 0.170-0.210
inch.

MM72-61-00, REPAIR 002
* * * FOR CT7-2A, CT7-2D, CT7-2D1***FOR SEAL PN 5034T68P01 (KIT PN 55498KT)
Figure 801 (Sheet 1) Axis-E Seal Internal Components - Replacement

MM72-61-00, REPAIR 002
* * * FOR CT7-2A, CT7-2D, CT7-2D1***FOR SEAL PN 5034T68P04 (KIT PN 99-955-2)
Figure 801 (Sheet 2) Axis-E Seal Internal Components - Replacement

MM73-00-00
FUEL SYSTEM - DESCRIPTION AND OPERATION
* * * FOR ALL
TASK 73-00-00-870-801
The fuel system consists of:
* * * FOR CT7-2A
• Primer nozzles
• Fuel Start Feed Tube
* * * FOR ALL
• Main Fuel Manifold
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Main Fuel Manifold Inner and Outer Sleeves
* * * FOR ALL
• Fuel Injectors
• Fuel Boost Pump
* * * FOR CT7-2A, CT7-2D, CT7-2D1
* * * FOR CT7-2E1
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Sequence Valve (CT7-2A) or Overspeed and Drain Valve (ODV) (CT7-2D/-2D1)
* * * FOR ALL
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
2. System Operation.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
The fuel system (Figure 1) operates with the engine electrical system to provide
for automatic trim of engine power. It provides the proper fuel flow during
starting, acceleration, deceleration, and steady-state operation.
The system maintains constant Np and provides load-sharing between engines. Fuel
enters the engine at the fuel boost pump. It then flows through passages in the
accessory drive gearbox to the fuel filter. Filtered fuel then flows to the HMU.
Fuel from the HMU passes through an external hose to the gearbox. From there it
passes through the oil cooler and enters the sequence valve (CT7-2A) or overspeed
and drain valve (ODV) (CT7-2D/-2D1) through passages in the gearbox.
The sequence valve or ODV sends fuel through the fuel start feed tube and fuel
start manifold tube to the two primer nozzles (except for CT7-2D/-2D1) for
lightoff and starting. Then fuel is sent through the main fuel manifold to the 12
fuel injectors for starting, acceleration, and for all engine operation.
* * * FOR CT7-2E1
The fuel system (Figure 1A) operates with the engine electrical system to provide

MM73-00-00
proper fuel flow during all operating conditions. In the CT7-2E1, the Electronic
Engine Control Unit (EECU) and the Fuel Metering Unit (FMU) have complete control
of engine power.
Fuel enters the engine through the fuel boost pump, where fuel pressure is
increased to a level sufficient to force the fuel through internal coring within
the accessory gearbox (AGB) to the main fuel filter, then back through the AGB and
into the inlet of the high-pressure gear pump in the FMU. Internal coring in the
AGB has been used wherever possible for routing fuel flow. These internal flow
passages provide maximum protection from external damage, while minimizing
installation and removal time. The fuel system can operate with high vapor
pressure fuels, vapor-to-liquid ratios of up to 1.0, and fuel inlet pressures as
low as 1 psi above True Vapor Pressure (TVP).
The Fuel Metering Unit (FMU) meters the appropriate engine fuel flow which then
flows to the engine oil cooler. From the oil cooler, fuel returns to the FMU where
it passes through the drain valve and the overspeed/shutdown valve before entering
the fuel manifold. Fuel is drained downstream of the overspeed shut-off valve
during a normal shutdown to prevent fuel nozzle coking. During an overspeed shut-
off event, the fuel in the fuel manifold is purposely not drained. This
architecture provides the quickest relight capability, as the manifold does not
have to be refilled to relight the engine.
3. Description.
* * * FOR CT7-2A
A. Primer Nozzles.
The two primer nozzles spray fuel into the combustion liner during engine
lightoff and starting. Fuel flow to the primer nozzles is shut off by the
sequence valve just before the engine reaches idle speed.
B. Fuel Start Manifold Tube.
The fuel start manifold tube delivers fuel from the sequence valve to the two
primer nozzles.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
C. Main Fuel Manifold Assembly.
The main fuel manifold assembly is a 12-piece assembly consisting of 11
standard sections and 1 fuel inlet section. The main fuel manifold delivers
fuel from the sequence valve or ODV to the 12 fuel injectors.
D. Main Fuel Manifold Inner and Outer Sleeves and Fuel Drain Sleeve.
The inner and outer sleeves and fuel drain sleeve collect any abnormal fuel
leakage from a fuel line or fitting and drains it overboard to eliminate any
possible fire hazard.
* * * FOR CT7-2E1
E. Main Fuel Manifold.
The main fuel manifold is a single, inseparable assembly. The main fuel
manifold delivers fuel from the FMU and FMU manifold to the 12 fuel injectors.
* * * FOR ALL
F. Fuel Injectors.
The 12 fuel injectors spray fuel into the combustion liner when engine is in
operation. For CT7-2D/-2D1 engines, they are also used for light-off and
MM73-00-00
starting.
G. Fuel Boost Pump.
The fuel boost pump is an AGB-mounted rotary centrifugal pump. It is not self-
priming.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
H. Hydromechanical Control Unit (HMU).
The HMU schedules fuel for combustion. It contains a high-pressure pump. The
HMU has an actuator that positions the inlet guide vanes, the variable
compressor vanes, and the anti-icing bleed and start valve. The HMU responds
to engine inlet air temperature (T2), to compressor discharge air pressure
(P3), and to a trim signal from the ECU to set fuel flow and variable vane
positioning.
The HMU also responds to two separate inputs from the aircraft. The HMU load
demand spindle (LDS) is connected to the aircraft collective pitch linkage.
The LDS moves when the operator selects a different collective pitch angle.
The HMU power available spindle (PAS) is connected to the PAS control in the
cockpit thru normal positions of OFF, IDLE, and FLY.
A variable electric trim signal from the ECU is used in the HMU to vary fuel
flow and maintain constant Np. The ECU can overridden by momentarily advancing
the PAS control to LOCKOUT and then retarding PAS control, so that engine
power is controlled manually.
The engine fuel system must be primed after an engine is installed in the
aircraft or whenever the fuel system has been opened for maintenance purposes.
When PAS control is advanced to LOCKOUT, a valve in the HMU will open,
allowing fuel flow to purge the system of air. The aircraft fuel pump is used
to pump fuel from the aircraft fuel tanks to the engine boost pump, then to
the HMU. When the aircraft and engine fuel system is full, fuel will flow from
the overboard drain. PAS control is then moved to OFF.
* * * FOR CT7-2E1
I. Fuel Metering Unit (FMU).
The FMU provides the following functions:
• Fuel pumping and pressurization
• VG actuation as scheduled by the EECU and position feedback
• Fuel flow metering as scheduled by the EECU and position feedback
• Fuel flow shut-off upom EECU detected overspeed
• Fuel flow shut-off and drain upon EECU normal shutdown command
• Limiting maximum fuel flow with an adjustable stop in the metering valve
• Pressure relief when a shut-off engine is windmilling
• A vapor vent function
• An NG pick-up signal for use by EECU
• A T2 Sensor signal for use by the EECU
• A metering valve position signal and a fuel temperature signal to allow
computation of fuel flow.
* * * FOR CT7-2A
J. Sequence Valve.
The sequence valve has the following four functions:

MM73-00-00
(1) It sends fuel through the fuel start manifold tube to the primer nozzles
for lightoff and through the main fuel manifold to the fuel injectors for
starting acceleration and for engine operation.
(2) It purges fuel from the primer nozzles after lightoff. It does this by
directing compressor discharge air (P3) through the primer nozzles. This
prevents coking of the nozzles.
(3) It uses P3 air to purge fuel from the main fuel manifold on shutdown. This
prevents coking of the fuel injectors.
(4) It controls Np overspeed by cutting back engine fuel flow. Reduced fuel
flow may cause engine to flame out.
* * * FOR CT7-2D, CT7-2D1
K. Overspeed and Drain Valve (ODV).
The overspeed and drain valve has three functions. First, it sends fuel
through the main fuel manifold to the fuel injectors for starting,
accelerating, and engine operation. Second, it purges the fuel injectors of
fuel when the engine is shut down. It does this by allowing compressor
discharge air (P3) to pass through the injectors. Third, it controls Np
overspeed by shutting off engine fuel flow when Np overspeed is present.
* * * FOR ALL
L. Fuel Filter and Filter Impending Bypass Components.
The fuel filter contains a filter element, an impending bypass sensor and a
bypass relief valve. The filter protects the fuel system from contamination
with a 30-micron disposable filter element. The impending bypass sensor is an
electrical device used to determine whether the fuel filter element requires
replacement. The sensor contains a switch that completes a circuit to a device
in the aircraft when differential pressure of 9 ±1 psi is reached. The switch
will deactivate at a differential pressure of 5 psi or less. The bypass relief
valve opens at a differential pressure of 18-22 psi (except 10.5-13 psi for
early CT7-2A engines).
M. Fuel Pressure Switch.
The fuel pressure switch mounts on the accessory gearbox (Figure 3). When fuel
pressure decreases to 8.5 to ±0.5 psig or less, a switch closes and transmits
a signal that lights the LOW FUEL PRESSURE caution light.
* * * FOR CT7-2E1
N. Fuel Pressure Switch.
The fuel pressure switch mounts on the accessory gearbox (Figure 3A). When
fuel pressure decreases to 8.5 ±0.5 psig or less, a switch closes and
transmits a signal via the ARINC-429 bus to the aircraft.

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 1 Fuel System Schematic

MM73-00-00
* * * FOR CT7-2E1
Figure 1A. Fuel System Schematic

MM73-00-00
* * * FOR CT7-2A
Figure 2 Component Locations on Accessory Gearbox

MM73-00-00
* * * FOR CT7-2D, CT7-2D1
Figure 3 Component Locations on Accessory Gearbox

MM73-00-00
* * * FOR CT7-2E1

MM73-00-00
FUEL SYSTEM - REMOVAL AND INSTALLATION
* * * FOR ALL
TASK 73-00-00-400-802
A. This section provides instructions for removing and installing components of
the fuel system. Before starting any of the following procedures read ASSEMBLY
AND DISASSEMBLY TECHNIQUES in Standard Practices Manual GEK 9250, 70-10-00.
B. Unless otherwise specified, all illustrations apply to the CT7-2A, CT7-2D,
CT7-2D1, and CT7-2E1 engines, even though only one representative view is
shown.
C. Unless otherwise specified, lubricate threads of all nuts, bolts, studs, and
threaded connectors (except electrical) with a light coat of lubricating oil.
WARNING: COSMOLUBE 615
MATERIAL.
D. All packings used in the fuel system must be lubricated with Molykote 55M
grease or Cosmolube grease 615.
WARNING: ASBESTOS
HARDWARE.
E. Some engine parts may contain asbestos, which is highly toxic to skin, eyes,
result.
MM73-00-00
F. The following is a list of major line replaceable units (LRUs) that can be
aircraft.
* * * FOR CT7-2A
• Primer Nozzles
• Sequence Valve
* * * FOR CT7-2D, CT7-2D1
• Overspeed and Drain Valve (ODV)
* * * FOR CT7-2A, CT7-2D, CT7-2D1
* * * FOR CT7-2E1
* * * FOR ALL
• Fuel Boost Pump
• Fuel Filter
* * * FOR CT7-2A, CT7-2D, CT7-2D1
2. Main Fuel Feed Tube.
A. Removal.
WARNING: HANDLING FUEL SYSTEM COMPONENTS IN COLD WEATHER
WHEN REMOVING FUEL SYSTEM COMPONENTS IN COLD WEATHER, WEAR APPROVED
GLOVES TO PREVENT FROSTBITE.
(1) Remove bolt (5, Figure 401) from transfer tube (4). Slide transfer tube
down over main fuel feed tube (7), exposing coupling nut (2).
(2) Pull feed tube sleeve (12) from fuel feed drain sleeve (14), exposing
coupling nut (10).
(3) Disconnect coupling nut (2). Remove and discard packing (3, 6). Disconnect
coupling nut (10) on feed tube (7). Remove and discard packing (11, 13).
(4) Remove bolt (8) from clamp (9). Remove feed tube (7).
(5) Slide transfer tube (4) and feed tube sleeve (12) from feed tube (7).
B. Installation.
WARNING: GREASE, MOLYKOTE 55M
• DO NOT HAVE PROLONGED CONTACT WITH PASTE. PROLONGED CONTACT WITH PASTE
CAN CAUSE IRRITATION TO EYES.
• IF PASTE IRRITATES EYES, FLUSH THEM THOROUGHLY WITH WATER AND GET
IMMEDIATE MEDICAL ATTENTION.
CAUTION: ALL PACKINGS USED IN THE FUEL SYSTEM MUST BE LUBRICATED WITH MOLYKOTE
55M GREASE OR COSMO LUBE GREASE 615.
(1) Install lubricated packings (3, 6, 11, 13, Figure 401).
(2) Slide transfer tube (4) and feed tube sleeve (12) onto main fuel feed tube

MM73-00-00
(7).
CAUTION: WHEN INSTALLING MAIN FUEL FEED TUBE (7), DO NOT TWIST FEED HOSE.
(3) Connect coupling nut (10) to feed hose connector, located inside fuel feed
drain sleeve (14). If misalignment exists between coupling nut (10) and
feed hose connector, loosen coupling nut (2, Figure 402, sheet 1) to obtain
proper alignment. Tighten coupling nut (10, Figure 401) (60° wrench arc).
If coupling nut (6, Figure 402, sheet 1) was loosened, retighten as
follows:
* * * FOR CONFIGURATION 1
(a) Using antirotation wrench LMT 800, hold reaction nut (Figure 402, sheet
1) on main feed fuel hose assembly (1).
Using fuel hose assembly antitorquing wrench LMT 826, hold antitorquing
wrench flats (view A) on hose assembly (1).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(b) Torque coupling nut (2) to 120-144 lb in.
(4) Connect feed tube (7, Figure 401) to coupling nut (2). Tighten (60° wrench-
arc) coupling nut (2).
(5) Push feed tube sleeve (12) over drain sleeve (14), until it snaps in place.
(6) Slide transfer tube (4) up over feed tube (7). Secure transfer tube (4)
with bolt (5) to bottom of sequence valve (ODV for CT7-2D/-2D1) manifold
(1). Torque bolt to 45-50 lb in.
(7) Install bolt (8) to clamp (9). Torque bolt (8) to 45-50 lb in.
(8) Do required checks (72-00-00, TEST).

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 401 Main Fuel Feed Tube - Removal and Installation

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 402 (Sheet 1) Main Fuel Manifold - Fuel Inlet Section (Assembly)

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 402 (Sheet 2) Main Fuel Manifold - Fuel Inlet Section (Assembly)
3. Fuel Hose Assembly (Manifold) and Fuel Injectors.
A. Removal.
NOTE: It is not necessary to remove the entire fuel hose assembly to fix a leaking
hose or defective fuel injector. Individual removal and installation of fuel
injectors, fuel and feed hoses, and inner and outer sleevings will be covered
here as part of the fuel hose assembly removal and installation procedure.
(1) Disconnect main fuel feed tube from main fuel manifold as follows:
MM73-00-00
(a) Pull feed tube sleeve (12, Figure 401) from fuel feed drain sleeve
(14), exposing coupling nut (10).
(b) Disconnect coupling nut (10), and remove and discard packings (11) and
(13).
(2) Starting at 6 o'clock position on midframe, remove fuel inlet section and
11 standard sections of main fuel manifold (15) as follows:
(a) Slide main manifold inner sleeve (10, Figure 402, sheet 2) from
adjacent fuel injector assembly into main feed and drain sleeve (8),
exposing coupling nut (2, sheet 1) on main feed fuel hose assembly (1).
CAUTION: WHEN LOOSENING COUPLING NUT (2) ON FUEL HOSE ASSEMBLY (1), DO NOT
TWIST FUEL HOSE ASSEMBLY. DAMAGE TO FUEL HOSE ASSEMBLY WILL OCCUR.
(b) Using antirotation wrench LMT 800, hold reaction nut on fuel hose
assembly (1) and disconnect coupling nut (2).
Using fuel hose assembly antitorquing wrench LMT 826, hold antitorque
wrenching flats (view A) on fuel hose assembly (1) and disconnect
coupling nut (2).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
HOT SURFACES.
• AFTER ANY PROLONGED CONTACT WITH SKIN, WASH CONTACTED AREA WITH SOAP
AND WATER. REMOVE OIL-SATURATED CLOTHING. IF VAPORS CAUSE
• WHEN APPLYING LIQUID BY BRUSH OR AEROSOL SPRAY AT UNEXHAUSTED
WARNING: ABUSIVE FORCE/TORQUE ON FUEL INJECTOR
• DO NOT USE ABUSIVE FORCE/TORQUE WHEN REMOVING A FUEL INJECTOR.
• DO NOT HAMMER WRENCH-END TO SHOCK NUT.
• DO NOT EXCEED 175 FOOT-POUNDS LOOSENING TORQUE.
• ABUSIVE FORCE/TORQUE MAY RESULT IN A BROKEN OR DAMAGED MIDFRAME.
NOTE: Application of heat to area around injector boss may help free nut.
(c) Disconnect retaining nut (7). If nut is hard to remove, apply
fluorescent penetrant to threads of nut. Let penetrant soak for 30
minutes. Remove nut.
(d) Disconnect retaining nut (7) and remove fuel injector assembly (1,
sheet 2) with the following attachments: feed hose assembly (7), inner
sleeve (10) and drain sleeve (8), from midframe boss.
(e) Slip inner sleeve (10) and drain sleeve (8) over hose assembly (7).
(f) Remove and discard packing (9) on inner sleeve (10).
(g) Pull hose assembly (7) from fuel injector assembly (1).
MM73-00-00
(h) Remove and discard packings (4) and (5) from hose assembly (7).
(i) Continue in either direction and remove remaining 11 standard sections
of main fuel manifold.
B. Installation.
These procedures will be used for installing entire fuel hose assembly, or any
part of assembly.
(1) Be sure parts being assembled are free of dirt or foreign matter.
NOTE: Packing (4, Figure 402, sheet 2) is color-coded black or orange, packing
(5) is color-coded black or blue. Packings (4, 5) must be installed as
shown. However, black packing may be substituted for orange or blue
packing, provided minimum OAT will not be below -30°F (-34°C).
(2) Install packings (2, 3, 4, 5, 9, 12) to appropriate parts of fuel inlet
section.
(3) Assemble fuel inlet section of main fuel manifold as follows:
(a) Insert main feed hose assembly (7) into fuel injector assembly (1).
(b) Slip inner sleeve (10) into drain sleeve (8).
(c) Slip both inner sleeve (10) and drain sleeve (8) over feed hose
assembly (7). Be sure feed tube fitting (6) is centralized with port
(11) on drain sleeve (8). Adjust inner sleeve (10) and feed hose
assembly (7), if necessary, to centralize fitting (6) with port (11).
Drain sleeve (8) should snap into place, over packing (3), and flush
against fuel injector assembly (1).
BRAYCOTE 655
MATERIAL.
WARNING: GRAPHITE-PETROLATUM
LUBRICANT A50TF201
MATERIAL.
(d) Use antiseize thread compound graphite-petrolatum GP460 (A50TF201) or
Braycote 655, and lubricate the threads and the face of the retaining
nut (1, Figure 403).
CAUTION: THE RETAINING NUT (1) ON THE FUEL INJECTOR ASSEMBLY (7) MUST BE HAND-
MM73-00-00
TIGHTENED A MINIMUM OF THREE FULL THREADS TO BE PROPERLY SEATED IN

THE MIDFRAME BOSS. OTHERWISE, THE FUEL INJECTOR ASSEMBLY OR MIDFRAME
COULD BE DAMAGED.
(e) Install assembled fuel inlet section into midframe boss at the 6
o'clock position. Hand-tighten the retaining nut (1) on the fuel
injector assembly (7) a minimum of three full threads in midframe boss.
NOTE: Packing (4, Figure 402, sheet 2) is color-coded black or orange, packing
(5) is color-coded black or blue. Packings (4, 5) must be installed as
shown. However, black packing can be substituted for orange or blue
packing, if the minimum OAT will not be below -30°F (-34°C).
(4) Use Molykote 55M or Cosmo Lube grease 615, and lubricate and install the
four packings (2, 3, 4, 5), as shown, onto standard sections.
NOTE: There are 11 standard sections of the fuel manifold (Figure 404). The
following procedures can be used to assemble all 11 sections.
(5) Assemble standard section(s) of fuel manifold as follows:
(a) Thread the fuel hose (7, sheet 2) onto the fuel injector (1).
(b) Insert the inner sleeve (9) into the outer sleeve (10).
(c) Insert both the inner sleeve (9) and outer sleeve (10) over the fuel
hoses (7). Outer sleeve must snap into place over the packing (3) and
must be flush against the fuel injector (1).
BRAYCOTE 655
MATERIAL.
LUBRICANT A50TF201
MATERIAL.
(d) Use antiseize thread compound graphite-petrolatum GP460 (A50TF201) or
Braycote 655, and lubricate the threads and the face of the retaining
nut (11, Figure 403).
CAUTION: THE RETAINING NUT (11) ON THE FUEL INJECTOR ASSEMBLY (1) MUST BE
HAND-TIGHTENED AT LEAST THREE FULL THREADS, TO BE PROPERLY SEATED IN
THE MIDFRAME BOSS. OTHERWISE, THE FUEL INJECTOR OR MIDFRAME COULD BE
DAMAGED.
(e) Install assembled standard section(s) into any midframe boss, except

MM73-00-00
the boss at the 6 o'clock position. Hand-tighten retaining nut (11) of

the fuel injector assembly (1) at least three full threads into
midframe boss.
(6) Connect fuel inlet section and standard section(s) of fuel manifold as
follows:
(a) Starting at fuel inlet section located at 6 o'clock position on
midframe, loosely connect coupling nut (5) to adjacent standard
section.
(b) Align feed tube fitting (3) with port (6).
(c) Connect remaining coupling nuts (10) of 11 standard sections to their
adjacent standard sections.
CAUTION: BE SURE TO USE LMT 800 OR LMT 826 AS APPLICABLE, WHEN TORQUING FUEL
INLET SECTION COUPLING NUT (5). TORQUING COUPLING NUT WITHOUT HOLDING
REACTION NUT MAY CAUSE DAMAGE TO FUEL INLET SECTION, RESULTING IN
POSSIBLE FUEL LEAKAGE.
(d) Using antirotation wrench LMT 800, hold reaction nut (Figure 402, sheet
1) on main feed fuel hose assembly (1) on fuel inlet section and
tighten coupling nut (2).
Using antitorquing wrench LMT 826, hold reaction nut (Figure 402, sheet
1, view A) on main feed fuel hose assembly (1) of fuel inlet section
and tighten coupling nut (2).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(e) Torque coupling nut (2) to 120-144 lb in.
(f) Using antirotation wrench LMT 800, hold reaction nut on fuel hose
assembly (9, Figure 403) of standard section(s) and tighten coupling
nut(s) (10).
Using antitorquing wrench LMT 826, hold reaction nut (view B) on fuel
hose assembly (5) of standard section(s) and tighten coupling nut(s)
(6).
(g) Torque coupling nut(s) (10) to 120-144 lb in.
Torque coupling nut(s) (6) to 120-144 lb in.
* * * FOR CT7-2A, CT7-2D, CT7-2D1

MM73-00-00
CAUTION: DO NOT EXCEED 15° WRENCH ARC; OTHERWISE, MIDFRAME WILL CRACK.
(h) Torque retaining nuts (5, Figure 404, sheet 1) on fuel injectors
assembly (1) (15° wrench-arc).
(i) Do a leak check before assembling inner and outer sleeves (3, 2) (72-
00-00, TEST). If any leaks develop at retaining nut area, do not exceed
15° wrench-arc when retightening retaining nuts.
CAUTION: TO AVOID DAMAGING PARTS, INSTALLATION OF SLEEVE OVER OR ONTO PACKINGS
OR SEALS SHOULD BE DONE BY HAND ONLY.
(j) Slide inner sleeves over adjacent fuel injectors at all 12 locations.
Sleeves should snap over the packing on the adjacent fuel injector.
(k) Be sure all outer sleeves are secure and that they provide a continuous
double wall system.
(l) Do required checks (72-00-00, TEST).
(m) Check all connections after engine run-up for evidence of leakage.

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 403 Connecting Fuel Inlet and Standard Sections of Main Fuel
Manifold Assembly

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 404 (Sheet 1) Main Fuel Manifold (Standard Section) - Assembly

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 404 (Sheet 2) Main Fuel Manifold (Standard Section) - Assembly

* * * FOR CT7-2E1
4. Main Fuel Manifold and Fuel Injectors.
A. Removal.
(1) Remove bolt (1, Figure 404A) that attaches clamp (2) on the main fuel
manifold (3) to the diffuser case bracket (4).

MM73-00-00
• FLAMMABLE NEAR SPARKS, OPEN FLAMES, HOT SURFACES, OTHER SOURCES OF

IGNITION, OR WHILE SMOKING.
• INHALATION MAY CAUSE IRRITATION OR BURNING OF RESPIRATORY SYSTEM.
• INGESTION MAY CAUSE IRRITATION OR BURNING OF THE DIGESTIVE SYSTEM.
• MATERIAL CONTAINS CHEMICALS KNOWN TO BE CARCINOGENIC.
MATERIAL.
• THERMAL DECOMPOSITION MAY RELEASE TOXIC BY-PRODUCTS.
CAUTION: TWO WRENCHES (COUNTER-TORQUE) ARE REQUIRED FOR REMOVING THE FUEL HOSE.
OTHERWISE, THE HOSE CAN BE DAMAGED.
(2) Using two wrenches, disconnect coupling on the main fuel manifold (3) at
the FMU manifold connector (5).
CAUTION: THE DISTANCE BETWEEN FUEL INJECTOR CONNECTORS DOES NOT PERMIT THE
COMPLETE REMOVAL OF AN INDIVIDUAL COUPLING NUT WITHOUT FIRST LOOSENING
ADJACENT COUPLING NUTS. DAMAGE TO THE FUEL MANIFOLD COUPLING NUTS AND
FUEL INJECTOR THREADS WILL RESULT IF THE COUPLING NUTS ARE REMOVED ONE
AT A TIME.
(3) Remove the main fuel manifold (3) from clip (6) that is on the anti-icing
bleed valve aft bracket (7).
(4) Remove safety cable (8) from 12 coupling nuts (9) and main fuel manifold
(3).
(5) Start at the 6:00 o'clock position and work upward alternating on each side
of the engine. Break torque and loosen all 12 fuel manifold coupling nuts
(9).
(6) Return to the 6:00 o'clock position. Work up sequentially and disconnect
the fuel manifold coupling nuts (9) from the fuel injectors (10).
(7) Remove 12 packings (11) from fuel manifold.
(8) Remove packing (12) from the connector on the FMU manifold (5).
SURFACES.
• AFTER ANY PROLONGED CONTACT WITH SKIN, WASH CONTACTED AREA WITH SOAP AND
WATER.
• REMOVE OIL-SATURATED CLOTHING. IF VAPORS CAUSE DROWSINESS, GO TO FRESH
AIR.
• WHEN APPLYING LIQUID BY BRUSH OR AEROSOL SPRAY AT UNEXHAUSTED WORKBENCH,
WEAR APPROVED RESPIRATOR AND GOGGLES.
MM73-00-00

(9) Loosen 12 retaining nuts (13) and back out of the bosses (14). If the nuts
are hard to loosen, apply fluorescent dye penetrant on the threads of the
nuts. Let the penetrant soak for 30 minutes. Remove nuts.
(10) Remove the 12 injectors (10) from the midframe bosses.
B. Installation.
MATERIAL.
55M GREASE OR COSMOLUBE GREASE 615.
CAUTION: INSTALL AND TORQUE ALL INJECTORS BEFORE INSTALLING THE MANIFOLD. FAILURE
TO DO THIS IN THIS SEQUENCE COULD RESULT IN FUEL LEAKAGE FROM FITTING
MISALIGNMENT.
CAUTION: DO NOT POKE AT TIP OF FUEL INJECTOR. THIS CAN DAMAGE FUEL INJECTOR AND
COULD CAUSE EXCESSIVE FUEL FLOW FROM FUEL INJECTOR AND SEVERE ENGINE
DISTRESS DURING ENGINE OPERATION.
(1) Inspect the midframe bosses (14, Figure 404A) on the midframe for carbon
buildup or high metal on the fuel injector seating surfaces. Remove any
carbon buildup or high metal and clean the midframe bosses.
(2) Be sure all parts being assembled are free of dirt or foreign matter.
(3) Install the fuel injector (10) into the midframe boss (14) at the 6:00
o'clock position, as follows:
(a) Position the fuel injector (10) so that the fuel injector tip faces 90°
away from the slots on the midframe port.
(b) Insert fuel injector into the port as far as it will go. Angle of stem
goes forward, not straight in.
NOTE: The round boss markings found on top of the mating flange of the
injector can be utilized as a visual aid to ensure proper installation
and spray direction. Both round markings shall be in line forward and
aft with the large round marking being aft.
(c) Turn the fuel injector (10) 90° so that fuel injector nozzle faces aft
and push it until the locating pins enter the slots. Be sure that the
fuel injector is seated firmly in the midframe boss.
LUBRICANT A50TF201

MM73-00-00

MATERIAL.
(d) Lubricate the threads of the fuel injector retaining nuts (13) using
anti-seize compound graphite-petrolatum GP-640 (A50TF201), or
equivalent.
CAUTION: THE RETAINING NUT MUST BE HAND-TIGHTENED AT LEAST THREE FULL THREADS
TO BE PROPERLY SEATED IN THE MIDFRAME BOSS. OTHERWISE, THE FUEL
INJECTOR OR MIDFRAME COULD BE DAMAGED.
CAUTION: DO NOT EXCEED 15° WRENCH ARC. OTHERWISE, THE MIDFRAME WILL CRACK.
CAUTION: IF THE INJECTOR IS NOT SEATED FLUSH IN THE BOSS WHEN TORQUING THE
COLLAR NUT, THE INJECTOR WILL NOT SEAT PROPERLY AND CAUSE AN AIR LEAK
AT TEST.
(e) Support the injector (10) from the I.D. and start turning the retaining
nut (13). Make sure that the injector is seated flush, without rocking.
Hold the injector flush on the midframe boss and to torque to 15°
wrench arc.
CAUTION: INSTALL AND TORQUE ALL INJECTORS BEFORE INSTALLING THE MANIFOLD. FAILURE
TO DO THIS IN THIS SEQUENCE COULD RESULT IN FUEL LEAKAGE FROM FITTING
MISALIGNMENT.
(4) Repeat the same procedure and install the remaining 11 fuel injectors in a
clockwise direction.
MATERIAL.
(5) Lubricate packing (12) with Molykote 55M or Cosmolube 615 and install on
FMU manifold connector (5).
CAUTION: DO NOT ALLOW LUBRICATING GREASE TO ENTER ENDS OF THE MANIFOLD OUTLET
FITTINGS (15).
(6) Lubricate and install packings (11) into the fuel manifold outlet fittings

MM73-00-00
(15).
IRRITATION.
ATTENTION.
(7) Lubricate the threads of connector on fuel manifold (3) with lubricating
oil MIL-PRF-23699 or MIL-PRF-7808.
(8) Align the fuel manifold (3) to the engine and instll fuel manifold
connector to connector on FMU manifold (5), handtight.
(9) Lubricate the threads of the fuel injectors (10) with lubricating oil MIL-
PRF-23699 or MIL-PRF-7808.
CAUTION: DO NOT COMPLETELY TIGHTEN THE FUEL MANIFOLD COUPLING NUTS ONE AT A TIME.
THE DISTANCE BETWEEN FUEL INJECTOR CONNECTORS DOES NOT PERMIT SINGLE
INSTALLATION WITHOUT POSSIBLE CROSSTHREADING.
(10) Verify that preformed packings (11) have been installed onto the fuel
manifold outlet fittings (15). Lubricate the fuel manifold preformed
packing and the lead-in chamfers of the mating fuel injector fitting with
lubricating oil MIL-PRF-23699 or MIL-PRF-7808.
(11) Start at the 6:00 o'clock position and work up, alternating on each side
of the engine, and install all 12 fuel manifold coupling nuts (9) onto the
threads of the injectors (10) by hand. Be careful not to damage the
packings (11) when you insert the fuel manifold fitting (15) onto the fuel
injector fittings.
(12) Return to the 6:00 o'clock position and work up, alternating on each side
of the engine, and screw each coupling nut (9) three turns by hand. If
three turns cannot be made, remove the fuel manifold (3) and inspect the
fuel manifold coupling nuts (9) and fuel injector (10) threads for dirt or
thread damage. Inspect the packing (11) for nicks and cuts. Discard any
damaged hardware.
(13) Return to the 6:00 o'clock position and work up sequentially in a
clockwise direction (aft looking forward) and tighten coupling nuts (9) by
hand, or gently use a wrench, until all coupling nuts are snug.
NOTE: This torquing procedure applies to new, unused main fuel manifold
fittings. The option of utilizing a torque value is not authorized on new,
unused manifold fittings.
(14) Torque all new fuel manifold coupling nuts as follows:
(a) Seat the coupling nut snug with an open end wrench.
(b) Tighten the coupling nut 120° wrench arc (2 wrench flats).
(c) Loosen the coupling nut and reseat snug.
MM73-00-00
(d) Tighten the coupling nut 60° wrench arc (1 wrench flat).
(e) Repeat steps (c) and (d).
(f) Torque the remaining coupling nuts as above.
NOTE: This torquing procedure applies to fittings that have been previously
assembled.
(15) Torque all previously assembled fuel manifold coupling nuts as follows:
(a) Seat the coupling nut snug with an open end wrench.
(b) Tighten the coupling nut 60° wrench arc (1 wrench flat) / 290 ±10 lb
in.
(c) Loosen the coupling nut and reseat snug.
(d) Tighten the coupling nut 60° wrench arc (1 wrench flat) / 290 ±10 lb
in.
(e) Repeat steps (c) and (d).
(f) Torque the remaining coupling nuts as above.
CAUTION: TO ENSURE THE PROPER SEATING OF THE FUEL MANIFOLD FITTING AND JOINT MAKE
UP, CONFIRM TORQUE WITH A WRENCH BEFORE APPLYING LOCKING CABLE TO THE
MOELLERLESS FUEL MANIFOLD.
(16) If it is necessary to remove the manifold, follow these steps:
(a) Beginning at one end of the manifold, back off each coupling nut three
turns. Do not completely remove the coupling nuts one at a time or
crossthreading will occur.
(b) Return to the beginning coupling nut and completely disconnect each
coupling nut.
(17) Using two wrenches, tighten fuel manifold (3) connector to the connector
on FMU manifold (5) as follows:
(a) Tighten the coupling nut 60° wrench arc (1 wrench flat).
(b) Loosen the coupling nut and reseat snug.
(c) Tighten the coupling nut 60° wrench arc (1 wrench flat).
(d) Repeat steps (b) and (c).
(18) Install main fuel manifold (3) into clip (6).
(19) Install bolt (1) and attach clamp (2) on the main fuel manifold (3) to the
diffuser case bracket (4). Tighten bolt to 45-50 lb in.
(20) Install safety cable (8) to 12 coupling nuts (Figure 404B) (Refer to GEK
9250).

MM73-00-00
* * * FOR CT7-2E1
Figure 404A. Main Fuel Manifold and Fuel Injectors - Removal and
Installation

MM73-00-00
* * * FOR CT7-2E1
Figure 404B. Main Fuel Manifold and Fuel Injectors - Installation of

Safety Cable
* * * FOR CT7-2A
5. Primer Nozzles.
A. Removal.
NOTE: Primer nozzles are located at 4 and 8 o'clock positions on midframe. The
removal and installation procedures that follow can be used for both
primer nozzles.
MM73-00-00
(1) Disconnect fuel start manifold tube (4, Figure 405) from primer nozzle (2).
(2) Remove machine thread nut (3).
(3) Remove primer nozzle (2).
B. Installation.
(1) Install primer nozzle (2, Figure 405) into midframe port (1), turning it as
required to engage key of nozzle into slot of midframe port (1).
(2) Holding primer nozzle (2) in place, install machine thread nut (3). Tighten
(15° wrench-arc) nut.
(3) Connect fuel start manifold tube (4). Tighten (60° wrench-arc) coupling
nut.

MM73-00-00
* * * FOR CT7-2A
Figure 405 Primer Nozzles - Removal and Installation

* * * FOR CT7-2A, CT7-2D, CT7-2D1
6. Sequence Valve or ODV Manifold.
A. Removal.
(1) Remove particle separator blower (72-60-00).
(2) Remove bolt (9, Figure 406) and drain tube clip (5) from HMU fitting shield
(1).
(3) Remove drain tube (4) and packings (3, 10) from HMU fitting shield (1) and
saddle fitting (11).
(4) Remove bolt (14) that secures upper transfer tube (17) to support bracket
(20). Slide tube (17) down over main fuel feed tube (15) until coupling nut
(19) is exposed.
(5) Disconnect start feed tube (13) from sequence valve manifold (6), then
disconnect coupling nut (19) and remove packing (16) from main fuel feed
tube (15) and packing (18) from sequence valve or ODV manifold (6).
(6) Remove bolt (12) from sequence valve or ODV manifold bracket (21).
(7) Loosen three or two captive bolts (7) that secure sequence valve or ODV
manifold (6) to sequence valve or ODV (8).
(8) Remove sequence valve or ODV manifold (6) with adapter gasket (2) attached.
Do not discard adapter gasket unless sealing material is damaged.
B. Installation.

MM73-00-00
(1) Check condition of and, if necessary, replace adapter gasket (2, Figure
406). If adapter gasket is not attached to manifold assembly, attach it
with a flathead screw. Turn screw just until gasket touches metal-to-metal.
(2) Position sequence valve or ODV manifold (6) to sequence valve or ODV (8),
install three or two captive bolts (7) into valve (8), and hand-tighten
bolts.
(3) Install bolt (12) into sequence valve manifold bracket (21) and torque bolt
to 45-50 lb in.
(4) Install packing (16) onto main fuel feed tube (15) and packing (18) onto
sequence valve or ODV manifold (6) and connect main fuel feed tube (15) to
coupling nut (19); connect start feed tube (13) to sequence valve manifold
(6). Tighten (60° wrench-arc) coupling nuts.
(5) Slide upper transfer tube (17) up over coupling nut (19) and secure tube to
support bracket (20) with bolt (14). Torque bolt to 45-50 lb in.
(6) Torque three or two captive bolts (7) to 45-50 lb in.
(7) Install packings (3, 10) to drain tube (4). Install tube (4) into saddle
fitting (11) and HMU fitting shield (1). Attach drain tube clip (5) with
bolt (9) to fitting shield (1). Torque bolt to 45-50 lb in.
(8) Install particle separator blower (72-60-00).

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 406 Sequence Valve or ODV Manifold - Removal and Installation

* * * FOR CT7-2E1
7. Fuel Metering Unit (FMU) Manifold.
A. Removal.
(1) Using two wrenches, disconnect coupling nut (1, Figure 406A) from fuel
manifold (2). Remove and discard packing (3).
MM73-00-00
(2) Remove bolt (4) from bracket (5).

(3) Loosen two captive bolts (6) that secure FMU manifold (7) to the FMU (8).
(4) Remove FMU manifold (7) with adapter gasket (9) attached. Do not discard
gasket unless sealing material is damaged.
B. Installation.
MATERIAL.
(1) Check condition of and, if necessary, replace adapter gasket (9). If
adapter gasket is not attached to FMU manifold, attach it with set screw.
Turn screw just until gasket touches metal-to-metal.
(2) Install packing (3, Figure 406A) onto FMU manifold (7).
(3) Position FMU manifold (7) to FMU (8), install two captive bolts (6) into
FMU, and hand-tighten bolts.
(4) Install bolt (4) through flange on FMU manifold (7) to bracket (5), hand-
tight. Torque bolt to 45-50 lb in.
(5) Torque two captive bolts (6) to 45-50 lb in.
(6) Using two wrenches attach fuel manifold (2) to coupling nut (1) on FMU
manifold. Tighten (60° wrench arc) coupling nut.

MM73-00-00
* * * FOR CT7-2E1
Figure 406A. Fuel Metering Unit (FMU) Manifold - Removal and

Installation
* * * FOR CT7-2A
8. Fuel Start Feed Tube.
A. Removal.
(1) Disconnect coupling nut (3, Figure 407) from sequence valve manifold (6,
Figure 406).

MM73-00-00
(2) Disconnect coupling nut (9, Figure 407) from fuel start manifold tube (2).
WARNING: ASBESTOS
MAY RESULT.
(3) Remove bolt (7) from clamp (10).
(4) Remove fuel start feed tube (12).
(5) If tube (12) is being replaced, remove clamp (11) and put clamp on the
replacement tube in the same position.
B. Installation.
(1) Place fuel start feed tube (12, Figure 407) under ignition lead (1) as
shown.
(2) Connect coupling nut (3) to sequence valve manifold (6, Figure 406). Hand-
tighten coupling nut.
WARNING: ASBESTOS
MAY RESULT.
(3) If tube (12) was replaced, position clamp (11, Figure 407), and attach
clamp to bracket (10) with bolt (7). Torque bolt to 45-50 lb in.
(4) Tighten (60° wrench-arc) coupling nut (3).

MM73-00-00
* * * FOR CT7-2A
Figure 407 Fuel Start Feed and Fuel Start Manifold Tubes - Removal and
Installation
9. Fuel Start Manifold Tube.
A. Removal.
(1) Remove bolt (5, Figure 407).
(2) Disconnect coupling nut (9).
(3) Connect coupling nuts (4, 6) from primer nozzles.
(4) Remove fuel start manifold tube (2).
B. Installation.
(1) Position fuel start manifold tube (2, Figure 407) and connect coupling nuts
(4, 6) onto primer nozzles handtight.
MM73-00-00
(2) Attach tube (2) to bracket (8) with bolt (5). Hand-tighten bolt.
(3) Connect coupling nut (9), and hand-tighten nut.
(4) Tighten (60° wrench-arc) coupling nuts (9, 4, 6).
(5) Torque bolt (5) to 45-50 lb in.
* * * FOR ALL
10. Fuel Boost Pump.
A. Removal.
CAUTION: • WHEN REMOVING AIRFRAME FUEL HOSE FROM FUEL BOOST PUMP, THE HOSE MUST BE
REMOVED FIRST AT FUEL BOOST PUMP.
• WHEN REMOVING FUEL BOOST PUMP, HEX HEAD BOLTS MUST NOT BE REMOVED.
REMOVAL OF THESE BOLTS WILL DISASSEMBLE FUEL BOOST PUMP.
NOTE: Refer to applicable Aircraft Maintenance Manual for instructions on fuel
inlet fitting removal and installation.
(1) Loosen three captive bolts (2, Figure 408).
(2) Remove fuel boost pump (1).
(3) Remove and discard four packings (3, 4, 6).
B. Installation.
(1) Using Molykote grease 55M or Cosmo Lube grease 615, lubricate four packings
(3, 4, 6, Figure 408), and install onto fuel boost pump (1).
(2) Position fuel boost pump (1) on gearbox mounting flange (5). Be sure that
splines on pump engage with gearbox splines.
(3) If splines on pump do not easily engage gearbox splines, remove pump,
rotate male spline by hand, and attempt to install it again. Repeat this
procedure, as necessary, until splines engage easily.
(4) Tighten three captive bolts (2). Torque bolts to 45-50 lb in.
(5) Using applicable Aircraft Maintenance Manual, install fuel inlet fitting.

MM73-00-00
* * * FOR ALL
Figure 408 Fuel Boost Pump - Removal and Installation

* * * FOR CT7-2A, CT7-2D, CT7-2D1
11. Hydromechanical Control Unit (HMU), Grooved Clamp Coupling, and Gearbox-to-HMU
Hose Assembly.
A. Removal.
CAUTION: • OPERATION OF ENGINE WITH AN IMPROPERLY SEATED HMU FLANGE CAN CAUSE
FAILURE OF THE HMU AND LOSS OF ENGINE POWER. IF ENGINE HAS OPERATED
WITH AN IMPROPERLY SEATED HMU, EVEN IF ONLY A START WAS ATTEMPTED,
REPLACE SUSPECTED HMU.
• DENTS IN T2 SENSOR CAN CAUSE FUEL SCHEDULING ERRORS. DO NOT FORCE T2
SENSOR WHEN REMOVING OR INSTALLING IT. THE T2 SENSOR CAN DEVELOP LEAKS
IF IT IS DENTED.
(1) Remove gearbox-to-HMU hose assembly as follows:
(a) Remove bolt (12, Figure 409) and drain tube clip (11) from fitting
shield (8).
(b) Remove drain tube (10) from fitting shield (8) and sequence valve
manifold or ODV manifold (14). Remove and discard packings (9, 13).
(c) Using an open-end wrench, positioned over outside of connector sleeve
(3) disconnect connector sleeve. Push inward on wrench with one hand,
and pull aft on sleeve with other hand. At the same time, slide sleeve
(3) into transfer tube (5) until gearbox coupling nut (21) is exposed.
(d) Remove retaining ring (7), and disconnect transfer tube (5) from
fitting shield (8).
(e) Remove coupling nut (21). Remove gearbox-to-HMU hose assembly (20) from
gearbox fitting (1). Remove and discard packing (2).

MM73-00-00
(f) Remove sleeve (3) from transfer tube (5) and from hose assembly (20).
Remove and discard packing (4).
(g) Remove tube (5) and retaining ring (7) from hose assembly (20). Remove
and discard packing (6).
(h) Disconnect HMU coupling nut (15) from HMU fuel fitting (16). Remove
hose assembly (20).
NOTE: Do not remove HMU fuel fitting (16) and packings (17, 18, 19) unless
fitting is damaged.
* * * FOR HMU PN 6038T62 AND PN 6068T77 (HAMILTON STANDARD)
(2) Remove hydromechanical control unit (HMU) (1, Figure 410) and grooved clamp
coupling (15) as follows:
CAUTION: DO NOT USE HARD-JAW PLIERS WHEN YOU LOOSEN THE KNURLED COUPLING RING
ON THE ELECTRICAL CONNECTOR. DAMAGE TO THE CABLE ASSEMBLY CAN OCCUR.
(a) Use your hand, and disconnect the electrical connector (9). If the
electrical connector is difficult to loosen, do as follows:
1 Use soft-jaw pliers and loosen the knurled coupling ring on the
2 Use your hand and disconnect the electrical connector from the
mating connector on the HMU.
3 Cover the male and female connectors with caps CD-8.
(b) Disconnect P3 hose and tube assembly or P3 tube assembly (17) from HMU
(1).
(c) Release latch (14) on holster (19).
(d) Carefully slide T2 sensor (10) out of holster (19).
(e) Using an open-end wrench as a lever, carefully disengage quick-
disconnect pin (6) from link assembly (7) and from actuating shaft (8,
view A).
(f) Loosen locknut (13).
(g) Loosen clamp coupling bolt (12) until grooved clamp coupling (15) seats
on gearbox lugs (11).
(h) Remove HMU with T2 sensor (10) attached.
(i) Remove coupling (15).
(j) Remove and discard packings (2, 3, 4, 18).
(k) Cover all openings with protective caps.
* * * FOR HMU PN 6068T97 (WOODWARD GOVERNOR)
(3) Remove hydromechanical control unit (HMU) (1, Figure 410) and grooved clamp
coupling (15) as follows:
(a) Use your hand, and disconnect the green cable electrical connector (9).
If the electrical connector is difficult to loosen, do as follows:

MM73-00-00

mating connector on the HMU.
3 Cover the male and female connectors with caps CD-8.
(b) Disconnect P3 tube assembly (17) from HMU (1).
(c) Release latch (14) on holster (19).
(d) Using an open-end wrench as a lever, carefully disengage quick-
disconnect pin (6) from link assembly (7) and from actuating shaft (8,
view A).
(e) Loosen locknut (13).
(f) Loosen clamp coupling bolt (12) until grooved clamp coupling (15) seats
on gearbox lugs (11).
NOTE: T2 sensor must be removed at the same time as HMU is removed.
(g) Remove HMU (1) from gearbox while carefully removing T2 sensor (10)
from holster (19).
(h) Remove coupling (15).
(i) Remove and discard packings (2, 3, 4, 18).
(j) Cover all openings with protective caps.
B. Installation.
(1) Install Hydromechanical Control Unit (HMU) (1, Figure 410) and grooved
clamp coupling (15) as follows:
(a) Visually inspect T2 sensor (10).
(b) Install packings (2, 3) on HMU (1). Install packings (4, 18) on fuel
connector in gearbox.
CAUTION: BE SURE THAT COUPLING ANTI-ROTATION TAB FALLS BELOW AND AGAINST
GEARBOX LUG AT THE 9 O'CLOCK POSITION. GROOVED CLAMP BOLT (12) MUST
BE POINTING UP TOWARDS THE 12 O'CLOCK POSITION.
(c) Install coupling (15) onto HMU mounting flange of gearbox so that clamp
coupling bolt (12) is pointing towards the 12 o'clock position. Loosen
bolt (12) until coupling (15) lies inside the three gearbox lugs (11)
and against gearbox.
(d) Wipe seating surface of T2 sensor (10) with a lint-free towel.
CAUTION: T2 SENSOR HAS A LIQUID-FILLED PROBE. DO NOT FORCE OR DENT SENSOR WHEN
INSTALLING IT. DENTS IN SENSOR CAN DEVELOP LEAKS AND FUEL-SCHEDULING
MM73-00-00
ERRORS.
* * * FOR HMU PN 6038T62 AND PN 6068T77 (HAMILTON STANDARD)
(e) Position HMU (1) near mounting flange on accessory gearbox, and slide
T2 sensor (10) into holster (19), using finger-pressure only.
CAUTION: • DO NOT DAMAGE PACKINGS WHEN INSTALLING HMU.
• OPERATION OF ENGINE WITH AN IMPROPERLY SEATED HMU CAN CAUSE FAILURE
OF THE HMU AND LOSS OF ENGINE POWER. IF ENGINE HAS OPERATED WITH A
MISMOUNTED HMU, EVEN IF ONLY A START WAS ATTEMPTED, REPLACE SUSPECT
HMU.
NOTE: The Hamilton Standard HMU drive shaft can be rotated freely by hand.
(f) Install HMU (1) on gearbox mounting flange. Keeping link assembly (7)
above lube manifold tube assembly (16), engage splines on HMU (1) with
those of gearbox, and engage locating pin (20) on HMU with hole in
gearbox. Packing (3) makes HMU fit tightly in gearbox mounting flange.
* * * FOR HMU PN 6068T97 (WOODWARD GOVERNOR)
CAUTION: • DO NOT DAMAGE PACKINGS WHEN INSTALLING HMU.
• OPERATION OF ENGINE WITH AN IMPROPERLY SEATED HMU CAN CAUSE FAILURE
OF THE HMU AND LOSS OF ENGINE POWER. IF ENGINE HAS OPERATED WITH A
MISMOUNTED HMU, EVEN IF ONLY A START WAS ATTEMPTED, REPLACE SUSPECT
HMU.
NOTE: The Woodward Governor HMU will require up to approximately 24 inch-
pounds of torque to rotate the drive shaft.
(g) Keeping link assembly (7) above lube manifold tube assembly (16),
install HMU (1) on gearbox mounting flange as follows:
1 Engage splines on HMU (1) with those of gearbox while carefully
sliding T2 sensor (10) into holster (19). If splines align go to
step 2. If splines do not align do one of the following:
a Rotate HMU (1) counterclockwise until splines align with gearbox
splines.
b Handcrank radial drive shaft at axis "A" on gearbox (72-00-00,
Servicing) until splines align.
2 Rotate HMU (1) to align locating pin (20) on HMU with hole in
gearbox. Packing (3) makes HMU fit tightly in gearbox mounting
flange.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(h) Firmly seat HMU (1) against gearbox mounting flange. Be sure that
mating flanges are flush.
(i) Position grooved clamp coupling (15) over HMU (1) and gearbox flange.
Tighten clamp coupling bolt (12). Torque bolt (12) 32-35 lb in.
(j) Tighten (60° wrench arc) locknut (13). When locknut is fully torqued it
must not contact strap of clamp coupling (15).
(k) Be sure that the HMU is installed correctly. Refer to Figure 411, and
make the following checks:
1 Be sure that threads on clamp coupling are visible below flat after
tightening.

MM73-00-00
2 Be sure that clamp coupling is seated correctly. Clamp coupling must

be parallel to surface of gearbox. Gap between clamp coupling and
surface of gearbox must be about 1/8 inch.
3 Be sure the HMU mounting flange is flush with gearbox mounting
flange. Flanges can be seen through inspection hole in clamp
coupling.
4 Be sure that locknut on clamp coupling does not contact strap.
5 If any of these inspections indicate that the HMU is not installed
correctly, remove HMU and repeat installation procedure.
(l) Lift latch (14, Figure 410) to secure T2 sensor (10). Be sure that
latch has enough tension to seat sensor tightly. If latch is not tight,
push down on center of latch.
(m) Align link assembly (7) in HMU actuating arm (5) with actuating shaft
(8), and re-engage quick-disconnect pin (6). If pin was removed from
link assembly, be sure it is installed from thick end of link assembly,
as shown in view A, Figure 410.
(n) Check full HMU actuator rod travel of 1.6-1.8 inches by using an open-
end wrench on flats on actuating shaft to set linkage assembly in fully
closed position (HMU actuator rod fully extended) (view A, Figure 410).
(o) Connect P3 hose and tube assembly or P3 tube assembly (17) to HMU
union. Then, while holding tube to prevent rotation, tighten (60°
(p) Connect the electrical connector (9) as follows:
1 Remove the protective caps from the electrical connectors.
RING ON THE ELECTRICAL CONNECTORS. DAMAGE TO THE CABLE ASSEMBLY
CAN OCCUR.
• DO NOT LUBRICATE THE ELECTRICAL CONNECTORS. DAMAGE TO THE
2 Use your hand and thread the knurled coupling ring (on the cable
connector) onto the mating receptacle connector. If the coupling
ring is difficult to thread, do an inspection of the connectors for
crossed threads, bent pins, and damaged keys or slots.
3 Alternately, push the backshell of the cable connector into the
maximum extent.
4 If you cannot turn the knurled coupling ring beyond the colored
witness line or to its maximum extent, use soft-jaw pliers and turn
the knurled coupling ring to fully cover the colored witness line,
and to tighten the connector to its maximum extent.
(q) Install T2 sensor cable into clip support.
(r) Do required checks (72-00-00, TEST).
(2) Install gearbox-to-HMU hose assembly (20, Figure 409) as follows:

MM73-00-00
• DO NOT HAVE PROLONGED CONTACT WITH PASTE. PROLONGED CONTACT WITH

PASTE CAN CAUSE IRRITATION TO EYES.
MATERIAL.
(a) Install packing (2) onto gearbox fitting (1). Install packing (6) onto
transfer tube (5), and packing (4) onto connector sleeve (3).
(b) Connect HMU coupling nut (15) to HMU fuel fitting (16). Align tube (5)
so that it is parallel to engine centerline. Tighten (60° wrench arc)
nut (15). Slide transfer tube (5) and retaining ring (7) over hose
assembly (20). Slide connector sleeve (3) over hose assembly (20) and
into tube (5).
(c) Connect coupling nut (21) to gearbox fitting (1). Tighten (60° wrench-
arc) coupling nut (21).
(d) Slide connector sleeve (3) out of transfer tube (5). Using an open-end
wrench positioned over the outside of sleeve (3), connect sleeve to
gearbox assembly. Push wrench in, and push sleeve forward until sleeve
seats flush against gearbox assembly.
(e) Connect transfer tube (5) to fitting shield (8), and install retaining
ring (7).
(f) Install packings (9, 13) onto drain tube (10), and install tube (10)
into fitting shield (8) and sequence valve manifold or ODV manifold
(14).
(g) Position drain tube clip (11), and install clip into fitting shield
(8). Secure clip with bolt (12). Torque bolt to 45-50 lb in.
(h) Do required checks (72-00-00, TEST).

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 409 Gearbox-to-HMU Hose Assembly - Removal and Installation

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 410 Hydromechanical Control Unit (Typical) and Grooved Clamp

Coupling - Removal and Installation

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 411 Installation of Hydromechanical Unit (Typical) - Inspection

* * * FOR CT7-2E1
12. Fuel Metering Unit (FMU), Grooved Clamp Coupling, and Gearbox-to-FMU Hose
Assemblies.
A. Removal.
CAUTION: • OPERATION OF ENGINE WITH AN IMPROPERLY SEATED FMU FLANGE CAN CAUSE
FAILURE OF THE FMU AND LOSS OF ENGINE POWER. IF ENGINE HAS OPERATED
WITH AN IMPROPERLY SEATED FMU, EVEN IF ONLY A START WAS ATTEMPTED,
REPLACE SUSPECTED FMU.
• DENTS IN T2 SENSOR CAN CAUSE FUEL SCHEDULING ERRORS. DO NOT FORCE T2
SENSOR WHEN REMOVING OR INSTALLING IT. THE T2 SENSOR CAN DEVELOP LEAKS
IF IT IS DENTED.
(1) Use your hand and disconnect the electrical connectors (1, 2, Figure 411A,
sheet 1) from the FMU (3). If either electrical connector is difficult to
loosen, do as follows:
connector on the FMU (3).
(2) Use protective caps and cover the electrical connectors.
• FLAMMABLE NEAR SPARKS, OPEN FLAMES, HOT SURFACES, OTHER SOURCES OF
IGNITION, OR WHILE SMOKING.

MM73-00-00

• INGESTION MAY CAUSE IRRITATION OR BURNING OF THE DIGESTIVE SYSTEM.
• MATERIAL CONTAINS CHEMICALS KNOWN TO BE CARCINOGENIC.
MATERIAL.
(3) Disconnect coupling on the gearbox-from-FMU hose assembly (4) from the FMU
(3). Remove and discard packing (5).
(4) Disconnect coupling on the gearbox-from-FMU hose assembly (4) from the
accessory gearbox (AGB) (21). Remove and discard packing (30).
(5) Disconnect coupling on the gearbox-to-FMU hose assembly (6) from the FMU
(6) Disconnect coupling on the gearbox-to-FMU hose assembly (6) from the AGB
(7) Remove bolt (8) that attaches FMU manifold (9) to manifold bracket (10).
(8) Loosen two captive bolts (11) that attach FMU manifold (9) to the FMU (3).
Separate FMU manifold (9) from the FMU (3) with adapter gasket (29)
attached. Do not discard adapter gasket unless sealing material is damaged.
(9) Using an open-end wrench as a lever, carefully disengage quick-disconnect
pin (12) from link (13) and from actuating shaft (14).
(10) Release latch (15, sheet 2) on holster (16). Carefully remove T2 sensor
(17) from holster (16).
(11) Loosen locknut (18) on grooved clamp coupling (19).
CAUTION: T2 SENSOR (17) HAS A LIQUID-FILLED PROBE. DO NOT DENT SENSOR WHEN
REMOVING THE FMU TO WHICH IT IS ATTACHED. DENTS IN SENSOR CAN DEVELOP
LEAKS AND FUEL-SCHEDULING ERRORS.
(12) While supporting the FMU (3), loosen coupling (19) by rotating clamp
coupling bolt (20). Remove FMU (3) from accessory gearbox (AGB) (21) by
pulling aft three inches.
(13) Remove clamp coupling (19).
(14) Remove and discard packings (22, 23, 24, 25, sheet 1).
(15) Cover all openings with protective caps.
(16) If it is necessary to remove the T2 sensor (17) from the FMU, use your
hand to disconnect the electrical connector on the T2 sensor cable from
the electrical receptacle (26) on the FMU. If the electrical connector on
the T2 sensor (17) is difficult to loosen, do as follows:

MM73-00-00
receptacle (26) on the FMU (3).

B. Installation.
(1) Visually inspect T2 sensor (17, Figure 411A, sheet 1). If the T2 sensor was
removed from the FMU (3), connect the T2 sensor to the electrical
receptacle (26) on the FMU (3) as follows:
OCCUR.
SYSTEM CAN OCCUR.
receptacle and turn the coupling ring with your hand until the
connector is firmly seated into its mating connector (the colored
maximum extent.
coupling ring to fully cover the colored witness line and to tighten
MATERIAL.
(2) Install packings (22, 23, 24, 25) on FMU.
CAUTION: BE SURE THAT COUPLING ANTI-ROTATION TAB FALLS BELOW AND AGAINST GEARBOX
LUG AT THE 9:00 O'CLOCK POSITION. CLAMP COUPLING BOLT (20) MUST BE
POINTING UP TOWARDS THE 12:00 O'CLOCK POSITION.
(3) Install clamp coupling (19) onto FMU mounting flange of accessory gearbox
(AGB) (21) so that coupling bolt (20) is pointing toward the 12:00 o'clock
position. Loosen coupling bolt (20) until clamp coupling (19) lies inside
the three gearbox lugs and against the gearbox.

MM73-00-00
(4) Wipe seating surface of T2 sensor (17) with a lint-free towel.

CAUTION: T2 SENSOR HAS A LIQUID-FILLED PROBE. DO NOT FORCE OR DENT SENSOR WHEN
INSTALLING IT. DENTS IN SENSOR CAN DEVELOP LEAKS AND FUEL-SCHEDULING
ERRORS.
CAUTION: • DO NOT DAMAGE PACKINGS WHEN INSTALLING FMU.
• OPERATION OF ENGINE WITH AN IMPROPERLY SEATED FMU CAN CAUSE FAILURE OF
THE FMU AND LOSS OF ENGINE POWER. IF ENGINE HAS OPERATED WITH A
MISMOUNTED FMU, EVEN IF ONLY A START WAS ATTEMPTED, REPLACE SUSPECTED
FMU.
(5) Position FMU (3) near mounting flange on AGB (21) and slide T2 sensor (17)
into holster (16) using finger pressure only.
(6) Install FMU (3) onto AGB (21) mounting flange while keeping VG actuator
link (13, sheet 1, view A) above the VG actuator shaft (14). Engage splines
on FMU with those in AGB. If splines do not align, do one of the following:
(a) Rotate splines on FMU (3) until splines align with splines on AGB (21).
(b) Handcrank radial drive shaft at axis "A" on gearbox (72-00-00,
SERVICING).
(7) Rotate FMU (3) to align locating pin (27) on FMU with hole in AGB. Packing
(22) makes FMU fit tightly in AGB mounting flange.
(8) Firmly seat FMU (3) against AGB (21) mounting flange. Be sure that mating
flanges are flush.
(9) Position grooved clamp coupling (19) over FMU and AGB flange. Tighten clamp
coupling (19) by rotating clamp coupling bolt (20). Torque bolt to 32-35 lb
in.
(10) Tighten (60° wrench arc) locknut (18, sheet 2, view B). When locknut is
fully torqued it must not contact strap of clamp coupling (19).
(11) Be sure that the FMU is installed correctly. Refer to sheet 2, view B and
make the following checks:
(a) Be sure threads on clamp coupling are visible below flat after
tightening.
(b) Be sure that clamp coupling is seated correctly. Clamp coupling must be
parallel to surface of AGB. Gap between clamp coupling and surface of
gearbox must be about 1/8 inch.
(c) Be sure the FMU mounting flange is flush with AGB mounting flange.
Flanges can be seen through inspection hole in clamp coupling.
(d) Be sure that locknut on clamp coupling does not contact strap.
(e) If any of these inspections indicate that the FMU is not installed
correctly, remove FMU and repeat installation procedure.
(12) Lift latch (15) to secure T2 sensor (17). Be sure that latch has enough
tension to seat sensor tightly. If latch is not tight, push down on center
of latch.
(13) Align link (13, sheet 1, view A) in FMU actuating arm (28) with actuating
shaft (14), and re-engage quick-disconnect pin (12). If pin was removed
from link assembly, be sure it is installed from thick end of link
assembly, as shown in view A.
(14) Check full FMU actuator rod travel of 1.81 inches by using an open-end
MM73-00-00
wrench on flats on actuating shaft to set linkage assembly in fully closed

position (FMU actuator rod fully extended (view A)).
(15) Check condition of and, if necessary, replace adapter gasket (29). If
adapter gasket is not attached to FMU manifold (9), attach it with a
flathead screw. Turn screw just until gasket touches metal-to-metal.
(16) Align FMU manifold (9) to manifold bracket (10). Install bolt (8) and
secure manifold (9) to bracket (10). Torque bolt to 45-50 lb in.
(17) Install two captive bolts (11) into FMU (3) and secure the FMU manifold
(9) to the FMU hand-tight.
MATERIAL.
(18) Install packings (7, 31) onto couplings on gearbox-to-FMU hose assembly
(6). Attach gearbox-to-FMU hose assembly (6) to the FMU (3) and the AGB
(21). Tighten (60° wrench arc) both coupling nuts on gearbox-to-FMU hose
assembly (6).
(19) Install packings (5, 30) onto couplings on the gearbox-from-FMU hose
assembly (4). Attach the gearbox-from-FMU hose assembly (4) to the FMU (3)
and to the AGB (21). Tighten (60° wrench arc) both coupling nuts on the
gearbox-from-FMU hose assembly (4).
(20) Connect the electrical connectors (1, 2) to the FMU (3) as follows:
OCCUR.
SYSTEM CAN OCCUR.
maximum extent.
MM73-00-00

MM73-00-00
* * * FOR CT7-2E1
Figure 411A. (Sheet 1) Fuel Metering Unit (FMU) - Removal and

Installation

MM73-00-00
* * * FOR CT7-2E1
Figure 411A. (Sheet 2) Fuel Metering Unit (FMU) - Removal and

Installation
* * * FOR CT7-2A, CT7-2D, CT7-2D1
13. Sequence Valve or ODV.
A. Removal.
(1) Disconnect P3 hose and tube assembly or P3 tube assembly (9, Figure 412).

MM73-00-00

(2) Use your hand, and disconnect the blue cable electrical connector (1). If
the electrical connector is difficult to loosen, do as follows:
connector on the sequence valve.
(c) Use protective caps and cover electrical connectors.
(3) Loosen three or two captive bolts (8) that secure sequence valve or ODV
manifold assembly (7) to sequence valve or ODV (5).
(4) Loosen two captive bolts (2) and remove sequence valve or ODV (5).
(5) Remove and discard two packings (3).
(6) Cover fuel openings with protective caps WW-2 and WW-2X to prevent entry of
foreign material.
B. Installation.
* * * FOR CT7-2D, CT7-2D1
(1) Before you install the overspeed and drain valve (ODV) (5, Figure 412) on
the gearbox mounting flange (4) do as follows:
NOTE: The two flat washers (10) may not fit in the counterbore of the ODV
housing when you tighten the captive bolts (2). If this occurs, the
washers will prevent the tightening of the bolts to secure the ODV on the
gearbox mounting flange (4).
(a) Use your hand and tighten the two bolts (2). Verify that the washers
(10) will seat in the counterbore of the ODV housing without
interference.
(b) If there is interference between the OD of the washers and the ID of
the counterbore, remove the bolts and the washers.
(c) Replace the washers, or remove the excess material from the OD of the
washers. Install the washers and bolts.
(d) Use the procedure in step (a) and verify that the washers will seat in
the counterbore of the ODV housing without interference.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
MATERIAL.
MM73-00-00

MAKE YOU SICK.
CAUTION: IF PACKINGS (3, FIGURE 412) ARE LUBRICATED WITH LUBRICATING OIL OR FUEL,
BE EXTRA CAREFUL NOT TO DAMAGE PACKINGS DURING ASSEMBLY.
NOTE: All packings used in the fuel system should be lubricated with Molykote
55M grease or Cosmolube 615. If Molykote 55M or Cosmolube 615 are not
available, a light coat of lubricating oil or fuel may be used to
lubricate packings.
(2) Use Molykote 55M grease or Cosmolube 615, and lubricate two packings (3).
If Molykote 55M or Cosmolube 615 are not available, lubricate packings with
a light coat of lubricating oil or fuel.
(3) Install two lubricated packings (3) on the sequence valve (5) or on the ODV
(5), as applicable. If lubricating oil or fuel is used to lubricate
packings, be extra careful not to damage packings during assembly.
(4) Put the sequence valve or the ODV (5) onto gearbox mounting flange (4).
Tighten two captive bolts (2). Torque bolts to 45-50 lb in.
(5) If adapter gasket (6) is not attached to sequence manifold assembly or ODV
manifold assembly (7), attach it with a flathead screw. Turn screw just
until gasket makes local metal-to-metal contact with sequence valve
manifold or ODV manifold assembly.
(6) Hold sequence valve manifold or ODV manifold assembly (7) in position and
tighten captive bolts (8). Torque bolts to 45-50 lb in.
(7) Connect the blue cable electrical connector (1) as follows:
OCCUR.
SYSTEM CAN OCCUR.
maximum extent.
MM73-00-00
(8) Connect P3 hose and tube assembly or P3 tube assembly (9) and tighten (60°
wrench-arc) coupling nut. Be sure that there is clearance between sequence
valve or ODV manifold assembly and P3 hose and tube or P3 tube. If
clearance is not at least 3/16-inch, loosen coupling nut on midframe and
hold P3 hose and tube assembly or P3 hose assembly for proper clearance
while resecuring coupling nut.

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 412 Sequence Valve or ODV - Removal and Installation

* * * FOR ALL
14. Fuel Filter.
A. Removal.
(1) Use your hand, and disconnect the cable electrical connector (1, Figure

MM73-00-00
413). If the electrical connector is difficult to loosen, do as follows:

connector on the fuel filter.
(c) Use protective caps and cover the electrical connectors.
(2) Loosen three captive bolts (3) and remove fuel filter (2).
B. Installation.
MATERIAL.
55M GREASE OR COSMOLUBE GREASE.
(1) Install two packings (4, Figure 413) onto flange of filter.
(2) Position filter on gearbox flange. Tighten three captive bolts (3). Torque
OCCUR.
SYSTEM CAN OCCUR.
maximum extent.

MM73-00-00

MM73-00-00
* * * FOR ALL
Figure 413 Fuel Filter - Removal and Installation

15. Fuel Filter Element and Bowl.
A. Removal.
(1) Remove safety wire.
(2) Use a 1/4 inch square drive extension and ratchet wrench to break the
torque on the fuel filter bowl; then unscrew fuel filter bowl (5, Figure
414).
(3) Remove filter element (4).
(4) Discard two packings (3).
(5) Remove and discard two packings (1, 2) from fuel filter bowl (5).
B. Installation.
MATERIAL.

MM73-00-00
(1) Install two packings (3, Figure 414) on filter element (4).
(2) Install two packings (1, 2) in grooves in fuel filter bowl (5).
(3) Place filter element (4) into fuel filter bowl (4).
(4) Screw filter bowl (5) into filter head. Tighten bowl handtight.
(5) Safety wire filter bowl, using 0.032 inch safety wire.

MM73-00-00
* * * FOR ALL
Figure 414 (Sheet 1) Fuel Filter Element and Bowl - Removal and
Installation

MM73-00-00
* * * FOR CT7-2E1
Figure 414 (Sheet 2) Fuel Filter Element and Bowl - Removal and
Installation
16. Fuel Pressure Switch.
A. Removal.
(1) Use your hand, and disconnect the electrical connector (4, Figure 415). If
MM73-00-00

connector on the fuel pressure switch (3).
(c) Use protective caps and cover electrical connectors.
(2) Remove switch (3) from accessory gearbox (1).
B. Installation.
WARNING: GREASE MOLYKOTE 55M
MATERIAL.
(1) Install packing (2, Figure 415) onto fuel pressure switch (3).
(2) Thread switch into accessory gearbox (1), handtight.
(3) Tighten (15° wrench-arc) switch (3).
(4) Connect the green cable electrical connectors (4) to switch (3) as follows:
OCCUR.
SYSTEM CAN OCCUR.
maximum extent.
MM73-00-00

(e) Do required checks (72-00-00, TEST).

MM73-00-00
* * * FOR ALL
Figure 415 Fuel Pressure Switch - Removal and Installation

MM73-00-00
FUEL SYSTEM - TEST
* * * FOR ALL
TASK 73-00-00-700-801
This section provides instructions for functional testing during fault isolation
following repair or replacement of parts of the fuel system and its components.
* * * FOR CT7-2A
2. Primer Nozzle Flow Test.
WARNING: CALIBRATING FLUID
MIL-C-7024
SURFACES.
• PROLONGED CONTACT WITH SKIN MAY CAUSE IRRITATION. PROLONGED INHALATION OF
VAPOR CAN CAUSE DIZZINESS, HEADACHE, AND INTOXICATION.
• IF THERE IS ANY PROLONGED CONTACT WITH SKIN, WASH AFFECTED AREA WITH SOAP
AND WATER. IF LIQUID CONTACTS EYES, FLUSH EYES THOROUGHLY WITH WATER.
REMOVE SOLVENT-SATURATED CLOTHING. IF VAPORS CAUSE LIGHT-HEADEDNESS, GO TO
FRESH AIR. IF LIQUID IS SWALLOWED, DO NOT TRY TO VOMIT. GET MEDICAL
ATTENTION.
• WHEN HEATED, HOT FLUID MAY CAUSE BURNS. AVOID CONTACT WITH HOT FLUID. IF
SKIN CONTACTS HOT FLUID, FLUSH AFFECTED AREA WITH COLD WATER FOR 10
MINUTES. SEEK MEDICAL HELP IMMEDIATELY.
• WHEN HANDLING OR WHEN APPLYING LIQUID AT AN AIR-EXHAUSTED WORKBENCH, WEAR
APPROVED GLOVES AND GOGGLES (OR FACE SHIELD).
• WHEN HANDLING OR WHEN APPLYING LIQUID AT AN UNEXHAUSTED WORKBENCH, WEAR
APPROVED GLOVES, GOGGLES (OR FACE SHIELD) AND APPROVED RESPIRATOR.
A. Flow-test nozzles, using calibration fluid MIL-C-7024, maintained at 78°-82°F
(26°-28°C). Flow must be 5.40-6.90 lb/hr at a pressure drop of 50 psi across
the nozzle.
B. If test stand does not have capability of measuring spray cone angle, make
templates from sheet metal. One template will have an apex angle of 43° and
the other will have an apex angle of 67°. Mount templates behind spray cone.
C. Check spray cone (Figure 501) and be sure that:
(1) There is no more than one heavy fuel streak; hairline streaks are
permitted.
(2) There is spray in at least 60% of cone (total cumulative voids must not
exceed 40%).
(3) Spray cone angle is not less than 43° or more than 67°.
(4) Spray cone does not hit nozzle air shroud.
D. If nozzle does not meet the above limits, replace nozzle.

MM73-00-00
FUEL SYSTEM - TEST
* * * FOR CT7-2A
Figure 501 Primer Nozzle Spray Pattern

* * * FOR ALL
3. Pressure-Test of Sequence Valve Manifold or Overspeed and Drain Valve Manifold,
Main Fuel Feed Tube, Main Fuel Manifold, HMU-to-AGB Drain Tube, and FMU-to-AGB
Drain Tubes.
A. If tube assembly has been repaired or if leaks are suspected, pressure-test
tube assemblies as follows.
MIL-C-7024
SURFACES.
• PROLONGED CONTACT WITH SKIN MAY CAUSE IRRITATION. PROLONGED INHALATION
OF VAPOR CAN CAUSE DIZZINESS, HEADACHE, AND INTOXICATION.
MM73-00-00
FUEL SYSTEM - TEST

HEADEDNESS, GO TO FRESH AIR. IF LIQUID IS SWALLOWED, DO NOT TRY TO
VOMIT. GET MEDICAL ATTENTION.
• WHEN HANDLING OR WHEN APPLYING LIQUID AT AN AIR-EXHAUSTED WORKBENCH,
WEAR APPROVED GLOVES AND GOGGLES (OR FACE SHIELD).
(1) Flush part thoroughly with calibrating fluid to be sure it is clean.
• HIGH PRESSURES USED DURING TESTING MAY CAUSE RUPTURING OR BURSTING OF
FAULTY TUBES AND HOSES. THE RESULT COULD BE SERIOUS INJURY.
• TO PREVENT INJURY, COVER ALL TUBES AND HOSES WITH A SUITABLE SAFETY
SHIELD DURING TESTING.
• WHEN CAPS OR PLUGS ARE USED, BE SURE THEY ARE SECURELY INSTALLED TO
PREVENT THEM FROM BEING BLOWN OUT.
• BE SURE THAT PRESSURES ARE BLED OFF BEFORE EXPOSING OR TOUCHING HOSES OR
TUBES.
(2) Restrict one end of tube or hose assembly and build up pressure within it
to applicable test pressure using calibrating fluid. Maintain the specified
pressure for at least 2 minutes. Pressure drop/leakage not allowed.
TABLE 501. TUBE AND HOSE PRESSURE TEST
Test
Pressure
Fuel Tubes/Hoses psig
Manifold, Fuel Start (CT7-2A) 400
Manifold, Sequence Valve (CT7-2A) or ODV (CT7-2D/-2D1) 400
Manifold, Fuel-Main (CT7-2A/-2D/-2D1) 1500
Manifold, Fuel-Main (CT7-2E1) 2000
Tube, Start Feed (CT7-2A) 400
Hose Assembly, Gearbox-to-FMU (CT7-2E1) 2000
Hose Assembly, FMU-to-Gesarbox (CT7-2E1) 2000
Hose Assembly, Gearbox-to-HMU (CT7-2A/-2D/-2D1) 2000
(3) If tube or hose fails test due to high metal on sealing surfaces, tube or
hose can be repaired by blending high metal (GEK 9250, 70-42-00);
otherwise, it is not repairable. Replace defective tube or hose.
O-T-620

MM73-00-00
FUEL SYSTEM - TEST
DAMAGE.
GOGGLES.
(4) After completing all tests, pressure-flush part with trichloroethane in
both directions. Cap all inlets immediately after flushing.
4. Functional Test of Fuel Pressure Switch.
A. With fuel pressure switch connected to a pressure test stand, connect a test
light or meter to pin 2 and pin 3 in the electrical connector. Light must be
ON and there must be a continuity between pin 2 and pin 3 at 0 psig.
B. Increase pressure gradually to 50 psig maximum. No leaks are allowed. Circuit
resistance between pin 2 and pin 3 must be 0 ohms.
C. Gradually decrease pressure until circuit closes (light goes ON or meter reads
continuity). This must occur at 8-9 psig.
D. Slowly increase pressure, circuit must open (light goes OFF or meter reading
is no less than 30 megohms) at no more than 2 psig above the actual closing
pressure.
5. Testing Fuel Injector Flow Rate.
NOTE: Fuel injectors can be flow-checked using calibrating fluid (step A), JP-5 fuel
or JET A fuel (step B). See Figure 502 for test setup.
A. Using calibrating fluid, flow-check fuel injectors as follows:
MIL-C-7024
SURFACES.

MM73-00-00
FUEL SYSTEM - TEST

CAUTION: WHEN FLOW-TESTING FUEL INJECTORS, TIP OF FUEL INJECTOR MUST NOT BE
POINTING DOWNWARD OR UPWARD; OTHERWISE, FLOW RATE WILL NOT BE ACCURATE.
(1) Supply calibrating fluid to the fuel injector using the following limits:
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Temperature of fluid: 79°-82°F (26°-28°C)
• Pressure on flow test stand: 95-105 psig.
* * * FOR CT7-2E1
• Temperature of fluid: 78°-82°F (26°-28°C)
• Pressure on flow test stand: 95-105 psig (655-724 kPa).
(2) The fuel injector flow must be within these limits:
* * * FOR CT7-2D1***FOR FUEL INJECTOR PN 5051T35G07
• For new fuel injectors: 54.0-58.00 lb/hr
• For used fuel injectors: 53.0-59.0 lb/hr
* * * FOR CT7-2A, CT7-2D***FOR FUEL INJECTOR PN 5051T35G01/G05 AND 5066T92G01
• For used fuel injectors: 43.5-48.5 lb/hr.
* * * FOR CT7-2E1
* * * FOR ALL
(3) The spray pattern (Figure 503) of the fuel injectors, without applying
shroud air, is acceptable if the pattern is uniform, if there are streaks
in spray pattern, or if there are excessive droplets or dribbles in spray
pattern.
(4) If the spray pattern of the fuel injectors is asymmetric, or there are
voids in the spray pattern without applying shroud air, do as follows:
(a) Use the fuel injector tip shroud air adapter LMT 912, and apply a
maximum of 0.5 psig shroud air, and flow-check the fuel injectors.
(b) The fuel injector is acceptable only if there is a uniform spray
pattern.
(5) If the flow limits and the spray patterns are not within limits, replace
the injector.
B. Use JP-5 fuel or JET A fuel, and flow-check the fuel injectors as follows:
MM73-00-00
FUEL SYSTEM - TEST
MAKE YOU SICK.

CAUTION: WHEN YOU FLOW-TEST THE FUEL INJECTORS, THE TIP OF THE FUEL INJECTOR MUST
NOT BE POINTING DOWNWARD OR UPWARD; OTHERWISE, THE FLOW RATE WILL NOT BE
ACCURATE.
(1) Supply JP-5 or JET A fuel to the fuel injector. These limits apply:
• Temperature of the fuel: 66°-70°F (19°-21°C)
• Pressure on the flow test stand: 95-105 psig.
(2) The fuel injector flow must be within these limits:
* * * FOR CT7-2D1***FOR FUEL INJECTOR PN 5051T35G07
• For used fuel injectors: 50.5-56.5 lb/hr
* * * FOR CT7-2A, CT7-2D***FOR FUEL INJECTOR PN 5051T35G01/G05 AND 5066T92G01
* * * FOR ALL
(3) The spray pattern (Figure 503) of the fuel injectors, without applying
shroud air, is acceptable if the pattern is uniform, if there are streaks
in spray pattern, or if there are excessive droplets or dribbles in spray
pattern.
(4) If the spray pattern of the fuel injectors is asymmetric, or there are
voids in the spray pattern without applying shroud air, do as follows:
(a) Use LMT 912, apply a maximum of 0.5 psig shroud air and flow-check the
fuel injectors.
(b) The fuel injector is acceptable only if there is a uniform spray
pattern.
(5) If the flow limits and the spray patterns are not within limits, replace
the injector.

MM73-00-00
FUEL SYSTEM - TEST
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Fl" I~CI"
0 , 360 01A (REF)

0 . 35'
O.3SS OlA
0 . 356
f UEl
INLET
lOCAt.L' twU"ACTtR[
R08D PLUG TO eN
(n fUEL lUClOl.
0 . 360 INOI
OIA IKU.
ALL DIN ENS OMS
IIR~ IN INCHES
,
OIlOC1S-18 I I00
Figure 502 (Sheet 1) Fuel Injector Flow Check - Check

MM73-00-00
FUEL SYSTEM - TEST
* * * FOR CT7-2E1
Figure 502 (Sheet 2) Fuel Injector Flow Check - Check

MM73-00-00
FUEL SYSTEM - TEST
* * * FOR ALL
Figure 503 Fuel Injector Tip - Spray Patterns

MM73-00-00
FUEL SYSTEM - INSPECTION
* * * FOR ALL
TASK 73-00-00-200-801
This section provides inspection procedures for components of the fuel system.
Before starting any of the following inspections, read INSPECTION section in
2. Main Fuel Manifold Assembly Components.
Go to Table 601 or Table 601A.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TABLE 601. INSPECTION OF MAIN FUEL MANIFOLD ASSEMBLY COMPONENTS
Max Repairable
A. Fuel hose assembly
(1, Figure 601)
for:
(1) Kinks or Any amount, if a Not repairable. Replace hose
buckling. 0.125 inch diameter assembly.
ball or a 0.125 inch
diameter rod (with a
bulletnose) will
pass freely through
entire length of
hose assembly.
(2) Frayed or One broken wire per Not repairable. Replace hose
broken wire plait; five broken assembly.
braid (with wires per linear
fire sleeve foot of hose.
(3) removed).
B. Main feed fuel
hose assembly (10)
for:
(1) Kinks or Any amount, if a Not repairable. Replace hose
buckling. 0.125 inch diameter assembly.
ball or a rod (with
a bulletnose) will
pass freely through
entire length of
hose assembly.
(2) Frayed or One broken wire per Not repairable. Replace hose
broken wire plait or five broken assembly.
braid (with wires per linear
fire sleeve foot of hose.
(3) removed).
(3) Feed tube
fitting (11)
for:

MM73-00-00
(a) Cracks. None allowed. Not repairable. Replace hose

assembly.
(b) Nicks, Any number of Same as usable Blend sealing
dents, circumferential limits, with high surfaces,
scratches, defects no rougher metal. maintaining original
ridges, than 63 microinch contour, using a
and pits finish, if hose fine abrasive stone
on sealing assembly (10) passes (GEK 9250, 70-42-
surface. pressure test 00). Pressure-test
(TEST). Any number (TEST).
of superficial axial
defects without high
metal on aft half
(nearest fitting
threads) of sealing
surface, if hose
assembly passes
pressure test
(TEST).
(c) Nicks, Cumulative length of Same as usable Blend high metal
dents, defects no more than limits, with high (GEK 9250, 70-42-
scratches, one thread length, metal. 00). Using a 0.4375-
gouges, without high metal. 24UNJS-3B die, chase
and burrs threads.
on
threads.
(d) Nicks, Any number, 0.005 Same as usable Blend high metal to
dents, inch deep, without limits, with high adjacent contour
scratches, high metal. metal. (GEK 9250, 70-42-
and gouges 00).
on
remaining
surfaces
of
fitting.
(e) Shiny, Any amount, if hose Not repairable. Replace hose
burnished assembly passes assembly.
sealing pressure test
surface. (TEST).
(f) Stripped The first thread may Same as usable Blend high metal
threads. be missing if hose limits, with high (GEK 9250, 70-42-
assembly can be metal. 00). Using a 0.4375-
installed without 24UNJS-3B die, chase
cross-threading, threads.
without high metal.
C. Packing grooves
(4) for nicks and
scratches on:
(1) Floor. Any number 0.003 Not repairable. Replace hose

MM73-00-00
inch deep, without assembly.

sharp edges or high
metal. Hose assembly
must pass pressure
test (TEST).
(2) Walls. Any number 0.010 Not repairable. Replace hose
inch deep, without assembly.
sharp edges or high
metal. Hose assembly
must pass pressure
test (TEST).
D. Main manifold
inner and outer
sleeves (5, 7),
main feed and
drain sleeve (8),
and feed tube
sleeve (12) for:
(1) Cracks. None allowed. Not repairable. Replace sleeve.
(2) Nicks and Any number 0.003 Same as usable Blend high metal
scratches on inch deep, without limit with high (GEK 9250, 70-42-
packing sharp edges or high metal or sharp 00).
grooves (6). metal. edges.
(3) Dents. Dents that prevent (a) Any amount if Round out dent so
or impede sliding not in packing that sliding action
action of sleeves groove area. is smooth and so
are not allowed. that seal is
complete.
(b) Not repairable Replace sleeve.
if dent(s) are in
packing grooves.
(4) Main feed and
drain sleeve
(8) tube
fitting (9)
for:
(a) Cracks. None allowed. Not repairable. Replace sleeve.
(b) Nicks, Any number of Same as usable Blend sealing
dents, superficial axial limits, with high surfaces,
scratches, defects without high metal. maintaining original
ridges, metal on aft half contour, using a
and pits (nearest fitting fine abrasive stone
on sealing threads) of sealing (GEK 9250, 70-42-
surface. surface. 00).
(c) Nicks, Cumulative length of Same as usable Blend high metal
dents, defects no more than limits, with high (GEK 9250, 70-42-
scratches, one thread length, metal. 00). Using a 0.5625-
gouges, without high metal. 18UNF-3B die, chase
MM73-00-00
and burrs threads.

on
threads.
(d) Stripped The first thread may Same as usable Blend high metal
threads. be missing if drain limits, with high (GEK 9250, 70-42-
tube can be metal. 00). Using a 0.5625-
installed without 18UNF-3B die, chase
cross-threading, threads.
without high metal.
E. Fire sleeve (3)
for:

DO NOT BREATHE THE FUMES FROM THE UNCURED SEALANT. THE FUMES ARE DANGEROUS
TO YOUR NOSE AND LUNGS. MAKE SURE YOU HAVE A GOOD FLOW OF AIR. DO NOT LET
THE UNCURED SEALANT TOUCH YOU. THE UNCURED SEALANT IS DANGEROUS TO YOUR SKIN
AND EYES. DO NOT USE THE UNCURED SEALANT NEAR FLAMES OR HEAT. THE FUMES
RELEASED FROM THE UNCURED SEALANT ARE FLAMMABLE.
(1) Cuts and None permitted. Any number. Use RTV 106, and
tears. fill in cuts and
tears.
(2) Missing
pieces:
(a) Less than Not permitted. Any amount. Use RTV 106, and
1/4 x 1/4 replace the missing
x 1/4 pieces.
inch.
(b) More than Not permitted. Any amount. Replace the fire
1/4 x 1/4 sleeve (REPAIR 001).
x 1/4
inch.

OCCUR.
(3) Fuel Not permitted. Any amount. Heat the fire sleeve
saturation in oven heated to
(indicates 250°F (121°C) for 1
manifold hour.
leak).

FLAMMABLE.

MM73-00-00
(4) Loose fibers Not permitted. Any amount. Trim the loose
at ends. fibers, and seal the
ends with RTV 106.
* * * FOR CT7-2E1
TABLE 601A.. INSPECTION OF MAIN FUEL MANIFOLD ASSEMBLY
Max Repairable
A. Main fuel manifold
(Figure 601A) for:
(1) Nicks, cuts, Any number up to Any number if wire Replace main fuel
gouges and 0.060 inch deep, if braid is undamaged manifold.
abrasions on wire braid is not and if firesleeve
silicone visible. is not torn or
firesleeves missing.
(2).
(2) Missing pieces One broken wire per Not repairable. Replace main fuel
on silicone plait; five broken manifold.
fire sleeves. wires per linear
foot of hose.
WARNING: RTV 106 SILICONE SEALANT

• INGESTION MAY CAUSE IRRITATION OR BURNING OF DIGESTIVE SYSTEM.
MATERIAL.
WARNING: RTV SILICONE RUBBER ADHESIVE/SEALANT MIL-A-46106 OR MIL-A-46106A

RTV-60 SILICONE RUBBER POTTING COMPOUND MIL-I-46838B
• VAPOR RELEASED DURING CURING IS COMBUSTIBLE. DO NOT USE NEAR OPEN
FLAMES, NEAR WELDING AREAS, OR ON HOT SURFACES.
• VAPOR IS CORROSIVE. CONTACT OF VAPOR WITH SKIN OR EYES WILL CAUSE
BURNS. INHALATION OF VAPOR MAY CAUSE SEVERE NOSE AND THROAT IRRITATION;
REPEATED INHALATION MAY RESULT IN CHRONIC BRONCHITIS.
• IF ANY VAPOR CONTACTS SKIN OR EYES, IMMEDIATELY FLUSH AFFECTED AREA
THOROUGHLY WITH WATER. IF VAPORS CAUSE IRRITATION, GO TO FRESH AIR. GET
MEDICAL ATTENTION.
• WHEN MIXING UNCURED RUBBER AND DURING CURING OF RUBBER, WEAR APPROVED
RESPIRATOR, GLOVES AND GOGGLES OR FACE SHIELD.
(a) Less than Not permitted. Any amount. Use RTV 106, and
1/4 x 1/4 replace the missing
x 1/4 pieces.
inch.
(b) More than Not permitted. Not repairable. Replace main fuel
1/4 x 1/4 manifold.
MM73-00-00
x 1/4
inch.
(3) Drying, Not permitted. Not repairable. Replace main fuel
cracking or manifold.
charring of
silicone fire
sleeves (2)
from exposure
to 500°F (260°
C) or higher.
(4) Tubes for:
(a) Splits and None permitted. Not repairable. Replace main fuel
cracks. manifold.
(b) Nicks, Not usable if depth Not repairable. Replace main fuel
scratches, of defect can be manifold.
gouges, measured.
wear and
chafing.
(c) Dents. Not permitted. Not repairable. Replace main fuel
manifold.
(d) Flattened Not permitted. Not repairable. Replace main fuel
area. manifold.
(5) Hoses for:
(a) Kinks and Not permitted. Not repairable. Replace main fuel
buckling. manifold.
(b) Frayed and Not permitted. Not repairable. Replace main fuel
broken manifold.
wire
braid.
(6) Coupling nut
(1) for:
(a) Damaged Any number, if Not repairable. Replace main fuel
corners. wrench can be used. manifold.
(b) Cracks. Not permitted. Not repairable. Replace main fuel
manifold.
(c) Nicks and Any number, without Any number, with Blend high metal
burrs. high metal. high metal. (GEK 9250, 70-42-
00).
(d) Damaged One-half of one One-half of one Chase threads. Use a
threads. thread (total), thread (total), bottoming tap.
without high metal. with high metal.
(6) Coupler (3) Any number, if Same as usable Blend high metal
for nicks, defect does not limits, with high (GEK 9250, 70-42-
dents, extend in the axial metal. 00).
scratches, direction across

MM73-00-00
ridges and more than half the

pits on sealing surface.
sealing
surfaces.

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 601 Main Fuel Manifold Assembly Components - Inspection

MM73-00-00
* * * FOR CT7-2E1
Figure 601A. Main Fuel Manifold Assembly - Inspection

* * * FOR CT7-2A
3. Primer Nozzles.
Go to Table 602.
TABLE 602. INSPECTION OF PRIMER NOZZLES
Max Repairable
A. Overall primer None permitted. Not repairable. Replace the nozzle.
nozzle (Figure
602) surfaces

MM73-00-00
for cracks.
B. Internal cone
of inlet end
(1) for:
(1) Circum- Any number, 0.005 Same as usable Blend high metal
ferential inch deep, without limits, with high (GEK 9250, 70-42-
nicks and high metal. metal. 00).
scratches.
(2) Axial None allowed. Not repairable. Replace nozzle.
nicks and
scratches.
C. Inlet end (1) Cumulative length of Same as usable Chase threads or
threads for defect equivalent 1 limits, with high blend to remove high
damage. thread length, metal. metal (GEK 9250, 70-
without high metal. 42-00).
D. All other Any number, 0.010 Same as usable Blend high metal
surfaces for inch deep, except limits, with high (GEK 9250, 70-42-
nicks, dents, 0.020 inch deep in metal. 00).
and scratches. mounting flange (2),
without high metal.
E. Locating key Width of key, 0.120 Not repairable. Replace nozzle.
(3) for wear. inch minimum.
F. Mounting flange Thickness of flange, Not repairable. Replace nozzle.
(2) for wear. 0.110 inch minimum.
G. Air shroud (4)
for:
(1) Wear. Any amount, 0.010 Not repairable. Replace nozzle.
inch deep.
(2) Plugged Not allowed. Any amount. Brush off shroud and
air holes. run a 0.020 inch
diameter wire into
plugged holes.

MM73-00-00
* * * FOR CT7-2A
Figure 602 Primer Nozzle - Inspection

* * * FOR CT7-2A, CT7-2D, CT7-2D1
4. Sequence Valve or ODV Manifold Assembly.
Go to Table 603.
TABLE 603. INSPECTION OF SEQUENCE VALVE OR ODV MANIFOLD ASSEMBLY
Sequence valve or
ODV manifold
assembly (3,
Figure 603) for:
A. Damaged Not allowed. Not repairable. Replace bolt (REPAIR
threads 002).
on
captive
bolts
(2).
B. Damaged Up to 1 damaged or Same as usable Cap and plug all
threads missing thread limits, with crossed openings. Remove loose
in without crossed threads or loose material and debris.
captive threads or loose material. Chase threads, using a
bolt (2) material. 0.190-32UNJF-3A tap.
holes.
C. Damaged See Inspection of Tubes, Hoses, and Fittings (72-00-00,
tubes and INSPECTION).
fittings.
D. Nicks and None allowed. Not repairable. Replace gasket (REPAIR
cuts in 003).
sealing
material
MM73-00-00
of
adapter
gasket
(1).

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 603 Sequence Valve or ODV Manifold Assembly - Inspection

* * * FOR ALL
5. Fuel Injectors.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TABLE 604. INSPECTION OF FUEL INJECTORS
Max Repairable
CAUTION: DO NOT POKE AT THE TIP OF THE FUEL INJECTOR. THIS CAN DAMAGE THE FUEL
INJECTOR AND COULD CAUSE EXCESSIVE FUEL FLOW FROM THE FUEL INJECTOR AND
SEVERE ENGINE DISTRESS DURING ENGINE OPERATION.
A. Fuel injector Any amount. Not applicable. Not applicable.
(Figure 604) for
discoloration.
B. Tube (11) for:
(1) Cracks. None allowed. Not repairable. Replace fuel
injector.
(2) Nicks and Any number, 0.005 Same as usable Blend high metal to
00).
(3) Wear on neck 0.005 inch deep Same as the usable Remove the high
(16) (part of maximum, without limits, with high metal (GEK 9250, 70-
tube (11)) high metal. metal. 42-00).
caused by a
broken swirler
tab.

MM73-00-00
C. Air shroud (10)

for:
(1) Cracks. None permitted. Not repairable. Replace the fuel
injector.
(2) Plugged holes None permitted. Any amount. Clean the fuel
(18). injector (CLEANING).
(3) Nicks and
scratches on:
(a) Injector Any number, 0.005 Same as the usable Blend the high metal
tip (9). inch deep, without limits, with high (GEK 9250, 70-42-
high metal. metal. 00). Check the flow
rate and the spray
pattern (TEST).
(b) Other 0.005 inch deep, Any number that can Blend the high metal
areas. without high metal. be reworked to the to adjacent contour
usable limits. (GEK 9250, 70-42-
00).
(4) Wear at OD. 0.308 inch minimum Not repairable. Replace the fuel
diameter. injector.
* * * FOR FUEL INJECTOR PN 5066T92G01 AND 5051T35G05
(5) Missing 0.060 inch maximum Not repairable. Replace the fuel
coating axially from the injector.
(chipped). edge of the injector
tip. 0.125 inch
maximum
circumferentially,
if the axial length
is more than 0.060
inch.
(6) Carbon buildup Not permitted. Any amount. Clean the fuel
on the inner injector (CLEANING).
cone (14).
scratches on inch deep maximum, limits, with high metal (GEK 9250, 70-
the inner cone without high metal. metal. 42-00). Check the
(14). flow rate and the
spray pattern
(TEST).
D. Mounting flange
(12) for:
injector.
scratches. inch deep, without limits, with high to adjacent contour
00).

MM73-00-00
(3) Worn locating Any amount, if the Not repairable. Replace the fuel
pins (8). injector cannot be injector.
rotated by hand when
in position.
E. Inlet fitting (3)
for:
injector.
(2) Missing or Two threads Two threads Chase the threads
damaged cumulative missing (cumulative) with a 0.4375- 24-
threads. or damaged, without missing or damaged, UNJS-3B die.
high metal, if the that can be blended
threads can be used to the usable
without cross- limits.
threading.
(3) Broken or Not permitted. Not repairable. Replace the fuel
missing spring injector.
retainer (5).
(4) Filter (4) for Not permitted. Not repairable. Replace the fuel
damaged screen injector.
mesh.
(5) Leaks on inlet None permitted. Not repairable. Replace the fuel
fitting injector.
sealing
surface (15).
F. Retaining nut (13)
for:
injector.
(2) Missing or One thread Not repairable. Replace the fuel
damaged (cumulative) missing injector.
threads (6). or damaged, without
high metal if thread
can be used without
cross-threading.
(3) Wrench damage Any amount, without Any amount that can Remove the high
on each corner high metal if the be reworked to the metal on the hex
of the hex nut can be installed usable limits. flats (GEK 9250, 70-
flats. properly. Silver 42-00).
plate is not
required on the hex
section.
scratches inch deep, without limits, with high to adjacent contour
(except on the high metal. metal. (GEK 9250, 70-42-

MM73-00-00
threads). 00).
(6) Vent slot (7) Not permitted. Any amount. Using a small wire
for blockage. brush, remove
blockage.
G. Injector connector
body (2) for:
injector.
(2) Packing Any number, without Same as the usable Blend the high metal
grooves (1) high metal. limits, with high (GEK 9250, 70-42-
and flanges metal. 00).
for nicks and
scratches.
(3) Bent flange. Any amount, without Same as the usable Blend the high metal
high metal, if the limits, with high (GEK 9250, 70-42-
bend does not affect metal. 00).
the installation or
the sealing function
of the preformed
packing.
H. Spin disk housing Any number, 0.010 Any number that can Remove the high
(17) for nicks and inch deep maximum, be reworked to the metal (GEK 9250, 70-
scratches. without high metal. usable limits. 42-00).
* * * FOR CT7-2E1
TABLE 604A.. INSPECTION OF FUEL INJECTORS
Max Repairable
A. Fuel injector Any amount. Not applicable. Not applicable.
(Figure 604A) for
discoloration.
B. Tube (5) for:
(1) Cracks. None allowed. Not repairable. Replace fuel
injector.
(2) Nicks and Any number, 0.005 Same as usable Blend high metal to
00).
(3) Wear on neck 0.005 inch deep Same as the usable Remove the high
(7) (part of maximum, without limits, with high metal (GEK 9250, 70-
tube (5)) high metal. metal. 42-00).
caused by a
broken swirler

MM73-00-00
tab.
C. Air shroud (9)
for:
injector.
(2) Plugged holes None permitted. Any amount. Clean the fuel
(11). injector (CLEANING).
(3) Nicks and
scratches on:
(a) Injector Any number, 0.005 Same as the usable Blend the high metal
tip (8). inch deep, without limits, with high (GEK 9250, 70-42-
high metal. metal. 00). Check the flow
rate and the spray
pattern (TEST).
(b) Other 0.005 inch deep, Any number that can Blend the high metal
areas. without high metal. be reworked to the to adjacent contour
usable limits. (GEK 9250, 70-42-
00).
(4) Wear. Up to 0.005 inch Not repairable. Replace the fuel
allowed, any injector.
location.
(5) Missing 0.060 inch maximum Not repairable. Replace the fuel
coating axially from the injector.
(chipped). edge of the injector
tip. 0.125 inch
maximum
circumferentially,
if the axial length
is more than 0.060
inch.
(6) Carbon buildup Not permitted. Any amount. Clean the fuel
on the inner injector (CLEANING).
cone (12).
scratches on inch deep maximum, limits, with high metal (GEK 9250, 70-
the inner cone without high metal. metal. 42-00). Check the
(12). flow rate and the
spray pattern
(TEST).
(8) Carbon buildup Not permitted. Not repairable. Replace the fuel
on the injector.
injector tip
(8).
(9) Nicks and None permitted. Not repairable. Replace the fuel
scratched on injector.
the inside tip
of injector

MM73-00-00
tip (8).
D. Mounting flange
(13) for:
injector.
scratches. inch deep, without limits, with high to adjacent contour
00).
(3) Worn locating Any amount, if the Not repairable. Replace the fuel
pins (4). injector cannot be injector.
rotated by hand when
in position.
E. Inlet fitting (6)
for:
injector.
(2) Missing or Two threads Two threads Chase the threads
damaged cumulative missing (cumulative) with a 0.5625-18-
threads. or damaged, without missing or damaged, UNJF-3A die.
high metal, if the that can be blended
threads can be used to the usable
without cross- limits.
threading.
(3) Broken or Not permitted. Not repairable. Replace the fuel
missing injector.
retaining ring
(2).
(4) Filter (1) for Not permitted. Not repairable. Replace the fuel
damaged screen injector.
mesh.
(5) Leaks on inlet None permitted. Not repairable. Replace the fuel
fitting (6) injector.
sealing
surface.
F. Spin disk housing Any number, 0.010 Any number that can Remove the high
(10) for nicks and inch deep maximum, be reworked to the metal (GEK 9250, 70-
scratches. without high metal. usable limits. 42-00).

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
/..--'
1-_ _ 3
" gJ
o
' , I
D!-
•
H I. P.c klll, groov u
2. II'I,j« to r connector boclJ
3. Inlet f i lt ill9
4 . r llte r
5. Sp r int re ll l ll(' r
6. Ihruds
,.....- ,
1 .•enlslll l
8. t outl ng pin (City 2)
9. InJ«lor t tp
10. Air shro ud
I I. hbe
12. Houllttll9 t""n9'
n. Retl.lnlng lIut
14. Inner con,
15. I nlflt fitting uiling u rhu
17 10 9 U . trltclr
~
'AC"'LD "'''
17. 5p lll dhk ~usfng
18. Shroud .l r ho le
(110 '"SP(CTION
REQUIRED)
" I -
o\R[A or MI S5 III'
(OIlPP£O) COATING
IN AX[.tL DIR[CTION
111810>00
Figure 604 Fuel Injector (Typical) - Inspection

MM73-00-00
* * * FOR CT7-2E1
Figure 604A. Fuel Injector - Inspection

* * * FOR ALL
6. Fuel Boost Pump.
Go to Table 605.
TABLE 605. INSPECTION OF FUEL BOOST PUMP
Max Repairable
A. Fuel boost pump
(Figure 605)
for:

MM73-00-00
(1) Visible None allowed. Not repairable. Replace pump.

cracks.
(2) Leaks. Not allowed. Not repairable. Replace pump.
B. Pilot diameter Not allowed. Any amount. Blend high metal
(6) for high (GEK 9250, 70-42-
metal. 00).
C. Spline (4) for Not allowed. Not repairable. Replace pump.
visible steps
due to wear.
D. Captive bolt Up to 1 damaged or Same as usable Remove loose
(2) holes missing thread. No limits, with material and debris,
(bolts removed) crossed threads or crossed threads or using a 0.250-28
for missing or loose material. loose material. UNJF-3A tap, chase
damaged threads to remove
threads. crossed threads.
E. Threaded Up to 1 damaged or Not repairable. Replace pump.
inserts (1) for missing thread
damaged or without crossed
missing threads or loose
threads. material.
F. Nicks and
scratches in:
(1) Sealing None allowed. Not repairable. Replace pump.
area (7).
(2) Packing None allowed. Not repairable. Replace pump.
grooves
(5).

MM73-00-00
* * * FOR ALL
Figure 605 Fuel Boost Pump - Inspection

* * * FOR CT7-2A, CT7-2D, CT7-2D1
7. HMU and Grooved Clamp Coupling.
Go to Table 606.
TABLE 606. INSPECTION OF HMU AND GROOVED CLAMP COUPLING
Max Repairable
A. Hydromechanical
control unit (Figure
606):

MM73-00-00
(1) Casing for:

(a) Cracks. None allowed. Not repairable. Replace HMU.
(b) Leaks. Not allowed. Not repairable. Replace HMU.
(c) Missing Not allowed. Not repairable. Replace HMU.
locating pin
(8).
(d) High metal on Not allowed. Any amount. Blend high metal to
pilot diameter adjacent contour
(6). (GEK 9250, 70-42-
00).
(2) Drive spline (9) Not allowed. Not repairable. Replace HMU.
for visible steps
due to wear.
(3) Tube reducer (2)

and union (3) for:
(a) Cracks. None allowed. Not repairable. Replace tube
reducer and/or
union (REPAIR 004).
(b) Nicks, dents, Any number, if the Same as usable Blend high metal
scratches, defect does not limits, with high from sealing
ridges, and extend in the axial metal. surfaces,
pits on sealing direction across maintaining
surfaces. more than half the original contour
sealing surface (GEK 9250, 70-42-
(c) Nicks, dents, Any number, 0.005 Same as usable Blend high metal to
scratches, and inch deep, without limits, with high adjacent contour
gouges on high metal. metal. (GEK 9250, 70-42-
remaining 00).
surfaces.
(d) Damaged Total length of Same as usable Blend high metal
threads. defects no more limits, with high (GEK 9250, 70-42-
than half of one metal. 00).
thread length,
without high metal.
(4) T2 sensor (11)
for:
(a) Dents or Any amount, 1/16 Not repairable. Replace HMU.
deformation. inch deep from
original shape.
(b) Clogged/plugged Not allowed. Any amount. Clean T2 sensor
aspirating (CLEANING).
holes of inner
and outer
shells.

MM73-00-00
(5) Conduit (10) for Not allowed. Not repairable. Replace HMU.
separations and
sharp bends.
(6) Electrical
connector (17)
for:
(a) Bent socket Not allowed. Up to 1/8 inch Straighten pin.
pins. out-of-position. Check alignment
with mating
connector.
(b) Damaged Any amount, without Any amount that Remove high metal
threads. high metal, if can be reworked to (GEK 9250, 70-42-
assembled normally
with its mating
part.
(7) Drive shaft (7)
for nicks and
scratches on:
(a) Floor of Any number, 0.005 Not repairable. Replace HMU.
packing groove. inch deep, without
sharp edges.
(b) Walls of Any number, 1/64 Not repairable. Replace HMU.
sharp edges.
B. Grooved clamp coupling
(12) including welds,
for:
(1) Cracks. Not allowed. Not repairable. Replace clamp
coupling.
(2) Loose threaded Not allowed. Any amount. Replace clamp
bolt (14). coupling.

TO FRESH AIR.
(3) Binding of Not allowed. Any amount. Apply penetrating
threaded bolt (14) oil VV-P-216 and
or locknut (13). work nut free or
replace nut or
MM73-00-00
clamp coupling as
applicable.
(4) Damaged threaded Not allowed. One thread Chase threads,
bolt (14). missing, using a 0.3125-
continuous or 24UNJF-3B die.
cumulative.
(5) Damaged hex on Any amount, if Same as usable Remove high metal
locknut (13). wrench fits limits, with high (GEK 9250, 70-42-
properly, without metal. 00).
high metal.
(6) Run-on torque of Minimum of 6 lb in. Not repairable. Replace coupling.
locknut (13).
C. Quick-disconnect pin
(5):
(1) Pin shaft for:
(a) Broken or Not allowed. Not repairable. Replace pin.
missing
lockring.
(b) Nicks, None allowed. Not repairable. Replace pin.
scratches, or
wear.
(c) Cracks. None allowed. Not repairable. Replace pin.
(2) Pin head for:
(a) Nicks, Any number, 1/32 Not repairable. Replace pin.
scratches, inch deep.
dents, and
gouges.
(b) Bends. Any amount, 1/16 Not repairable. Replace pin.
inch from original
shape.
D. Link assembly (4) for:
(1) Cracks. None allowed. Not repairable. Replace link
assembly.
(3) Missing bushings. Not allowed. Not repairable. Replace link
assembly.
* * * FOR HMU PN 6038T62 AND 6068T77 (HAMILTON STANDARD)
E. Power Available
Spindle (PAS) (15) for
torque required to
MM73-00-00
rotate from:
(1) 0° to 23.5° to 0°. 25 lb in. max Not repairable. Lubricate PAS
torque. spindle (REPAIR
005) or replace
MNU.
(2) 23.5° to 120° to 15 lb in. max Not repairable. Replace HMU.
23.5°. torque.
(3) 120° to 130° to 25 lb in. max Not repairable. Lubricate PAS
28.5°. torque. spindle (REPAIR
005) or replace
HMU.
F. Load Demand Spindle 5 lb in. max Not repairable. Lubricate PAS
(LDS) (16) for torque torque. spindle (REPAIR
required to rotate 005) or replace
from -10° to +80° to - HMU.
10°.
* * * FOR HMU PN 6038T62 AND 6068T77 (HAMILTON STANDARD)
* * * MODIFIED TO SB73-3 AND PN 6068T97 (WOODWARD)
E. Power Available
Spindle (PAS) (15) for
torque required to
rotate from:
(1) 0° to 23.5° to 0°. 25 lb in. max Not repairable. Replace the HMU.
torque.
(2) 23.5° to 120° to 15 lb in. maximum Not repairable. Replace the HMU.
23.5°. torque.
(3) 120° to 130° to 25 lb in. maximum Not repairable. Replace the HMU.
28.5°. torque.
F. Load Demand Spindle 5 lb in. maximum Not repairable. Replace the HMU.
(LDS) (16) for torque torque.
required to rotate
from -10° to +80° to -
10°.
* * * FOR HMU PN 6068T97 (WOODWARD)
G. Spindle alignment 0.035 inch maximum. Not repairable. Replace the HMU.
slots (Figure 606A)
for wear.
* * * FOR HMU PNs 6038T62, 6086T62, AND 6068T77 (HAMILTON STANDARD)
G. Spindle alignment 0.035 inch maximum. Not repairable. Replace the HMU.
slots (Figure 606A)
for wear.

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
17
VI Ew AFT LOOK ING FORWARD
vi ew FORWARD LOOKING AFT

I. ~MU 7. Driwt shift n. lodnll l
2. h ll. relillcu B. Lo" li lljl Fh 14 . H ru d.d bo l :
J. lInlo" g. Drl wf sp line 15. Power Au lhb le Spidle
4 . Li nk ns"b1, 10. Conduit 16. LOId OtNnd Spindle
5. Ouick-discorntct jI; n 11. T2 5e"" r 11. ( l tctr>Cll Cor ntctor C
~. pllot dhKar 12. Ch.p coupl ln g OOOC1S · 34~02
Figure 606 HMU and Grooved Clamp Coupling (Typical) - Inspection

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 606A. Spindle Alignment Slots - Inspection

* * * FOR CT7-2E1
7.A. FMU and Grooved Clamp Coupling.
Go to Table 606A.
TABLE 606A.. INSPECTION OF FMU AND GROOVED CLAMP COUPLING
Max Repairable
A. FMU unit (Figure
606B):
(1) Casing for:
MM73-00-00
(a) Cracks. None allowed. Not repairable. Replace FMU.

(b) Leaks. Not allowed. Not repairable. Replace FMU.
(c) Missing Not allowed. Not repairable. Replace FMU.
locating pin
(20).
(d) High metal on Not allowed. Any amount. Blend high metal to
pilot diameter adjacent contour
(9). (GEK 9250, 70-42-
00).
(2) Drive spline (8) Not allowed. Not repairable. Replace FMU.
for visible steps
due to wear.
(3) Threaded fitting

(6) for:
(a) Cracks. None allowed. Not repairable. Replace threaded
fitting.
(b) Nicks, dents, Any number, if the Same as usable Blend high metal
scratches, defect does not limits, with high from sealing
ridges, and extend in the axial metal. surfaces,
pits on sealing direction across maintaining
surfaces. more than half the original contour
sealing surface (GEK 9250, 70-42-
(c) Nicks, dents, Any number, 0.005 Same as usable Blend high metal to
scratches, and inch deep, without limits, with high adjacent contour
gouges on high metal. metal. (GEK 9250, 70-42-
remaining 00).
surfaces.
(d) Damaged Total length of Same as usable Blend high metal
threads. defects no more limits, with high (GEK 9250, 70-42-
than half of one metal. 00).
thread length,
without high metal.
(4) T2 sensor (2) for:
(a) Dents or Any amount, 1/16 Not repairable. Replace FMU.
deformation. inch deep from
original shape.
(b) Clogged/plugged Not allowed. Any amount. Clean T2 sensor
aspirating (CLEANING).
holes of inner
and outer
shells.
(5) Channel A and B
connector (16 and
17) for:

MM73-00-00
(a) Damaged Any amount, without Any amount that Remove high metal
threads. high metal, if can be reworked to (GEK 9250, 70-42-
assembled normally
with its mating
part.
(6) Drive shaft (7)
for nicks and
scratches on:
(a) Floor of Any number, 0.005 Not repairable. Replace FMU.
sharp edges.
(b) Walls of Any number, 1/64 Not repairable. Replace FMU.
sharp edges.
B. Grooved clamp coupling
(3) including welds,
for:
(1) Cracks. Not allowed. Not repairable. Replace clamp
coupling.
(2) Loose threaded Not allowed. Any amount. Replace clamp
bolt (3). coupling.

TO FRESH AIR.
(3) Binding of locknut Not allowed. Any amount. Apply penetrating
on bolt of grooved oil VV-P-216 and
clamp coupling. work locknut free
or replace locknut
or clamp coupling
as applicable.
(4) Damaged threads on Not allowed. One thread Chase threads,
bolt. missing, using a 0.3125-
continuous or 24UNJF-3B die.
cumulative.
locknut (4). wrench fits limits, with high (GEK 9250, 70-42-
high metal.

MM73-00-00
(6) Run-on torque of Minimum of 6 lb in. Not repairable. Replace coupling.

locknut (4).
C. Quick-disconnect pin
(15):
(1) Pin shaft (1,
Figure 607) for:
(a) Broken or Not allowed. Not repairable. Replace quick-
missing disconnect pin.
lockring (3).
(b) Nicks, None allowed. Not repairable. Replace quick-
scratches, or disconnect pin.
wear.
(c) Cracks. None allowed. Not repairable. Replace quick-
disconnect pin.
(2) Pinhead (2) for:
(a) Nicks, Any number, 1/32 Not repairable. Replace quick-
scratches, inch deep. disconnect pin.
dents, and
gouges.
(b) Bends. Any amount, 1/16 Not repairable. Replace quick-
inch from original disconnect pin.
shape.
(c) Cracks. None allowed. Not repairable. Replace quick-
disconnect pin.
D. Link assembly (11,
Figure 606B) for:
(1) Cracks. None allowed. Not repairable. Replace link
assembly.
(3) Missing bushings. Not allowed. Not repairable. Replace link
assembly.
(4) Wear or visible None allowed. Not repairable. Replace link
out-of-roundness assembly.
of bushing.
(5) Loose bolt (14). Not allowed. Not repairable. Replace bolt (14).
(6) Damaged threads of Not allowed. Not repairable. Replace bolt (14).
bolt (14).
locknut (12). wrench fits limts, with high (GEK 9250, 70-42-
high metal.
(8) Run-on torque of Minimum of 2-4 lb Not repairable. Replace locknut

MM73-00-00
locknut (12). in. (12).

E. Cover (10) for:
(1) Cracks. None allowed. Not repairable. Replace cover.
(2) Nicks, dents, None allowed. Not repairable. Replace cover.
scratches, and
gouges on mating
surfaces.
F. FMU manifold pad (18)
for:
(1) Cracks. None allowed. Not repairable. Replace FMU.
(2) Nicks, dents, None allowed. Not repairable. Replace FMU.
scratches, and
gouges.
G. Fuel in port (19)
packing groove for:
(1) Nicks and None allowed. Not repairable. Replace FMU.
scratches.

MM73-00-00
* * * FOR CT7-2E1
Figure 606B. (Sheet 1) FMU and Grooved Clamp Coupling - Inspection

MM73-00-00
* * * FOR CT7-2E1
Figure 606B. (Sheet 2) FMU and Grooved Clamp Coupling - Inspection

MM73-00-00
* * * FOR CT7-2E1
Figure 607 Quick-Disconnect Pin - Inspection

* * * FOR CT7-2A, CT7-2D, CT7-2D1
8. Sequence Valve or ODV.
Go to Table 607.
TABLE 607. INSPECTION OF SEQUENCE VALVE OR ODV
Max Repairable
A. Valve housing
(Figure 608)
for:
(1) Cracks. None allowed. Not repairable. Replace sequence
valve or ODV.
(2) Leaks. Not allowed. Not repairable. Replace sequence
valve or ODV.
(3) Damaged Up to 2 threads, Same as usable Remove high metal
threads. without high metal limits, with high (GEK 9250, 70-42-00)
or crossed threads. metal or crossed or chase threads,
threads. using a 0.190-
32UNJF-3A tap.
B. Captive bolts Not allowed. Not repairable. Replace bolts
(2) for damaged (REPAIR 002).
threads.
C. Captive bolt Up to 1 damaged or Same as usable Mask all openings
(2) holes (with missing thread limits, with and chase threads
bolt removed) without crossed crossed threads or using a 0.250-
for damaged threads or loose loose material. 28UNJF-3A tap.
threads. material.
D. Electrical
MM73-00-00
connector (1)
for:

socket of-position. Check alignment with
pins. mating connector.
(2) Kinked or None allowed. Not repairable. Replace sequence
sharply valve or ODV.
bent pins.
threads. high metal, if be reworked to (GEK 9250, 70-42-
assembled normally
with its mating
part.

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 608 Sequence Valve or ODV - Inspection

* * * FOR ALL
9. Fuel Filter.
Go to Table 608.
TABLE 608. INSPECTION OF FUEL FILTER
Max Repairable
A. Fuel filter
(Figure 609)
for:

MM73-00-00
(1) Visible None allowed. Not repairable. Replace fuel filter.

cracks.
(2) Leaks. Not allowed. Not repairable. Replace fuel filter.
B. Electrical
connector (1)
for:
socket of-position.
pins.
(2) Kinked or None allowed. Not repairable. Replace fuel filter.
sharply
bent pins.
(3) Damaged Any amount, without Any amount that can Blend high metal
installed normally
with its mating
part.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
C. Captive bolts Not allowed. Not repairable. Replace bolt (REPAIR
(2) for missing 002).
or damaged
threads.
* * * FOR CT7-2E1
C. Captive bolts Not allowed. Not repairable. Replace fuel filter.
(2) for missing
or damaged
threads.

MM73-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 609 (Sheet 1) Fuel Filter - Inspection

MM73-00-00
* * * FOR CT7-2E1
Figure 609 (Sheet 2) Fuel Filter - Inspection

10. Fuel Filter Bowl.
Go to Table 609.
* * * FOR ALL
TABLE 609. INSPECTION OF FUEL FILTER BOWL
Fuel filter bowl
(Figure 610)
for:
A. Cracks. None permitted. None permitted. Replace bowl.
MM73-00-00
B. Nicks and Any number of Any number of Remove superficial

scratches scratches, up to circumferential nicks, scratches, and
on 0.003 inch deep, scratches, up to high metal with fine
packing which run 0.010 inch deep, with grit abrasive cloth in
sealing circumferentially. high metal. Axial a circumferential
surface. Axial scratches on scratches not direction. Replace
sealing surface are repairable. filter bowls that have
not allowed. Nicks or axial scratches on
high metal are not sealing surfaces.
allowed.
C. Nicks and Any number up to Not repairable. Replace bowl.
scratches 0.015 inch deep.
in other
areas.
D. Dents. None allowed on Not repairable. Replace bowl.
packing sealing
surface. Up to 1/16
inch deep on other
surfaces.
E. Damaged One thread cumulative One thread cumulative Blend threads (GEK
threads. missing or damaged, missing or damaged 9250, 70-42-00), or
without high metal, that can be blended replace bowl as
if thread can be used to usable limits. necessary.
without cross-
threading.

MM73-00-00
* * * FOR ALL
Figure 610 Fuel Filter Bowl (Typical) - Inspection

Go to Table 610.
TABLE 610. INSPECTION OF FUEL PRESSURE SWITCH
Max Repairable
A. Fuel pressure
switch (Figure
611) for:
(1) Visible None allowed. Not repairable. Replace switch.
cracks.
(2) Leaks. Not allowed. Not repairable. Replace switch.
B. Electrical
connector (2)
for:
(1) Contami- Not allowed. Any amount. Clean connector
nation or (CLEANING).
moisture.
(2) Bent pins Not allowed. Up to 1/16 inch Straighten pin.
(3). out-of-position.
(3) Kinked Not allowed. Not repairable. Replace switch.
pins (3).
(4) Damaged Any number, without Any number that can Blend high metal
mounting high metal, if be reworked to (GEK 9250, 70-42-
threads connector can be usable limits. 00).
(1). installed normally
with its mating
part.
MM73-00-00
(5) Swelling Not allowed. Not repairable. Replace switch.

of
insulation
or
evidence
of
leakage.
(6) Looseness. Not allowed. Not repairable. Replace switch.

MM73-00-00
* * * FOR ALL
Figure 611 Fuel Pressure Switch - Inspection

* * * FOR CT7-2E1
12. FMU Manifold Assembly.
Go to Table 611.
TABLE 611. INSPECTION OF FMU MANIFOLD ASSEMBLY
Max Repairable
FMU manifold assembly
(1, Figure 612) for:
A. Damaged threads on Not allowed. Not repairable. Replace bolt.
bolts (4).
B. Damaged threads on Not allowed. Not repairable. Replace screw.
screws (5).

MM73-00-00
C. Tubes for:
(1) Splits and None allowed. Not repairable. Replace FMU
cracks. manifold assembly.
(2) Nicks, None allowed. Not repairable. Replace FMU
scratches, manifold assembly.
gouges, wear
and chafing.
(3) Dents. Not allowed. Not repairable. Replace FMU
manifold assembly.
(4) Flattened Not allowed. Not repairable. Replace FMU
area. manifold assembly.
D. Manifold (2) for:
(1) Nicks, Not allowed. Not repairable. Replace FMU
dents, manifold assembly.
scratches,
ridges and
pits on
sealing
surfaces.
(2) Nicks, Cumulative length Same as usable Blend high metal
dents, of defects no more limits, with high (GEK 9250, 70-42-
scratches, than one thread metal. 00). Chase threads
gouges and length, without using a 0.5625-18
burrs on high metal. UNJF-3B tap.
threads of
tube nut.
(3) Nicks, Cumulative length Same as usable Blend high metal
dents, of defects no more limits, with high (GEK 9250, 70-42-
scratches, than one thread metal. 00). Chase threads
gouges and length, without using a 0.4375-20
burrs on high metal. UNJF-3A die.
threads of
tube
connector.
D. Bracket (6) for:
(1) Missing or Not allowed. Not repairable. Replace FMU
cracked manifold assembly.
bushing (7).
(2) Cracks. None allowed. Not repairable. Replace FMU
manifold assembly.
(3) Deformation. Any amount, if FMU Same as usable Cold-work to usable
manifold assembly limits. limits. Visually
can be assembled inspect, no cracks
normally with its allowed.
mating parts.

MM73-00-00
* * * FOR CT7-2E1
Figure 612 FMU Manifold Assembly - Inspection

MM73-00-00
FUEL SYSTEM - CLEANING
* * * FOR ALL
TASK 73-00-00-100-801
This section provides instructions for cleaning components of the fuel system.
Practices Manual GEK 9250, 70-20-00.
Table 701 contains the parts cleaning summary for the components of the fuel
system.
Engine Clean as Directed In Standard Clean as Directed In Maintenance
Component Practices Manual GEK 9250 Manual SEI-570
Components of --- Para 3
Main Fuel
Manifold
Electrical --- Para 9
Connectors
• Fuel Pressure
Switch • FMU •
HMU • ODV
Fuel Boost Pump --- Para 7
Fuel Filter --- Para 7
Bowl
Fuel Filter & --- Para 7
Fuel Injector
Filter
Fuel Injectors --- Para 5
Fuel Injector --- Para 10
Ports on
Midframe
Assembly
Fuel Pressure --- Para 6
Switch
Fuel Tubes 70-22-03 ---
• Main Fuel
Manifold •
Sequence Valve
or ODV
Manifold • HMU-
to-AGB Drain •
Main Fuel Feed
Hydromechanical --- Para 7
Control Unit
(HMU)

MM73-00-00
T2 Sensor --- Para 8

* * * FOR CT7-2A
Primer Nozzles --- Para 4
Sequence Valve --- Para 7
Sequence Valve --- Para 3
Manifold
Assembly
Start Feed Tube 70-22-03 ---
* * * FOR CT7-2D, CT7-2D1
Overspeed and --- Para 7
Drain Valve
Overspeed and --- Para 3
Drain Valve
Manifold
3. Overspeed and Drain Valve (ODV) Manifold, Sequence Valve Manifold, and Components
of Main Fuel Manifold.
P-D-680
SURFACES.
A. Using a lint-free towel saturated with dry cleaning solvent, wipe external
surfaces to remove grease, dirt, and oil.
B. Using dry, filtered, compressed air, dry component.
* * * FOR CT7-2A
MM73-00-00
4. Primer Nozzles.
A. Flow-check primer nozzle (TEST). If nozzle does not meet flow requirements,
reject nozzle.
B. If nozzle meets flow requirements, cleaning is not required.
* * * FOR ALL
5. Fuel Injectors.
A. Flow-check fuel injector (TEST). If fuel injector does not meet flow
requirements, reject fuel injector.
CAUTION: DURING THE POLISHING OF INTERNAL CONE ON INJECTOR TIPS, CLEAN, DRY,
FILTERED COMPRESSED AIR MUST FLOW THROUGH THE INJECTOR FUEL INLET PORT.
COMPRESSED AIR IS USED TO PREVENT ANY DEBRIS FROM ENTERING THE INJECTOR.
B. Clean and polish internal cone of injector tips as follows:
Using Cratex mandrel and Cratex point, and while holding the injector with
cone exit facing downward, polish internal cone of injector tips to a bright
smooth surface and at the same time blow clean, dry, filtered compressed air
through injector inlet port.
C. Using lint-free towels or equivalent, clean injector tips. Keep tip wet with
test fluid while cleaning.
SATURATED CLOTHING.
D. Preserve fuel injector by immersing only the cone end of injector into
lubricating oil, Grade 1010.
MM73-00-00
P-D-680
SURFACES.
CAUTION: ELECTRICAL CONNECTOR MAY BE COVERED WITH APPROVED PROTECTIVE CAP;
OTHERWISE, CLEANING SOLVENT MAY DAMAGE RUBBER SEALS ON CONNECTOR.
A. Using a lint-free towel soaked with dry cleaning solvent, wipe exterior
surfaces to remove dirt, oil, or grease.
B. Using dry, filtered, compressed air, dry pressure switch.
C. Clean electrical connector on pressure switch (para 9).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
7. Fuel Boost Pump, Hydromechanical Control Unit, FMU, Sequence Valve, Overspeed and
Drain Valve (ODV), Fuel Filter, Fuel Filter Bowl, and Fuel Injector Filter.
A. Using protective caps, cap all openings.
P-D-680
SURFACES.

MM73-00-00

B. Flush or spray-wash external surfaces with dry cleaning solvent to remove
grease, dirt, and oil.
C. Using dry, filtered, compressed air, dry component.
D. Clean electrical connectors on HMU and sequence valve or ODV (para 9).
* * * FOR ALL
8. T2 Sensor.
O-T-620
A. Immerse and agitate the sensor in a container that has clean trichloroethane.
CAUTION: • DO NOT DENT OR PUNCTURE SENSOR COVER, WHILE BRUSH-CLEANING.
• DO NOT PROBE HOLES WITH BRUSHES, WIRES, PENCILS, OR ANY POINTED OBJECT.
B. Using a soft bristle brush, remove dirt from outside surface of sensor.
C. Using a soft bristle bottle brush, remove dirt from inside surface of sensor.
D. Rinse T2 sensor in a container that has clean trichloroethane.

MM73-00-00

E. Holding the sensor with probe end up, blow dry sensor with low-velocity, low-
pressure compressed air. Blow air through aspirator holes to be certain that
the trichloroethane has drained properly.
A. Clean electrical connectors on HMU/FMU, fuel pressure switch, and sequence
valve or ODV as follows:
• DO NOT USE IT NEAR WELDING AREAS, A SOURCE OF CONCENTRATED ULTRAVIOLET
RAYS. INTENSE ULTRAVIOLET RAYS CAN CAUSE THE FORMATION OF TOXIC GAS.
• PROLONGED OR REPEATED CONTACT CAN CAUSE SKIN IRRITATION. WEAR APPROVED
GLOVES AND GOGGLES (OR FACE SHIELD) WHEN HANDLING, AND WASH HANDS
THOROUGHLY AFTER HANDLING.
TT-I-735
SURFACES.
SAFETY CONTAINER.
CONTINUITY.
MIL-C-81302
• AFTER PROLONGED SKIN CONTACT, WASH CONTACTED AREA WITH SOAP AND WATER,
MM73-00-00

GOGGLES.
(1) Hold spray nozzle 4-6 inches from electrical connector, and spray connector
with Miller-Stephenson solvent, or isopropyl alcohol, or
trichlorotrifluoroethane.
(2) Drain excess liquid immediately using dry, filtered compressed air, dry
electrical connector. Allow connector seals to air dry for 1 hour.
B. Install approved protective caps or equivalent, on all cleaned electrical
connectors.
10. Fuel Injector Ports on Midframe Assembly (Seating Surface for Fuel Injectors).
A. Coat surface A (Figure 701) of fuel injector boss lapping fixture 21C7748G01,
using the following lapping compounds:
• Grade A Fine, 280 Grit
• Grade B Medium, 240 Grit
• Grade C Medium Fine, 220 Grit
B. Insert a 1/4 inch drive socket wrench into socket end of lapping fixture.
Insert lapping fixture into midframe boss.
C. Gently rotate lapping fixture back and forth to remove carbon deposits or high
metal.
D. Remove lapping fixture from midframe boss.
P-D-680
SURFACES.

MM73-00-00

E. Using a lint-free towel soaked with dry cleaning solvent, remove lapping
compound from midframe boss and from inside bore of midframe.
F. Inspect fuel injector port for presence of carbon deposits or high metal. If
carbon deposits or high metal is still present, repeat steps A through E.

MM73-00-00
* * * FOR ALL
Fill I'-1CTOI lOS S

-
lAI'!'llii FIiTIJIIi ="
0
l
, 1 I
Fl.lL I ... CTOIt : SLIIfACl _
~Jt1L
,., ....
SECTION VI EW
Figure 701 Fuel Injector Port Sealing Surface - Cleaning

MM73-00-00, REPAIR 001
FUEL SYSTEM - REPLACEMENT OF FUEL HOSE FIRE SLEEVE - REPAIR
* * * FOR ALL
TASK 73-00-00-300-801
This procedure provides instructions for replacing the fuel hose fire sleeve on
main feed fuel hose assembly.
2. Procedure.
A. Remove damaged fire sleeve.
O-T-620
B. Using a lint-free towel soaked with trichloroethane, clean outer surface of
fuel hose.
C. Using a knife or hand shears, cut a 2.0-inch section of fire sleeve AE102-7.
WARNING: END DIP SEALANT
(AE13702-003/CD-1)
• INGESTION MAY CAUSE IRRITATION OR BURNING OF DIGESTIVE SYSTEM.
• CONTAINS MATERIALS KNOWN TO BE CARCINOGENS.
MATERIAL.
D. Dip both ends of fire sleeve into End Dip sealant AE13702-003/CD-1, to a depth
of 0.5-1.0 inch.
E. Allow sealant to dry at room temperature for 30-60 minutes.
F. Slide fire sleeve over fuel hose.
G. Using a soft-bristle brush and sealant AE13702-003/CD-1, seal any cracks in
fire sleeve created during installation.

MM73-00-00, REPAIR 002
FUEL SYSTEM - REPLACEMENT OF CAPTIVE BOLTS - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 73-00-00-300-802
This procedure provides instructions for replacing captive bolts on the fuel boost
pump, fuel filter head, sequence valve manifold, overspeed and drain valve (ODV)
manifold, sequence valve, and overspeed and drain valve (ODV).
2. Procedure.
A. Remove damaged captive bolt as follows:
(1) Cap or plug all openings.
CAUTION: DO NOT REMOVE DAMAGED CAPTIVE BOLT THROUGH ITS BOSS. THREADS OF BOSS MAY
BECOME DAMAGED.
(2) Using a wrench, hold head of captive bolt against flange of boss.
(3) Select appropriate die from Table 801, and chase threads of captive bolt.
TABLE 801. SIZE OF DIE
Captive Bolt Part
Number Die
3032T44P02 0.190-32 UNJF-3B inch
3032T53P01 0.250-28 UNJF-3B inch
(4) Remove captive bolt from boss by pulling on bolthead, away from part, and
turning bolt counterclockwise (CCW) until threads of captive bolt engage
threaded hole in boss. Then turn bolt CCW until it is disengaged.
(5) Inspect boss (INSPECTION) for damaged threads.
B. Install new captive bolt into hole of boss.

MM73-00-00, REPAIR 003
FUEL SYSTEM - REPLACEMENT OF SEQUENCE VALVE MANIFOLD OR OVERSPEED AND DRAIN VALVE ODV MANIFOLD ADAPTER
GASKET - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 73-00-00-300-803
This procedure provides instructions for replacing the adapter gasket on the
sequence valve manifold or the overspeed and drain valve (ODV) manifold.
2. Procedure.
A. Remove flathead screw (1, Figure 801).
B. Remove and discard adapter gasket (2).
C. Install new gasket (2) onto flange (3) of sequence valve manifold or ODV
manifold. Secure gasket (2) with screw (1).
D. Tighten screw (1) until gasket (2) makes metal-to-metal contact with flange
(3). Head of screw (1) must be 0.004-0.022 inch below surface of gasket.

MM73-00-00, REPAIR 003
FUEL SYSTEM - REPLACEMENT OF SEQUENCE VALVE MANIFOLD OR OVERSPEED AND DRAIN VALVE ODV MANIFOLD ADAPTER
GASKET - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Manifold Adapter Gasket (Typical) - Replacement

MM73-00-00, REPAIR 004
FUEL SYSTEM - REPLACEMENT OF TUBE REDUCER AND UNION - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 73-00-00-300-804
This procedure provides instructions for replacing the tube reducer and union on
the hydromechanical control unit (HMU).
2. Procedure.
A. Replace tube reducer (3, Figure 801) as follows:
(1) Remove tube reducer (3) from fuel outlet port (1).
(3) Install new packing (2) on new tube reducer (3).
(4) Install tube reducer in fuel outlet port (1) handtight.
(5) Torque tube reducer (3) to 45-50 lb in.
B. Replace union (4, Figure 801) as follows:
(1) Remove union (4) from PS3 inlet port (6).
(3) Install new packing (5) on new union (4).
(4) Install union (4) in PS3 inlet port (6) handtight.
(5) Torque union (4) to 45-50 lb in.

MM73-00-00, REPAIR 004
FUEL SYSTEM - REPLACEMENT OF TUBE REDUCER AND UNION - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Fuel Fitting and Union - Replacement

MM73-00-00, REPAIR 005
FUEL SYSTEM - LUBRICATION OF HYDROMECHANICAL CONTROL UNIT HMU SPINDLES TO RELIEVE BINDING - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 73-00-00-300-805
This procedure provides instructions for lubricating the hydromechanical control
unit (HMU) spindles to relieve binding.
2. Procedure.
A. Check torque of Power Available Spindle (17, fig. 801) and Load Demand Spindle
(11) and record.
B. Position HMU with spindles (11, 17) facing up and do the following:
IRRITATION.
ATTENTION.
(1) Using Marvel lubricating oil, lubricate the spindle (11, 17) that is
binding.
(2) Rotate binding spindle back and forth several times, then allow oil to soak
for two hours.
(3) Recheck torque on spindles (11, 17) and record.
(4) If torque is not within limits (INSPECTION), repeat steps (1) through (3).
(5) If spindle (11, 17) is still binding, do the following:
NOTE: Be sure to record the position of stop plate (5). Stop plate must be
reinstalled in its original position.
(a) Record position of stop plate (5).
(b) Remove snapring (4) and stop plate (5) from spindles (11, 17).
(c) Using Marvel lubricating oil, lubricate the binding spindle and allow
to soak for one hour.
(d) Check torque of Power Available Spindle (17) and record. If torque is
out of limits (INSPECTION), install stop plate (5) and snapring (4)
onto spindles (11, 17) and replace HMU. If torque is within limits
(INSPECTION), go to step (e).
(e) Check torque of Load Demand Spindle (11) and record. If torque is
within limits (INSPECTION), go to step C. If torque is out of limits
(INSPECTION), go to step D.
C. Install stop plate (5) and snapring (4) as follows:

MM73-00-00, REPAIR 005

P-D-680
SURFACES.
DIZZINESS.
(1) Using dry cleaning solvent P-D-680, clean stop plate (5) and snapring (4).
NOTE: Stop plate (5) must be installed in the position recorded during removal.
(2) Install stop plate (5) over spindle (11 or 17) as applicable, in the same
position recorded in step B.(5)(a). Be sure the small punch mark is facing
up.
(3) Install snapring (4).
D. If Load Demand Spindle (11) torque was out of limits, remove Load Demand
Spindle as follows:
CAUTION: BE SURE A MINIMUM OF 12 INCHES SAFETY WIRE EXTENDS OUTSIDE HMU HOUSING.
RETAINING PLUG IS SPRING LOADED AND WILL FALL BACK INTO THE HOUSING WHEN
HEADED STRAIGHT PIN (2) IS REMOVED.
(1) Install safety wire (0.032 inch diameter) in hole of spring retaining plug
(3).
(2) Remove and discard cotter pin (1) that retains headed straight pin (2).
Pull on safety wire attached to spring retaining plug (3) to aid in removal
of pin. The retaining plug is spring loaded; release this load by allowing
the retaining plug and safety wire to slide into the HMU housing.
CAUTION: DO NOT REMOVE OR MOVE BOLT (6). IT IS PRESET AT THE FACTORY TO INDEX THE
ADJUSTMENT PLATE ASSEMBLY (10).
(3) Loosen bolt (7) approximately two turns and remove two bolts (8) and two
washers (9).
(4) Remove adjustment plate assembly (10).
(5) Remove Load Demand Spindle (11) by turning spindle to clear linkage inside
the HMU. Remove and discard packing (12).
(6) Remove and discard packing (13) from Load Demand Spindle bore (11) of HMU
housing.
E. Install Load Demand Spindle (11) as follows:
P-D-680

MM73-00-00, REPAIR 005
SURFACES.
DIZZINESS.
(1) Clean Load Demand Spindle (11), adjustment plate assembly (10), snapring
(4), stop plate (5), and Load Demand Spindle bore with dry cleaning solvent
P-D-680.
(2) Lubricate packing (13) PN MS9021-013 with petrolatum and install into Load
Demand Spindle bore of HMU (14).
(3) Lubricate packing (12) PN MS9021-018 with petrolatum and install onto Load
Demand Spindle (11). Install Load Demand Spindle into bore of HMU (14).
WARNING: MO-LITH NO. 2
• AVOID CONTACT WITH EYES. MAY CAUSE EYE IRRITATION.
• WASH HANDS AND ANY OTHER BODY AREAS IN CONTACT WITH SUBSTANCE THOROUGHLY
AFTER HANDLING.
• IN CASE OF EYE CONTACT, FLUSH EYES WITH WATER FOR 15 MINUTES. GET
(4) Install adjustment plate assembly (10) over Load Demand Spindle (11).
Lubricate threads of two bolts (8) with Mo-Lith No. 2. Secure adjustment
plate with two bolts (8) and two washers (9). Tighten bolts only handtight.
(5) Rotate adjustment plate (10) until bolt (6) touches the head of bolt (8).
Tighten bolt (7) so that it touches the head of bolt (8). Torque bolts (8)
to 32-48 lb in.
(6) Install stop plate (5) over spline of Load Demand Spindle (11). Be sure
that stop plate is reinstalled in position recorded in step B.(5). The
small punch mark on the stop plate must face outward. Install snapring (4)
onto power shaft spindle.
CAUTION: DO NOT PULL SPRING RETAINING PLUG (3) OUT BEYOND ALIGNMENT HOLE OR
PACKING (15) MAY BE DAMAGED.
(7) Using the 0.032 inch diameter safety wire, pull spring retaining plug (3)
outward until hole in spring retaining plug aligns with hole in HMU (14).
Install headed straight pin (2). Secure headed straight pin with cotter pin
(1).
(8) Remove and discard safety wire from spring retaining plug (3).

MM73-00-00, REPAIR 005
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Hydromechanical Control Unit Spindle - Lubrication

MM74-00-00
ELECTRICAL SYSTEM - DESCRIPTION AND OPERATION
* * * FOR ALL
TASK 74-00-00-870-801
The electrical system consists of:
• Ignition system
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Electrical Control Unit (ECU)
* * * FOR CT7-2E1
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• History Recorder
* * * FOR ALL
• Alternator
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Np sensor (Power turbine speed sensor)
• Torque and overspeed sensor assemblies
* * * FOR CT7-2E1
• Two Np/Q sensors (Power turbine speed/torque sensors)
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Yellow electrical cable
* * * FOR ALL
• Blue electrical cable
• Green electrical cable
The EECU controls engine starting and shutdown, fuel metering, compressor variable
geometry position, engine ignition, and engine anti-ice bleed, and provides engine
overspeed detection and shutdown. The EECU operates on either engine mounted
alternator power or airframe supplied 28V dc. The alternator provides power to the
EECU when the engine is at or above ground idle. The airframe power is used when
the engine is below ground idle or there is a failure with the alternator. The
EECU controls the engine and annunciates status by monitoring the P0 sensor, T2
sensor, P3 sensors, Np/Q sensors, Ng sensors, ITT (T4.5) harness, oil temperature
detector, low oil indicator sensor, fuel filter impending bypass switch, oil
filter impending bypass switch, oil pressure transmitter, electrical chip
detector, and the fuel pressure switch. The EECU electrically receives discrete
inputs, collective position and crank/stop/idle/flight switch position from the
aircraft. The EECU provides relay outputs to the aircraft for starter command and
engine out indication. The EECU sends data to and receives data from the airframe
via ARINC 429 data buses.
3. Description.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
A. Ignition System.

MM74-00-00
The ignition system is a noncontinuous, ac-powered capacitor discharge type.

It includes two igniter plugs, two electrical ignition leads, and an ignition
exciter. Power is supplied to the ignition exciter by the engine's alternator
during starting only. There is a switch in the cockpit for turning ignition on
or off.
* * * FOR CT7-2E1
B. Ignition System.
The ignition system is a continuous-duty, AC-powered, capacitor discharge
ignition exciter assembly. Power is supplied to the ignition exciter assembly
by the engine's alternator as commanded by the EECU. The ignition exciter is
an engine-mounted unit that accepts single-phase alternating current power
from the engine-mounted alternator and provides two independent power outputs
to redundant spark igniters for the engine combustor. The exciter has a single
charging circuit and two independent parallel capacitive discharge circuits.
The igniter plugs are semiconductor, surface-type spark plugs that supply an
electrical discharge to ignite the fuel in the combustion liner.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
C. Electrical Control Unit (ECU).
The ECU is a solid-state electronic device mounted below the compressor
casing. The forward face of the ECU juts into the scroll case. It is cooled by
the airflow through the scroll case. There are four electrical connectors on
the rear of the ECU. They connect to other engine control components, to
aircraft systems, and to diagnostics equipment. The function of the four
connectors and the functions of the ECU are described in 72-00-00, DESCRIPTION
AND OPERATION.
* * * FOR CT7-2E1
D. Electronic Engine Control Unit (EECU).
The EECU is composed of two independent control channels packaged into a
single mechanical housing. Each channel receives both analog and discrete
inputs from the engine and airframe. The EECU is designed such that either
channel can perform all engine control functions. Normally, one channel
commands all actuators while the other channel is in a standby mode. The
exception is the overspeed system, which is active in both channels at all
times to ensure independent overspeed protection. Each channel monitors both
its own health and the health of the other channel. The channel with the best
capability to run the engine will always assume control. The EECU channels
each determine which of the redundant signals available should be used for
engine control.
Ignition is controlled automatically and sequenced by the EECU in response to
signals received from the aircraft. The anti-ice function is controlled by the
EECU in response to pilot inputs. In addition, the EECU reads all fuel and
lube sensors, with information sent to the aircraft by data bus.
The EECU is air cooled by cooling fins that extend into the air system scroll
case.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
E. History Recorder.
The history recorder mounts at the 2 o'clock position on the swirl frame.
MM74-00-00
Signals are sent to the history recorder by the ECU. The recorder displays two
readouts of low-cycle fatigue (LCF) events, a time-temperature index, and
engine operating hours. These readouts cannot be reset to zero. Screws under
the display windows hold the indicators in place. They are not adjustment or
reset screws. The functions for the these readouts are described in 72-00-00,
DESCRIPTION AND OPERATION.
* * * FOR ALL
F. Alternator.
The alternator mounts on the front of the accessory gearbox. It has three
separate windings as follows:
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Alternator winding No. 1 - ignition exciter assembly.
• Alternator winding No. 2 - electrical control unit and Np overspeed
protection system.
• Alternator winding No. 3 - Ng signal for cockpit.
* * * FOR CT7-2E1
• Alternator winding No. 1 - ignition exciter assembly.
• Alternator windings No. 2 and 3 - one for each channel of EECU.
• Alternator winding No. 4 - Ng signal for cockpit.
* * * FOR ALL
G. Thermocouple Assembly.
The thermocouple assembly is a seven-probe harness with chromel-alumel
junctions. Resistance checks for open or grounded circuits can be made through
the S39 connector, using the ECU circuit continuity tester. The temperature of
the gases is measured at the power turbine inlet. From there, a signal is sent
to the T4.5 limiting systems in the ECU. The ECU relays the signal to a T4.5
indicator in the cockpit and to the history recorder.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
The ITT thermocouple harness senses the average gas temperature using
immersion probes at the inlet to the power turbine. The harness is an assembly
of seven thermocouples that are connected to the Channel A E1 connector of the
EECU. Four of the seven probes are electrically averaged within the harness
and the average is used in EECU Channel A for control purposes. The other
three probes are electrically averaged within the harness, and the result is
passed directly within the EECU from the Channel A E1 connector through to
EECU channel B. During normal operation a weighted average is computed in
software so that the engine operates on the average of all seven probes.
* * * FOR CT7-2E1
* * * FOR CT7-2A, CT7-2D, CT7-2D1
H. Np Sensor and Torque and Overspeed Sensor.
These are identical and interchangeable sensors which sense power turbine
speed and torque. The sensors are located in the exhaust frame. The Np sensor
extends through the strut at the 10:30 o'clock position and the torque and
overspeed sensor extends through the strut at the 1:30 o'clock position. The
sensors send pulses generated by teeth on the power turbine drive shaft.
(1) The Np sensor sends a pulsed signal to the ECU where it is computed into a
MM74-00-00
speed signal. This signal is used by the Np governing system for basic
power turbine speed control. The ECU also relays the signal to the Np
indicator in the cockpit.
(2) The torque and overspeed sensor sends a pulsed signal to the ECU where it
is computed to a torque signal and a speed signal. The speed signal is used
by the Np overspeed protection system. The torque signal is relayed by the
ECU to an indicator in the cockpit. In twin-engine aircraft, the torque
signals are relayed between the ECUs of both engines for load-sharing.
* * * FOR CT7-2E1
I. Power Turbine Speed/Torque (Np/Q) Sensors.
Two separate reluctance sensors measure power turbine speed and torque. The
sensors measure the passing of four intermeshed gear teeth located on two
coaxial paramagnetic rotating shafts. Two of the teeth are on the loaded power
turbine output shaft and the other two, at 90° to the first pair, are on an
unloaded reference shaft that does not twist with power turbine torque. Power
turbine speed is measured from the average velocity of the passing teeth.
Torque is calculated by measuring the time difference between consecutive
passing teeth (one on the loaded shaft; the next on the reference shaft).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
J. Yellow Electrical Cable.
The yellow electrical cable is completely contained on the engine without any
aircraft connections. It provides the following:
• Wiring for operation of engine ignition system
• Power for ECU operation supplied from the alternator
• T4.5 signal to ECU
• Np speed signal to ECU
• Transfers control signals from the ECU to the history recorder
• Transfer control signal from the ECU to the HMU.
K. Blue Electrical Cable.
The blue electrical cable is completely contained on the engine without any
aircraft connections. It transfers signals to the ECU for torque and Np
overpseed determination. It also transfers the actuation signal from the ECU
to the sequence valve or the overspeed and drain valve for reducing or
shutting off fuel flow when a power turbine overspeed occurs.
L. Green Electrical Cable.
The green electrical cable connects to the aircraft E3 electrical connector
and conducts instrumentation signals for Ng, fuel filter bypass indication,
oil filter bypass indication, engine chip detector signal, oil temperature and
pressure signal, anti-icing valve position indication, and fuel pressure
switch.
* * * FOR CT7-2E1
M. Blue Electrical Cable.
The blue electrical cable is completely contained on the engine without any
aircraft connections. It transfers signals to the EECU from the anti-icing
bleed and start valve, P0 sensor, P3 sensor, FMU, left Np/Q sensor,
thermocouple assembly, impending bypass switch, low oil indicator sensor, and
the oil temperature detector.
MM74-00-00
N. Green Electrical Cable.

The green electrical cable is completely contained on the engine without any
aircraft connections. It transfers signals to the EECU from the anti-icing
bleed and start valve, alternator stator, P3 sensor, ignition exciter, FMU,
right Np/Q sensor, oil pressure transmitter, electrical chip detector, oil
filter impending bypass sensor, and the fuel pressure switch.

MM74-00-00
ELECTRICAL SYSTEM - REMOVAL AND INSTALLATION
* * * FOR ALL
TASK 74-00-00-400-801
A. This section provides instructions for removing and installing components of
the electrical system. Before starting any of the following procedures, read
ASSEMBLY AND DISASSEMBLY TECHNIQUES in Standard Practices Manual GEK 9250, 70-
10-00.
B. Unless otherwise specified, all illustrations apply to the CT7-2A/-2D/-2D1/-
2E1 engines, even though only one representative view is shown.
• IF THERE IS ANY PROLONGED CONTACT WITH THE SKIN, WASH AREA WITH SOAP AND
WATER. IF SOLUTION CONTACTS EYES, FLUSH EYES WITH WATER IMMEDIATELY. REMOVE
SATURATED CLOTHING.
CAUTION: TO PREVENT MOISTURE INSIDE OF ELECTRICAL CONNECTORS, DO NOT LUBRICATE
THREADS OF ELECTRICAL CONNECTORS.
C. Unless otherwise specified, lubricate packings (O-rings), and threads of all
nuts, bolts, studs, and threaded connectors (except electrical) with a light
coat of lubricating oil.
WARNING: ASBESTOS
HARDWARE.
D. Some engine parts may contain asbestos, which is highly toxic to skin, eyes,
environmental controls concerning asbestos Otherwise, personal injury may
result.

MM74-00-00

E. The following is a list of major line replaceable units (RLUs) that can be
aircraft.
• Igniter plugs
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Electrical Control Unit (ECU)
• History Recorder
* * * FOR CT7-2E1
* * * FOR ALL
• Ignition Leads
• Exciter Assembly
• Green Electrical Cable
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Yellow Electrical Cable
* * * FOR ALL
• Blue Electrical Cable
• Alternator Stator
• Thermocouple Assembly
• Torque and Overspeed Sensor
• Np Sensor
2. Removal and Installation of Electrical Connectors with Knurled Coupling Rings.
NOTE: • Throughout this chapter, there are procedures to remove and install electrical
cable assemblies. The procedures that follow apply to cable assemblies that have
knurled coupling rings.
• The use of soft-jaw pliers (padded) is recommended to loosen and tighten the
electrical connectors to ensure that the colored ring (witness line) on the non-
coupling type connectors will be covered, and to tighten the connector to its
maximum extent.
A. Loosen the electrical connectors of cable assemblies as follows:
CAUTION: DO NOT USE HARD-JAW PLIERS WHEN YOU LOOSEN THE KNURLED COUPLING RINGS ON
THE ELECTRICAL CONNECTORS. DAMAGE TO THE CABLE ASSEMBLY CAN OCCUR.
(1) Use soft-jaw pliers and loosen the knurled coupling ring on the electrical
cable connector.
(2) Use your hand and disconnect the cable connector from the mating connector.
B. Install the electrical connectors of cable assemblies as follows:

MM74-00-00
CAUTION: • DO NOT USE HARD-JAW PLIERS WHEN YOU TIGHTEN THE KNURLED COUPLING RINGS
ON THE ELECTRICAL CONNECTORS. DAMAGE TO THE CABLE ASSEMBLY CAN OCCUR.
• DO NOT LUBRICATE THE ELECTRICAL CONNECTORS. DAMAGE TO THE SYSTEM CAN
OCCUR.
(1) Use your hand and thread the knurled coupling ring (on the cable connector)
onto the mating receptacle connector. If the coupling ring is difficult to
thread, do an inspection of the connectors for crossed threads, bent pins,
and damaged keys or slots.
(2) Alternately, push the backshell of the cable connector into the receptacle,
and turn the coupling with your hand until the connector is firmly seated
onto its mating connector (the colored witness line is covered). Tighten
the knurled coupling ring to its maximum extent.
(3) If you cannot turn the knurled coupling ring beyond the colored witness
coupling to fully cover the colored witness line, and to tighten the
connector to its maximum extent.
3. Igniter Plugs.
A. Removal.
GROUNDED.
CAUTION: DO NOT DAMAGE FUEL START MANIFOLD TUBE (1, Figure 401) WITH WRENCH WHEN
REMOVING IGNITION LEAD AND NUT.
NOTE: Igniter plugs are located at 4 and 8 o'clock positions on midframe. The
procedure that follows will be used to remove both igniter plugs.
(1) Disconnect coupling nut (5, Figure 401) on ignition lead (6) from igniter
plug (2).
(2) Ground center conductor (4) as follows:
(a) Push back coupling nut (5) on lead (6) to expose center conductor (4).
(b) Hold an insulated screwdriver by the handle, and touch tip of
screwdriver to midframe.
(c) Touch conductor (4) to shank of screwdriver. Sparks observed during
grounding indicate a defective ignition exciter; replace defective
ignition exciter.
(3) Remove nut (3) from midframe port (7).
DO NOT USE EXCESSIVE FORCE/TORQUE WHEN REMOVING OR INSTALLING AN IGNITER
PLUG. EXCESSIVE FORCE/TORQUE WILL DAMAGE THE IGNITER PLUG BOSS AND MAY
CAUSE THE MIDFRAME TO RUPTURE.
(4) Remove igniter plug (2) from midframe port (7).
MM74-00-00
SURFACES.
• AFTER ANY PROLONGED CONTACT WITH SKIN, WASH CONTACTED AREA WITH SOAP AND
WATER. REMOVE OIL-SATURATED CLOTHING. IF VAPORS CAUSE DROWSINESS, GO TO
FRESH AIR.
• WHEN APPLYING LIQUID BY BRUSH OR AEROSOL SPRAY AT UNEXHAUSTED WORKBENCH,
WEAR APPROVED RESPIRATOR AND GOGGLES.
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
(5) If igniter plug (2) is hard to remove, apply Zyglo penetrant to threads of
igniter plug; let the penetrant soak for 30 minutes; then remove igniter
plug.
NOTE: • Tip of igniter plug can enlarge due to swelling of the semiconductor
material inside the tip as well as the outer shell material itself.
• When tip of igniter plug enlarges, igniter plug may be difficult to remove
from combustion liner.
(6) If igniter plug (2) is still hard to remove (due to tip enlargement), do
the following:
(a) Remove fuel injector (73-00-00), the one adjacent to igniter plug that
is hard to remove.
(b) Using igniter removal fixture 2C90765G01 (Figure 402), remove igniter
plug (11) as follows:
1 Pull out igniter plug (11) as far as possible.
2 Insert arm 2C90765P02 (part of 2C90765G01) (8) into fuel injector
port (13) so that slotted foot (7) is perpendicular to axial
centerline of engine and pointing downward.
3 Pull the arm (8) outward slightly so that it clears combustion liner
igniter ferrule (12).
4 Slowly rotate arm (8) 90° clockwise until the slotted foot (7)
engages the igniter barrel. Slowly push the arm (8) in until it
bottoms on igniter ferrule (12).
5 Thread knurled nut 2C90765P03 (part of 2C90765G01) (9) into fuel
injector port (13). While holding arm (8) firmly against igniter
ferrule (12), hand-tighten nut (9).
6 Thread igniter plug retaining nut (10) into igniter boss before
installing puller 2C90765P05 (part of 2C09765G01) (6). This will
prevent igniter plug (11) from rotating and will ease assembly of
puller (6) onto igniter plug (11).
CAUTION: BE SURE THAT PULLER (6) IS FULLY THREADED ONTO IGNITER PLUG (11)
TO PREVENT DAMAGING IGNITER THREADS.
7 Thread puller (6) onto igniter plug (11). Be sure that puller (6) is
fully threaded onto igniter plug (11).
8 Back off igniter plug retaining nut (10) from igniter boss. Be sure
that nut (10) from igniter boss. Be sure that nut is fully
disengaged from the igniter boss.
9 Install one end of strap 2C90765P06 (part of 2C90765G01) (3),
MM74-00-00
resting against stop (1), on arm (8) and other end of strap (3) on
puller (6).
10 Secure strap (3), using hex nut MS51972-2 (part of 2C90765G01) (2)
on arm (8). Secure strap (3) on puller (6), using spherical washer
(part of 2C90765G01) (5) and hex nut MS51972-3 (part of 2C90765G01)
(4). Tighten (15° wrench-arc) both hex nuts (2, 4).
11 Using a 9/16-inch open-end wrench on puller hex nut (4) and a 7/8-
inch open-end wrench on flat of puller (6), hold puller (6) to
prevent it from rotating while wrenching clockwise on puller hex nut
(4). Continue wrenching nut until igniter tip is free from igniter
ferrule (12).
12 Remove strap (3), two hex nuts (2, 4), washer (5), puller/igniter
assembly, and arm (8) from engine.
13 Remove igniter plug (11) from the puller (6) and reassemble parts of
fixture.
14 Discard igniter plug (11).
15 Install previously removed fuel injector (73-00-00).
* * * FOR ALL
B. Installation.
NOTE: Igniter plugs are located at 4 and 8 o'clock positions on midframe. The
procedure that follows will be used to install both igniter plugs.
BRAYCOTE 655
(1) Before installing igniter plug (2, Figure 401) into midframe port (7),
inspect threads of nut (3) for dry lubricant. If threads are dry, coat
threads with antiseize thread compound (Braycote 655).
CAUTION: • DO NOT DAMAGE FUEL START MANIFOLD TUBE (1) WITH WRENCH WHEN INSTALLING
NUT (3) AND IGNITION LEAD (6).
• IGNITION LEAD MAY BE DAMAGED IF ROTATED WHEN TIGHTENING NUT (3).
(2) Holding igniter plug in position, install nut (3). To prevent lead from
rotating jiggle lead while hand-tighten nut until a sharp rise in
resistance is felt. Tighten (15° wrench-arc) nut.
(3) Connect ignition lead (6) to igniter plug (2) as follows:
(a) Pull back coupling nut (5) to expose center conductor (4).
CAUTION: BE SURE NOT TO BEND CENTER ELECTRODE OF PIN IN IGNITER PLUG;
OTHERWISE, IGNITION LEAD WILL NOT ALIGN WITH IGNITER PLUG.
(b) Align and place center conductor (4) of ignition lead (6) over center
electrode of igniter plug (2). Be sure conductor is firmly seated.
DO NOT USE EXCESSIVE FORCE/TORQUE WHEN REMOVING OR INSTALLING AN
IGNITER PLUG. EXCESSIVE FORCE/TORQUE WILL DAMAGE THE IGNITER PLUG

MM74-00-00
BOSS AND MAY CAUSE THE MIDFRAME TO RUPTURE.

CAUTION: • DO NOT EXCEED 15° WRENCH-ARC. OTHERWISE, MIDFRAME BOSS WILL CRACK.
• IGNITION LEAD MAY BE DAMAGED IF ROTATED WHEN TIGHTENING COUPLING
NUT.
(c) To prevent lead from rotating, jiggle lead while hand-tightening
coupling nut (5) until a sharp rise in resistance is felt. Tighten (15°
(4) Do required checks (72-00-00, TEST). If leaks occur at igniter plugs, do
not exceed 15° wrench arc when retightening retaining nuts (5).

MM74-00-00
* * * FOR ALL
Figure 401 Igniter Plugs - Removal and Installation

MM74-00-00
* * * FOR ALL
Figure 402 Bulged Igniter Plug - Removal

* * * FOR CT7-2A, CT7-2D, CT7-2D1
4. Electrical Control Unit, Scroll Seal, and Bracket.
A. Removal.
(1) Disconnect electrical connectors (13, 14, 15, Figure 403).
(2) Loosen two bolts (10), but do not remove them.
(3) Loosen captive bolt (11).
(4) Remove electrical control unit (ECU) (9) by sliding it out of bracket (5).
(5) Remove scroll seal (8) and save seal for installation.
(6) If bracket (5) will not be removed, cover scroll case opening with masking
MM74-00-00
tape or equivalent. Otherwise, go to step (7).

(7) Remove bracket (5, Figure 403) as follows:
(a) Remove two bolts (12) that secure bracket (5) to forward flange of
compressor case.
(b) Remove two bolts (7) and two self-locking nuts (6) that secure bracket
to compressor case rib.
(c) Remove bracket (5).
(d) Cover scroll case opening with masking tape or equivalent.
B. Installation.
(1) If bracket (5, Figure 403) was not removed, remove masking tape from scroll
case opening. Otherwise, go to step (2).
(2) Install bracket (5) as follows:
(a) If present, remove masking tape from scroll case opening.
(b) Align aft holes in brackets (5) with holes in compressor case rib and
install two bolts (7) and two self-locking nuts (6). Torque bolts to
45-50 lb in.
(c) Attach forward end of bracket (5) to forward flange of compressor case,
using two bolts (12). Torque bolts to 45-50 lb in.
(3) Install scroll seal (8) onto ECU (9).
(4) Slide ECU (9) into bracket (5) so that two bolts (10) fit into slots in
bracket (5).
(5) Tighten captive bolt (11). Torque bolt to 45-50 lb in.
(6) Tighten two bolts (10). Be sure there is metal-to-metal contact between
bracket (5) and ECU (9).
NOTE: The yellow cable on CT7-2D1 engine has one less keyway on the electrical
connector (13) than the electrical connector used on CT7-2A/-2D engines.
The CT7-2D1 murphy-proofed electrical connector prevents using a CT7-2D1
ECU on a CT7-2A/-2D engine.
(7) Connect electrical connectors (13, 14, 15). Do not try to force electrical
connector (13) onto ECU. If connector cannot be installed onto ECU, check
part number of ECU.

MM74-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 403 Electrical Control Unit (ECU), Scroll Seal, and Brackets -
* * * FOR CT7-2E1
5. Electronic Engine Control Unit (EECU), Scroll Seal, and Bracket.
A. Removal.
(1) Disconnect electrical connectors (1, 2, Figure 403A) from EECU (3). If
either electrical connector is difficult to loosen, do as follows:
MM74-00-00
connector on the FMU (3).
(3) Loosen two bolts (4), but do not remove them.
(4) Loosen captive bolt (5).
(5) Remove EECU (3) by sliding it out of bracket (6).
(6) Remove scroll seal (7) and save seal for installation.
(7) If bracket (6) will not be removed, cover scroll case opening with masking
tape or equivalent. Otherwise, go to step (8).
(8) Remove bracket (6) as follows:
(a) Remove two bolts (8) that secure bracket (6) to forward flange of
compressor case.
(b) Remove two bolts (9) and two self-locking nuts (10) that secure bracket
to compressor case rib.
(c) Remove bracket (6).
(d) Cover scroll case opening with masking tape or equivalent.
B. Installation.
(1) If bracket (6, Figure 403A) was not removed, remove masking tape from
scroll case opening. Otherwise, go to step (2).
(2) Install bracket (6) as follows:
(a) If present, remove masking tape from scroll case opening.
(b) Align aft holes in bracket (6) with holes in compressor case rib and
install two bolts (9) and two self-locking nuts (10). Torque bolts to
45-50 lb in.
(c) Attach forward end of bracket (6) to forward flange of compressor case,
using two bolts (8). Torque bolts to 45-50 lb in.
(3) Install scroll seal (7) onto EECU (3).
(4) Slide EECU (3) into bracket (6) so that two bolts (4) fit into slots in
bracket (6).
(5) Tighten captive bolt (5). Torque bolt to 45-50 lb in.
(6) Tighten two bolts (4). Be sure there is metal-to-metal contact between
bracket (6) and EECU (3).
(7) Connect electrical connectors (1, 2) to EECU (3) as follows:
RING ON THE ELECTRICAL CONNECTOR. DAMAGE TO THE CABLE ASSEMBLY CAN
OCCUR.
SYSTEM CAN OCCUR.

MM74-00-00
maximum extent.

MM74-00-00
* * * FOR CT7-2E1
Figure 403A. Electronic Engine Control Unit (EECU), Scroll Seal, and
Bracket - Removal and Installation
* * * FOR CT7-2A, CT7-2D, CT7-2D1
6. History Recorder.
A. Removal.
(1) If history recorder is going to be replaced, record readouts in engine log
book.
(2) Disconnect electrical connector (yellow cable) (4, Figure 404).
CAUTION: DO NOT ALLOW GROUNDING STRAP (1) TO TWIST WHEN LOOSENING CAPTIVE BOLTS.
OTHERWISE, STRAP MAY BE DAMAGED.

MM74-00-00
(3) Loosen three captive bolts (2).

(4) Remove history recorder (3).
B. Installation.
(1) If history recorder was replaced, obtain readouts on replacement history
recorder and record them in engine log book.
CAUTION: DO NOT ALLOW GROUNDING STRAP (1) TO TWIST WHEN TIGHTENING CAPTIVE BOLTS.
OTHERWISE, STRAP MAY BE DAMAGED.
(2) Install history recorder (3, Figure 404) with three captive bolts (2).
Torque bolts to 18-22 lb in.
(3) Connect electrical connector (yellow cable) (4).

MM74-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 404 History Recorder - Removal and Installation

7. History Recorder Guard.
A. Removal.
(1) Remove two screws (1, Figure 405) and two washers (2).
(2) Remove history recorder guard (3) from history recorder (4).
B. Installation.
(1) Install replacement guard (3, Figure 405) over readout window (5) of
history recorder.
(2) Install two washers (2), and hand-tighten two screws (1).
(3) Torque screws to 4.5-5.0 lb in.

MM74-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 405 History Recorder Guard - Removal and Installation

* * * FOR ALL
8. Electrical Ignition Leads.
A. Removal.
GROUNDED.
(1) Disconnect coupling nut (12, Figure 406) on right ignition lead (11) from
igniter plug (1).
(2) Ground center conductor of ignition lead to engine. Sparks observed during
grounding indicate a defective ignition exciter. Replace defective ignition
exciter when installing ignition leads.
(3) Disconnect coupling nut (9) on left ignition lead (3) from igniter plug
(8).
exciter when installing ignition leads.
(5) Disconnect coupling nuts (4, 10) on ignition leads (3,11) from ignition
exciter (5).
(6) Remove right ignition lead (11) from bracket (2).
(7) Remove left ignition lead (3) from clip support (6) and bracket (7).
B. Installation.
(1) Pull back coupling nuts (4, 10, Figure 406) on straight ends of left and
right ignition leads (3, 11) and expose connectors.

MM74-00-00
CAUTION: BE SURE NOT TO BEND PIN IN IGNITION EXCITER CONNECTOR. OTHERWISE, PIN
MAY BE DAMAGED.
(2) Align and place connector of left ignition lead (3) over pin in center
connector of ignition exciter (5). Align and place connector of right
ignition lead (11) over pin in lower connector of ignition exciter (5). Be
sure connectors are firmly seated.
(3) Loosely connect coupling nuts (4, 10).
(4) Route end of left ignition lead (3) under engine.
(5) Pull back coupling nut (9) on angled-end of left ignition lead (3) to
expose connector.
CAUTION: BE SURE NOT TO BEND PIN IN IGNITER PLUG. OTHERWISE, PIN MAY BE DAMAGED.
(6) Align and place ignition lead connector over pin of igniter plug (8). Be
sure connector is firmly seated.
(7) Pull back coupling nut (12) on angled-end of right ignition lead (11) to
expose connector.
CAUTION: BE SURE NOT TO BEND PIN IN IGNITER PLUG.
(9) Loosely connect coupling nuts (9, 12) onto igniter plugs (1, 8).
(10) Snap right ignition lead (11) into clip support on bracket (2). Snap left
ignition lead (3) into clip support (6) and clip support on bracket (7).
(11) Tighten coupling nuts (4, 9, 10, 12) on ignition leads (3, 11) until a
sharp rise in resistance is felt. Then tighten (15° wrench-arc) coupling
nuts.

MM74-00-00
* * * FOR ALL
Figure 406 Electrical Ignition Leads - Removal and Installation

9. Ignition Exciter Assembly and Bracket.
A. Removal.
GROUNDED.
(1) Disconnect coupling nut (2, Figure 407) on right ignition lead (3) from
ignition plug (1).
(2) Ground center conductor of ignition leads to engine. Sparks observed during
exciter at installation.
(3) Disconnect coupling nut (6) on left ignition lead (4) from igniter plug
MM74-00-00
(5).
exciter at installation.
(5) Disconnect coupling nuts (10, 11) on ignition leads (3, 4) from ignition
exciter assembly (9).
(6) Disconnect electrical connector (12).
CAUTION: DO NOT ALLOW GROUNDING STRAP (7) TO TWIST WHEN LOOSENING BOLT.
OTHERWISE, GROUNDING STRAP MAY BE DAMAGED.
(7) Loosen three bolts (8).
NOTE: The ignition exciter assembly is an electronic device and may be damaged
if dropped.
(8) Remove ignition exciter assembly (9) from its mounting bracket.
(9) Remove ignition exciter bracket as follows:
(a) Remove three bolts and nuts that secure ignition exciter bracket (1,
Figure 403) to compressor case.
(b) Remove exciter bracket (1).
B. Installation.
CAUTION: DO NOT ALLOW GROUNDING STRAP (7, FIGURE 407) TO TWIST WHEN TIGHTENING
BOLT. OTHERWISE, GROUNDING STRAP MAY BE DAMAGED.
(1) Align holes in ignition exciter bracket (1, Figure 403) over holes on
compressor case. Secure bracket with three bolts and nuts to compressor
case. Torque bolts to 45-50 lb in.
(2) Install ignition exciter assembly (9, Figure 407) on mounting bracket, and
secure it with three bolts (8). Torque bolts to 18-22 lb in.
(3) Pull back coupling nuts (10, 11) on straight ends of right and left
ignition leads (3, 4), and expose connectors.
CAUTION: BE SURE NOT TO BEND PIN IN IGNITION EXCITER CONNECTOR. OTHERWISE, PIN
MAY BE DAMAGED.
(4) Align and place connector of left ignition lead (4) over pin in center
connector of ignition exciter assembly (9). Align and place connector of
right ignition lead (3) over pin in lower connector of ignition exciter
assembly (9). Be sure connectors are firmly seated.
(5) Loosely connect coupling nuts (10, 11).
(6) Pull back coupling nut (6) on angled end of left ignition lead (4) to
expose connector.
(8) Pull back coupling nut (2) on angled end of right ignition lead (3) to
expose connector.

MM74-00-00
(10) Loosely connect coupling nuts (2, 6) onto igniter plugs (1, 5).
(11) Tighten coupling nuts (2, 6, 10, 11) on ignition leads (3, 4) until a
sharp rise in resistance is felt. Then tighten (15° wrench-arc) coupling
nuts.
(12) Connect electrical connector (12).

MM74-00-00
* * * FOR ALL
Figure 407 Ignition Exciter Assembly - Removal and Installation

* * * FOR CT7-2A
10. Green Electrical Cable.
A. Removal.
(1) Disconnect aircraft E3 connector from green electrical cable connector (11,
Figure 408).
(3) Disconnect green electrical cable connectors from the following components,
and cap connectors and components with protective caps or equivalent.
• Electrical connector (5) from differential pressure switch
• Electrical connector (3) from oil temperature detector
• Electrical connector (1) from oil low-pressure warning light
• Electrical connector (2) from oil pressure transmitter
• Electrical connector (4) from alternator stator

MM74-00-00
• Electrical connector (15) from oil filter bypass sensor

• Electrical connector (14) from chip detector
• Electrical connector (10) from impending bypass sensor
• Electrical connector (9) from fuel pressure switch
• Electrical connector (8) from anti-icing bleed and start valve.
(4) Remove green electrical cable from six clip supports (7).
B. Installation.
(1) Position green electrical cable connectors and install them into six clip
supports (7, Figure 408).
(2) Install two bolts (13). Torque bolts to 45-50 lb in.
(3) Remove all caps, or equivalent, from connectors and components.
(4) Before connecting green electrical cable to components listed in step (5),
refer to paragraph 2 for instructions on mating electrical connectors with
CAUTION: IMPROPERLY ENGAGED/BACKED-OFF HARNESS ELECTRICAL CONNECTORS CAN CREATE A
POTENTIAL FLAME-OUT CONDITION.
(5) Connect green electrical cable connectors to the following connectors:
• Electrical connector (5) to differential pressure switch
• Electrical connector (3) to oil temperature detector
• Electrical connector (1) to oil low-pressure warning light
• Electrical connector (2) to oil pressure transmitter
• Electrical connector (4) to alternator stator
• Electrical connector (15) to oil filter bypass sensor
• Electrical connector (14) to chip detector
• Electrical connector (10) to impending bypass sensor
• Electrical connector (9) to fuel pressure switch
• Electrical connector (8) to anti-icing bleed and start valve.
(6) Connect aircraft E3 connector to green electrical cable connector on
bracket (12).

MM74-00-00
* * * FOR CT7-2A
Figure 408 (Sheet 1) Green Electrical Cable - Removal and Installation

MM74-00-00
* * * FOR CT7-2D, CT7-2D1
Figure 408 (Sheet 2) Green Electrical Cable - Removal and Installation

A. Removal.
(1) Disconnect aircraft E3 connector from green electrical cable connector (10,
Figure 408).
(3) Disconnect green electrical cable connectors from the following components,
and cap connectors and components with protective caps or equivalent:
• Electrical connector (2) from oil temperature detector
• Electrical connector (1) from oil pressure transmitter
• Electrical connector (4) from alternator stator
MM74-00-00
• Electrical connector (14) from oil filter bypass sensor

• Electrical connector (13) from chip detector
• Electrical connector (9) from impending bypass sensor
• Electrical connector (8) from fuel pressure switch
• Electrical connector (7) from anti-icing bleed and start valve.
(4) Remove green electrical cable from five clip supports (6).
B. Installation.
(1) Position green electrical cable connectors, and install them into five clip
supports (6, Figure 408).
(2) Install two bolts (12). Torque bolts to 45-50 lb in.
(3) Remove all caps, or equivalent, from connectors and components.
POTENTIAL FLAMEOUT CONDITION.
(5) Connect green electrical cable connectors to the following connectors:
• Electrical connector (2) to oil temperature detector
• Electrical connector (1) to oil pressure transmitter
• Electrical connector (4) to alternator stator
• Electrical connector (14) to oil filter bypass sensor
• Electrical connector (13) to chip detector
• Electrical connector (9) to impending bypass sensor
• Electrical connector (8) to fuel pressure switch
• Electrical connector (7) to anti-icing bleed and start valve.
(6) Connect aircraft E3 connector to green electrical cable connector on
bracket (11).
* * * FOR CT7-2E1
A. Removal.
CAUTION: INSTALL PROTECTIVE CAPS ON ALL CONNECTOR FITTINGS FROM WHICH THE GREEN
CABLE IS DISCONNECTED.
(1) Disconnect green cable (Figure 408A) from torque and overspeed sensor (6)
as follows:
(a) Remove RTV 106 sealant from coupling nut on electrical cable and, if
applicable, silicone tape under RTV 106 sealant. Remove electrical
connector on Np/Q sensor (6).
(b) Using two wrenches, disconnect coupling nut on electrical cable from
electrical connector on Np/Q sensor (6).
(2) Disconnect green cable from the remaining components:
(a) Electrical connector (1) from anti-icing bleed and start valve.
(b) Electrical connector (11) from fuel pressure switch.
(c) Electrical connector (9) from electrical chip detector.
MM74-00-00
(d) Electrical connector (10) from oil filter impending bypass sensor.
(e) Electrical connector (2) from alternator stator.
(f) Electrical connector (8) from oil pressure transmitter.
(g) Electrical connector (3) from P3 sensor.
(h) Electrical connector (4) from ignition exciter.
(i) Electrical connector (7) from electronic engine control unit.
(j) Electrical connector (5) from fuel metering unit.
(3) Remove green electrical cable from seven clip supports (12) (typical).
B. Installation.
(1) Remove protective caps or equivalent from all connector fittings on which
the green cable attaches (Figure 408A).
(2) Inspect connectors to be sure they are clean and free of fuel and oil. If
not, clean and dry them (CLEANING).
(3) Position green cable as shown (Figure 408A).
(4) Install green cable in seven clip supports (12) (typical).
(6) Connect green cable connectors to the following connectors:
(a) Electrical connector (1) to anti-icing bleed and start valve.
(b) Electrical connector (11) to fuel pressure switch.
(c) Electrical connector (9) to electrical chip detector.
(d) Electrical connector (10) to oil filter impending bypass sensor.
(e) Electrical connector (2) to alternator stator.
(f) Electrical connector (8) to oil pressure transmitter.
(g) Electrical connector (3) to P3 sensor.
(h) Electrical connector (4) to ignition exciter.
(i) Electrical connector (7) to electronic engine control unit.
(j) Electrical connector (5) to fuel metering unit.
(7) Connect green cable to connector on Np/Q sensor (6). Using two wrenches,
tighten (15° wrench arc) coupling nut.
(8) Seal electrical cable connector to connector (2, Figure 410) on Np/Q sensor
connector (1), as follows:
MIL-C-81302
CAUSE SKIN AND EYE IRRITATION, DERMATITIS, DROWSINESS, AND HEART
DAMAGE.
• AFTER PROLONGED SKIN CONTACT, WASH CONTACTED AREA WITH SOAP AND
WATER. REMOVE CONTAMINATED CLOTHING. IF VAPORS CAUSE IRRITATION, GO
MM74-00-00
TO FRESH AIR; GET MEDICAL ATTENTION.

• WHEN HANDLING LIQUID IN VAPOR-DEGREASING TANK WITH HINGED COVER AND
AIR EXHAUST, OR AT AIR-EXHAUSTED WORKBENCH, WEAR APPROVED GLOVES AND
GOGGLES.
(a) Using trichlorotrifluoroethane, clean the external surfaces of
connectors (1, 2) and adjacent surfaces beyond coupling nut area.
(b) Using dry, filtered, compressed air, blow-dry the external surfaces of
the connectors and adjacent surfaces.
(c) Use silicone tape PN LW401 (orange with green stripe), and cover the
connectors (1, 2). Apply the tape in the middle of the connection and
wrap the tape from one end to the other end, then back again to the
middle. The overlap on both ends must be a minimum of 1/4 inch (views A
and B).
TT-I-735
ALCOHOL IS DANGEROUS TO YOUR EYES, NOSE, AND LUNGS. MAKE SURE YOU
HAVE A GOOD FLOW OF AIR. THE FUMES RELEASED FROM THE ALCOHOL CAN GIVE
YOU A HEADACHE, AND CAN MAKE YOU DIZZY AND SICK. DO NOT DRINK THIS
ALCOHOL, BECAUSE IT CAN MAKE YOU VERY SICK.
(d) Clean the coupling nut and the adjacent surfaces of the connector (2)
with isopropyl alcohol or equivalent.
DANGEROUS TO YOUR NOSE AND LUNGS. MAKE SURE YOU HAVE A GOOD FLOW OF
AIR. DO NOT LET THE UNCURED SEALANT TOUCH YOU. THE UNCURED SEALANT IS
FLAMMABLE.
(e) Using RTV 106 sealant, seal entire coupling nut (view C) and adjacent
surfaces. Sealant must be applied 360° all around connectors within the
dimensions given in view C.

MM74-00-00
(f) Allow sealant to dry; inspect connectors to be sure that the sealant
has been applied 360° all around. If necessary, use a flashlight and a
mirror to inspect the area near the turbine casing.

MM74-00-00
* * * FOR CT7-2E1
Figure 408A. Green Electrical Cable - Removal and Installation

* * * FOR CT7-2A, CT7-2D, CT7-2D1
13. Yellow Electrical Cable.
A. Removal.
CAUTION: INSTALL PROTECTIVE CAPS OR EQUIVALENT ON ALL CONNECTOR FITTINGS FROM
WHICH THE YELLOW CABLE IS DISCONNECTED.
(1) Disconnect electrical cable (yellow) (4, Figure 409) from Np sensor (1) as
follows:
(a) Remove RTV 106 sealant from coupling nut on electrical cable (4) and,
if applicable, silicone tape under RTV 106 sealant.

MM74-00-00
(b) Using two wrenches, disconnect coupling nut on electrical cable (4)
from connector on Np sensor (1).
(2) Disconnect electrical cable (yellow) (4) from the following components:
(a) Electrical control unit (ECU) (8).
(b) History recorder (5).
(c) Thermocouple assembly (2).
(d) Alternator stator (3).
(e) Ignition exciter (7).
(f) Hydro-mechanical control unit HMU (9).
(3) Remove yellow electrical cable (4) from ten clip supports (6).
B. Installation.
(1) Remove protective caps from all connector fittings on which yellow
electrical cable (4, Figure 409) attaches.
(3) Position electrical cable (4) as shown in Figure 409.
(4) Install electrical cable (4) in 10 clip supports (6).
(5) Before connecting electrical cable (4) to components listed in steps (6)
and (7), refer to paragraph 2 for instructions on mating electrical
connectors with knurled coupling rings.
NOTE: The yellow electrical cable introduced on CT7-2D1 engines has one less
keyway on the electrical connectors attached to HMU and ECU than the
electrical connectors used on CT7-2A/-2D engines. The CT7-2D1 Murphy-
proofed electrical connectors prevent using CT7-2D1 HMU or ECU on a CT7-
2A/-2D engine.
(6) Connect electrical cable (4) to HMU (9) and ECU (8). Do not try to force
electrical connectors onto HMU or ECU. If either connector cannot be
installed, check part number of ECU and HMU.
(7) Connect electrical cable to the following:
(a) Ignition exciter (7).
(b) Alternate stator (3).
(c) Thermocouple assembly (2).
(d) History recorder (5).
(8) Tighten (15° wrench-arc) coupling nut to thermocouple assembly (2).
(9) Connect electrical cable connector (2, Figure 410) to connector on Np
sensor (1). Using two wrenches, tighten (15° wrench-arc) coupling nut.
(10) Seal electrical cable connector (2) to connector on Np sensor connector
(1) as follows:
MIL-C-81302
MM74-00-00

DAMAGE.
WATER, REMOVE CONTAMINATED CLOTHING. IF VAPORS CAUSE IRRITATION, GO
GOGGLES.
(b) Using dry, filtered, compressed air, blow-dry external surfaces of
connectors and adjacent surfaces.
connectors (1, 2). Apply tape in the middle of the connection and wrap
the tape from one end to the other end; then, back again to the middle.
The overlap on both ends must be a minimum of 1/4 inch (views A and B).
TT-I-735
FLAMMABLE.

MM74-00-00
(e) Use RTV 106 sealant, and seal the entire coupling nut (view C) and
adjacent surfaces. The sealant must be applied 360° all around the
connectors within the dimensions given in view C.

MM74-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
1. lip sensor
Z. liIlrmcouplt IU_'),
3. Alt,mator .tator
4. ',lIow .Tech"c.' u",
I . "h~ rtcord.,
I . Clip ,uppot't
7. Ipltton IIcttlr
• • (lectr1nl ~trol nn nD»
t. ~.nlc.' cDiltrol _ It (IIIIJ)
Figure 409 Yellow Electrical Cable - Removal and Installation

MM74-00-00
* * * FOR ALL
Figure 410 Electrical Cable Connector and Sensor Connector - Sealing

* * * FOR CT7-2A, CT7-2D, CT7-2D1
14. Blue Electrical Cable.
A. Removal.
CAUTION: INSTALL PROTECTIVE CAPS ON ALL CONNECTOR FITTINGS FROM WHICH THE BLUE
(1) Disconnect electrical cable (blue) (3, Figure 411) from torque and
overspeed sensor (1) as follows:
(a) Remove RTV 106 sealant from coupling nut on electrical cable (3) and,
if applicable, silicone tape under RTV 106 sealant. Remove electrical
connector on torque and overspeed sensor (1).
(b) Using two wrenches, disconnect coupling nut on electrical cable (3)
from electrical connector on torque and overspeed sensor (1).
(2) Disconnect electrical cable (3) from the remaining components.

MM74-00-00
(a) Electrical control unit (4).

(b) Sequence valve or ODV (2).
(3) Remove electrical cable (3) from five clip supports (5).
B. Installation.
electrical cable (blue) (3, Figure 411) attaches.
(3) Position electrical cable (3) as shown.
(4) Install cable (3) in five clip supports (5).
(5) Before connecting cable (3) to components in step (6), refer to paragraph 2
for instructions on mating electrical connectors with knurled coupling
rings.
(6) Connect cable (3) to the following:
(a) Sequence valve or ODV (2).
(b) Electrical control unit (4).
(7) Connect cable (3) to connector on torque and overspeed sensor (1). Using
two wrenches, tighten (15° wrench-arc) coupling nut.
(8) Seal electrical cable connector (2, Figure 410) to connector on torque and
overspeed sensor connector (1) as follows:
MIL-C-81302
DAMAGE.
GOGGLES.
(a) Using trichlorofluoroethane, clean the external surfaces of connectors
(1,2) and adjacent surfaces beyond coupling nut area.
MM74-00-00

(b) Use dry, filtered compressed air, and blow-dry the external surfaces of
connectors (1, 2). Apply the tape in the middle of the connection, and
wrap the tape from one end to the other end; then back again to the
and B).
TT-I-735
FLAMMABLE.
mirror to inspect the area near the turbine casings.

MM74-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 411 Blue Electrical Cable (Typical) - Removal and Installation

* * * FOR CT7-2E1
A. Removal.
CAUTION: INSTALL PROTECTIVE CAPS ON ALL CONNECTOR FITTINGS FROM WHICH THE BLUE
(1) Disconnect blue cable (Figure 411A) from Np sensor (5) as follows:
(a) Remove RTV 106 sealant from coupling nut on electrical cable and, if
applicable, silicone tape under RTV 106 sealant. Remove electrical
connector on Np/Q sensor (5).
(b) Using two wrenches, disconnect coupling nuts on electrical cables from
MM74-00-00
electrical connectors on Np/Q sensor (5) and thermocouple assembly (6).

(2) Disconnect blue cable from the remaining components:
(a) Electrical connector (1) from anti-icing bleed and start valve.
(b) Electrical connector (2) from P0 sensor.
(c) Electrical connector (8) from impending bypass switch.
(d) Electrical connector (9) from low oil indicator sensor.
(e) Electrical connector (3) from P3 sensor.
(f) Electrical connector (10) from oil temperature detector.
(g) Electrical connector (7) from electronic engine control unit.
(h) Electrical connector (4) from fuel metering unit.
(3) Remove blue electrical cable from eight clip supports (11) (typical).
B. Installation.
the blue cable attaches (Figure 411A).
(3) Position blue cable as shown (Figure 411A).
(4) Install blue cable in eight clip supports (11) (typical).
(5) Before connecting blue electrical cable to components listed in step (6),
(6) Connect blue cable connectors to the following connectors:
(a) Electrical connector (1) to anti-icing bleed and start valve.
(b) Electrical connector (2) to P0 sensor.
(c) Electrical connector (8) to impending bypass switch.
(d) Electrical connector (9) to low oil indicator sensor.
(e) Electrical connector (3) to P3 sensor.
(f) Electrical connector (10) to oil temperature detector.
(g) Electrical connector (7) to electronic engine control unit.
(h) Electrical connector (4) to fuel metering unit.
(7) Using two wrenches, tighten (15° wrench arc) coupling nut to thermocouple
assembly (6).
(8) Connect blue cable to connector on Np/Q sensor (5). Using two wrenches,
tighten (15° wrench arc) coupling nut.
(9) Seal electrical cable connector to connector (2, Figure 410) on Np/Q sensor
connector (1), as follows:
MIL-C-81302

MM74-00-00

DAMAGE.
GOGGLES.
(b) Using dry, filtered, compressed air, blow-dry the external surfaces of
connectors (1, 2). Apply the tape in the middle of the connection, and
wrap the tape from one end to the other end; then back again to the
and B).
TT-I-735

MM74-00-00
FLAMMABLE.

MM74-00-00
* * * FOR CT7-2E1
Figure 411A. Blue Electrical Cable - Removal and Installation

* * * FOR ALL
16. Alternator Stator.
A. Removal.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(1) Disconnect electrical connector (yellow cable) (1, Figure 412) and
electrical connector (green cable) (2) from alternator stator (3).
* * * FOR CT7-2E1
(2) Disconnect electrical connector (green cable) (2, Figure 412) from
alternator stator (3).

MM74-00-00
* * * FOR ALL
(3) Loosen three captive bolts (6).
CAUTION: MAGNETIC FORCES ATTRACT STATOR TO ROTOR. BE SURE THAT STATOR DOES NOT
COCK DURING REMOVAL AND INSTALLATION. DO NOT FORCE ALTERNATOR STATOR
WITH A TOOL DURING REMOVAL.
(4) Remove alternator stator (3). If stator cocks during removal, reseat stator
and then remove stator from alternator rotor (4).
B. Installation.
(1) Install packing (5, Figure 412) on smaller shoulder of alternator stator
(3).
CAUTION: MAGNETIC FORCES ATTRACT STATOR TO ROTOR. BE SURE THAT STATOR DOES NOT
COCK DURING REMOVAL AND INSTALLATION. DO NOT FORCE ALTERNATOR STATOR
WITH A TOOL DURING REMOVAL.
(2) Install alternator stator (3) over alternator rotor (4) in gearbox.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(4) Connect electrical connectors (1, 2).
* * * FOR CT7-2E1
(5) Connect electrical connector (2).
* * * FOR ALL

MM74-00-00
* * * FOR ALL
Figure 412 Alternator Stator - Removal and Installation

17. Alternator Rotor.
A. Removal.
(1) Remove alternator stator (para 16).
(2) Insert short end of hex key (Allen wrench) (4, Figure 413) into drive
shaft.
(3) Position long end of hex key so that it rests on bottom of oil and scavenge
pump housing (3) (View A).
(4) Place open-end wrench (1) on locknut (5).
(5) Holding hex key in place, remove locknut.

MM74-00-00
(6) Remove alternator rotor (2).

B. Installation.
(1) Slide alternator rotor (2, Figure 413) onto drive shaft.
(2) Thread locknut (5) onto drive shaft, hand-tight.
(3) Insert short end of hex key (Allen wrench) (4) into end of drive shaft.
(4) Place hex key so that it rests on top of oil and scavenge pump housing (3)
(View B).
(5) Place a torque wrench (7) with a crowfoot (6) on locknut (5).
(6) Holding hex key in place, turn locknut enough to check run-on torque. Run-
on torque must be at least 14 lb in. If it is not, use a new nut.
(7) Torque locknut (5) to 275-300 lb in.
(8) Loosen locknut (5) again (View A).
(9) Retorque nut (5) to 275-300 lb in. (View B).
18. Thermocouple Assembly.
A. Removal.
(1) Disconnect electrical connector (12, Figure 414) from thermocouple assembly
connector (11).
(2) Loosen seven coupling nuts on lower, middle, upper, and center probes (6,
7, 8, 9).
(3) Remove two bolts (10) from top of junction box bracket (2).
(4) Remove six bolts (1) that secure thermocouple harness to brackets (3).
CAUTION: USE EXTRA CARE WHEN REMOVING PROBES BECAUSE TIPS CAN BE EASILY DEMAGED.
(5) Remove thermocouple assembly by carefully withdrawing lower probes (6) and
middle probes (7) and expanding thermocouple harness radially outward.
Then, withdraw upper probes (8) and center probes (9).
B. Installation.
(1) Spread lower probes enough to clear engine casing, oil lines and leads and
place thermocouple assembly around engine. Insert center probe (9, Figure
414) into mounting port at 11 o'clock position.
(2) Working from center, insert upper probes (8), middles probes (7), and lower
probes (6) so that mounting tabs (4) are forward of brackets (3).
(3) Using an open-end wrench, snug down coupling nuts (5) on probes. Tighten
(15° wrench-arc) coupling nuts.
(4) Secure thermocouple assembly to forward side of bracket (2) with two bolts
(10). Torque bolts to 45-50 lb in.
(5) Secure thermocouple assembly to forward side of 6 remaining brackets (3)
with 6 bolts (1). Torque bolts to 45-50 lb in.
(6) Install electrical connector (12) onto electrical connector (11). Tighten
(60° wrench-arc) connector.
(7) Do required check (72-00-00, TEST).

MM74-00-00
* * * FOR ALL
Figure 413 Alternator Rotor - Removal and Installation

MM74-00-00
* * * FOR ALL
Figure 414 Thermocouple Assembly - Removal and Installation

19. Torque and Overspeed Sensor (CT7-2A/-2D/-2D1), Np/Q Sensor (CT7-2E1).
A. Removal.
(1) Remove RTV sealant as follows:
NOTE: The connection between the torque and overspeed sensor (3, Figure 415)
(CT7-2A/-2D/-2D1) or Np/Q sensor (10) (CT7-2E1) and electrical connector
(5) is covered with RTV 106 sealant. To aid in the removal of the RTV 106
sealant, some connections have silicone tape under RTV 106 sealant.
(a) Using a knife, scrape off a portion of RTV sealant in the center of
connection to determine if silicone tape has been used.
(b) If silicone tape has been used under the RTV 106 sealant, pull tape to
remove RTV 106 sealant from electrical connector (7) and electrical
connector (5).
(c) If silicone tape has not been used under the RTV 106 sealant, use a
knife and remove RTV 106 sealant from connector (7) electrical
MM74-00-00
connector (5).
(2) Using two wrenches, disconnect connector (7) from connector (5) on blue
cable.
WARNING: ASBESTOS
MAY RESULT.
(4) Hold sensor flange (2) and remove three bolts (1).
NOTE: Do not remove scavenge tube flange bolt (9).
(5) Remove torque and overspeed sensor (3) (CT7-2A/-2D/-2D1) or Np/Q sensor
(10) (CT7-2E1).
(7) Spread clamp (6) open an remove it from connector (7).
B. Installation.
(1) Install two packings (8, Figure 415).
WARNING: ASBESTOS
MAY RESULT.
(2) Slide clamp (6) over end of electrical connector (7). Squeeze clamp (6) to
fit around connector (7).
(3) Carefully install sensor (3 or 10) into exhaust frame with tab on shaft of
sensor (3 or 10) aligned with slot in strut.
CAUTION: USE EXTRA CARE WHEN SEATING SENSOR FLANGE ON EXHAUST FRAME FLANGE USING
BOLTS. IF EXCESSIVE FORCE IS USED TO SEAT SENSOR, THE SENSOR FLANGE MAY
BE BENT.
(4) Install three bolts (1). Tighten bolts evenly until sensor flange (2) is
seated on exhaust frame flange. Torque bolts to 70-75 lb in.
(5) Clean electrical (5) and electrical connector (7) (CLEANING). Connect
connector (5) to electrical connector (7). Using two wrenches, tighten (15°
(6) Seal electrical cable connector (2, Figure 410) to connector on torque and
overspeed sensor connector (1) (CT7-2A/-2D/-2D1) or Np/Q sensor connector
(3) (CT7-2E1) as follows:
WARNING: TRICHOLOROTRIFLUORETANE
MIL-C-81302
DAMAGE.

MM74-00-00
GOGGLES.
connectors (1, 2, 3) and adjacent surfaces beyond coupling nut area.
(c) Using silicone tape PN LW401 (orange with green stripe), cover the
connectors (1, 2, 3). Apply the tape in the middle of the connection,
and wrap tape from one end to the other end, then back again to the
middle. Minimum overlap on both ends must be 1/4 inch (views A and B).
TT-I-735
• FLAMMABLE - DO NOT USE NEAR OPEN FLAMES, NEAR WELDING AREAS, OR ON
HOT SURFACES.
• DO NOT SMOKE WHEN USING IT, AND DO NOT USE IT WHERE OTHERS ARE
SMOKING.
• WHEN HANDLING LARGE QUANTITIES (GREATER THAN ONE GALLON), WORK AT
AIR-EXHAUSTED WORKBENCH OR COVERED TANK.
SAFETY CONTAINER.
CONTINUITY.

MM74-00-00

FLAMMABLE.
(e) Use RTV 106 sealant, and seal the entire coupling nut (view c) and
(f) Allow the sealant to dry; inspect the connectors to make sure that the
sealant has been applied 360° all around. If necessary, use a
flashlight and a mirror to inspect the area near the turbine casing.
WARNING: ASBESTOS
MAY RESULT.
(7) Install bolt (4, Figure 415) to secure clamp (6). Torque the bolt to 45-50
lb in.
(8) Do the required checks (72-00-00, TEST).

MM74-00-00
* * * FOR ALL
Figure 415 Torque and Overspeed Sensor - Removal and Installation

20. Np Sensor (CT7-2A/-2D/-2D1), Np/Q Sensor (CT7-2E1).
A. Removal.
(1) Remove RTV 106 sealant as follows:
NOTE: The connection between the Np sensor (4, Figure 416) (CT7-2A/-2D/-2D1) or
Np/Q sensor (11) (CT7-2E1) and electrical connector (9) is covered with
RTV 106 sealant. To aid in the removal of the RTV 106 sealant, some
connections have silicone tape under RTV 106 sealant.
(a) Using a knife, scrape off a portion of RTV sealant in the center of
connection to determine if silicone tape has been used.
(b) If silicone tape has been used under the RTV 106 sealant, pull tape to
remove RTV 106 sealant from electrical connector (3) and electrical
connector (9).
(c) If silicone tape has not been used under the RTV 106 sealant, use a
knife and remove RTV 106 sealant from connector (3) and electrical
MM74-00-00
connector (9).
(2) Using two wrenches, disconnect electrical connector (9) from Np sensor
electrical connector (3).
WARNING: ASBESTOS
MAY RESULT.
(4) Hold sensor flange (6) and remove three bolts (5).
NOTE: Do not remove aft scavenge C-sump tube flange bolt (10).
(5) Remove Np sensor (4) (CT7-2A/-2D/-2D1) or Np/Q sensor (11) (CT7-2E1).
(7) Spread clamp (1) open and remove it from electrical connector (3).
B. Installation.
(1) Install two packings (7, Figure 416) on lower end of Np sensor (4) (CT7-
2A/-2D/-2D1) or Np/Q sensor (11) (CT7-2E1).
WARNING: ASBESTOS
MAY RESULT.
(2) Slide clamp (1) over end of electrical connector (3). Squeeze clamp (1) to
fit around connector (3).
(3) Carefully install sensor (4 or 11) into exhaust frame (8) with tab on shaft
of sensor (4 or 11) aligned with slot in strut.
CAUTION: USE EXTRA CARE WHEN SEATING SENOR FLANGE ON EXHAUST FRAME FLANGE USING
BOLTS. IF EXCESSIVE FORCE IF USED TO SEAT SENSOR, THE SENSOR FLANGE MAY
BE BENT.
(4) Install three bolts (5). Tighten them evenly until sensor flange is seated
on exhaust frame flange. Torque bolts to 70-75 lb in.
(5) Clean electrical connector (9) and electrical connector (3) (CLEANING).
Connect connector (9) to electrical connector (3). Using two wrenches,
tighten (15° wrench-arc) coupling nut.
(6) Seal electrical cable connector (2, Figure 410) to connector on Np sensor
connector (1) (CT7-2A/-2D/-2D1) or Np/Q sensor connector (3) (CT7-2E1) as
follows:
MIL-C-81302
DAMAGE.

MM74-00-00
GOGGLES.
connectors (1, 2, 3) and adjacent surfaces beyond coupling nut area.
(c) Using silicone tape PN LW401 (orange with green stripe), cover
connectors (1, 2, 3). Apply tape in the middle of connection and wrap
tape from one end to the other end, then back again to the middle.
Minimum overlap on both ends must be 1/4 inch (views A and B).
TT-I-735
FLAMMABLE.
(e) Use RTV 106 sealant, and seal the entire coupling nut (view c) and the

MM74-00-00

(f) Allow the sealant to dry; then, inspect the connectors to make sure
that the sealant has been applied 360° all around. If necessary, use a
flashlight and a mirror to inspect the area near the turbine casing.
WARNING: ASBESTOS
MAY RESULT.
(7) Install bolt (2, Figure 416) in clamp (1). Torque bolts to 45-50 lb in.

MM74-00-00
* * * FOR ALL
Figure 416 Np Sensor - Removal and Installation

MM74-00-00
ELECTRICAL SYSTEM - TEST
* * * FOR ALL
TASK 74-00-00-700-801
following repair or replacement of parts of the electrical system, and following
replacement of engine. A test matrix (72-00-00, TEST) can be used to quickly
identify the major tests to be carried out.
2. Electrical Ignition Lead Check.
Refer to section 72-00-00, TEST.
3. Alternator and Yellow Cable Check.
4. Torque and Overspeed Sensor Check.
5. Np Sensor Check.
6. Igniter Plug Serviceability Check.

MM74-00-00
ELECTRICAL SYSTEM - INSPECTION
* * * FOR ALL
TASK 74-00-00-200-801
This section provides inspection procedures for components of the electrical
system. Before starting any of the following inspections, read INSPECTION section
2. Igniter Plugs.
A. Clean igniter plug (CLEANING).
B. Go to Table 601.
TABLE 601. INSPECTION OF ELECTRICAL IGNITER PLUGS
Max Repairable
A. Ceramic
insulator (8,
Figure 601) for:
(1) Cracks. Any number, if the Not repairable. Replace igniter
crack is 1/8 inch plug.
minimum from ceramic
edge, and if plug
passes
serviceability check
(72-00-00, TEST).
(2) Looseness. Any amount, if plug Not repairable. Replace igniter
passes plug.
(72-00-00, TEST).
(3) Missing Any number, if the Not repairable. Replace igniter
pieces. missing piece is 1/8 plug.
inch from ceramic
edge, and if plug
passes
(72-00-00, TEST).
(4) Void in Any amount. Not applicable. Not applicable.
cement joint
(9).
B. Center electrode
(13) for:
(1) Looseness. Up to 0.015 inch Not repairable. Replace igniter
movement when using plug.
a 0.015-inch wire
gage.
(2) Bends (at Not allowed. Up to 3/32 inch out Straighten
threaded of position at tip electrode and do a
end). without damage to serviceability

MM74-00-00
ceramic insulator check (72-00-00,

(8). TEST).
(3) Erosion. Any amount, if plug Not repairable. Replace igniter
passes plug.
(72-00-00, TEST).
(4) Carbon Not allowed. Any amount. Clean igniter plug
buildup. (GEK 9250, 70-21-
07).
C. Outer electrode
(12) for:
(1) Nicks and Any number, 0.010 Same as usable Blend high metal
(2) Chafing. Circumferentially to Same as usable Blend high metal
depth of 0.010 inch, limits, with high (GEK 9250, 70-42-
without high metal. metal. 00).
(3) Carbon Not allowed. Any amount. Clean igniter plug
buildup. (GEK 9250, 70-21-
07).
(4) Plugged None allowed. Any amount. Remove foreign
cooling material from
holes (2). holes, using a
0.032-inch
diameter wire, and
clean igniter plug
(GEK 9250, 70-21-
07).
(5) Enlarged Any amount that will Not repairable. Replace igniter
diameter not prevent plug.
(15) at tip installation into
of outer combustion liner
electrode. ferrule.
(6) Erosion. Any amount, if plug Not repairable. Replace igniter
passes plug.
(72-00-00, TEST).
(7) Cracks and Total of six cracks Not repairable. Replace igniter
missing extending into plug.
pieces of cooling holes (2),
outer if no missing
electrode pieces. Missing
tip in area pieces of 0.150 inch
of cooling circumferentially
holes (2). (or three holes
inclusive) and an
additional three
cracks allowed (area
MM74-00-00
B).
(8) Missing 0.150 inch Not repairable. Replace igniter
material circumferential plug.
(area B). length (or 3 holes
inclusive).
D. Threads (4) for:
(1) Damage. One thread length, Same as usable Chase threads
cumulative, without limits, with high using a 0.625-24
high metal. metal. UNJEF-3B die, and
blend high metal
(GEK 9250, 70-42-
00).
(2) Missing Any amount, if Not repairable. Replace igniter
silver mating part threads plug.
plate. on smoothly.
E. Semiconductor
(14) (at tip
between center
and outer
electrodes (13,
12) for:
(1) Cracks and Any number of Not repairable. Replace igniter
erosion. cracks. Erosion 1/8 plug.
inch deep, all
around, if plug
passes
(72-00-00, TEST).
(2) Missing Any amount, 1/8 inch Not repairable. Replace igniter
material. deep, all around, if plug.
plug passes
(72-00-00, TEST).
* * * FOR CT7-2D1, CT7-2E1
F. Hex flats (10)

for:
corner. high metal, if be reworked to (GEK 9250, 70-42-
wrench does not usable limits, with 00).
slip. high metal.
* * * FOR CT7-2A

MM74-00-00
G. Mounting flange
(3) for:
(2) Wear. 0.110 inch minimum Not repairable. Replace igniter
thickness. plug.
H. Retaining nut
(5) for:
(1) Cracks. None allowed. Not repairable. Replace nut.
(2) Missing or One thread total, Same as usable Replace nut.
damaged missing or damaged, limits, that can be
threads (6). without high metal, chased to usable
if threads can be limits.
used without
crossthreading.
(3) Damage on Any amount, without Same as usable Remove high metal
corners of high metal, if limits, if wrench on hex flats.
hex flats wrench will not slip will not slip on
(7) caused on nut. nut.
by
wrenching.
(4) Distortion. Any amount if wrench Not repairable. Replace nut.
will fit on nut.
(5) Discolor- Any amount. Not applicable. Not applicable.
ation.
(6) Nicks and Any number, 1/64 Any number, 1/64 Blend high metal
scratches, inch deep, without inch deep, with high to adjacent
except on high metal. metal. contour (GEK 9250,
threads. 70-42-00).

MM74-00-00
* * * FOR ALL
Figure 601 Igniter Plug - Inspection

* * * FOR CT7-2A, CT7-2D, CT7-2D1
3. Electrical Control Unit.
Go to Table 602.
TABLE 602. INSPECTION OF ELECTRICAL CONTROL UNIT
A. ECU Box (8, Figure
602) for:
(1) Cracks in None allowed. Not repairable. Replace ECU.
support area.
(2) Nicks and Any number. Not applicable. Not applicable.
scratches.

MM74-00-00
(3) Dents. Any number, 0.064 Not repairable. Replace ECU.

inch from original
contour.
(4) Missing Any amount less than Any amount. Repair coating
coating. 10% of surfaces. (GEK 9250, 70-
43-07).
(5) Missing No missing seals Not repairable. Replace ECU.
locking seal allowed.
(10).
B. Electrical
connectors (11)
for:
(1) Bent socket None allowed. Up to 1/8 inch out- Straighten pin.
pins (12). of-position.
(2) Kinked or Not allowed. Not repairable. Replace ECU.
sharply bent
pins.
threads. high metal, provided be reworked to (GEK 9250, 70-
connector can be usable limits. 42-00).
assembled normally
with its mating part.
(4) Missing cover Not allowed. Not repairable. Replace ECU.
(9).
C. Captive bolts (4) Not allowed. Not repairable. Replace bolt
for missing or (REPAIR 001).
damaged threads.
D. Insulation blanket
(1) for:
(1) Tears. Any number, up to Not repairable. Repair
0.250 inch long. insulation
blanket (REPAIR
002).
(2) Holes. Any number, up to Not repairable. Repair
0.063 inch diameter. insulation
blanket (REPAIR
002).
(3) Deformed Any amount of Any amount that can Re-form to
sections. deformation if be repaired to meet original shape.
blanket effectively usable limits.
shields ECU, if
blanket is not loose
and if it does not
chafe on adjacent
parts.
E. Temperature decal 107°C (225°F) spot Not repairable. Replace ECU.

MM74-00-00
(6) for blackened may be black if 121°C

spots. (250°F) spot is
white.

MM74-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 602 Electrical Control Unit - Inspection

* * * FOR CT7-2E1
3.A. Electronic Engine Control Unit (EECU).
Go to Table 603.
TABLE 603. INSPECTION OF ELECTRONIC ENGINE CONTROL UNIT
Max Repairable
A. EECU Box (2,
Figure 602A)
for:
(1) Cracks in None allowed. Not repairable. Replace EECU.
support
area.

MM74-00-00
scratches.
(3) Dents. Any number, 0.064 Not repairable. Replace EECU.
inch from original
contour.
(4) Missing Any amount less than Any amount. Repair coating
coating. 10% of surfaces. (GEK 9250, 70-43-
07).
B. Electrical
connectors (1)
for:
socket of-position.
pins.
(2) Kinked or Not allowed. Not repairable. Replace EECU.
sharply
bent pins.
threads. high metal, provided be reworked to (GEK 9250, 70-42-
assembled normally
C. Captive bolts Not allowed. Not repairable. Replace EECU.
(4) for missing
or damaged
threads.

MM74-00-00
* * * FOR CT7-2E1
Figure 602A. Electronic Engine Control Unit - Inspection

* * * FOR ALL
4. ECU or EECU Scroll Seal.
Go to Table 604.
TABLE 604. INSPECTION OF ECU SCROLL SEAL
Max Repairable
ECU or EECU Scroll
Seal (Figure 603)
for:

MM74-00-00
A. Missing coating
on:
(1) Surface A. Any amount. Not applicable. Not applicable.
(2) Surface B. None allowed. Not repairable. Replace seal.
B. Scratches, cuts,
or gouges on:
(1) Surface A. Any amount which Not repairable. Replace seal.
does not affect base
material.
(2) Surface B. None allowed. Not repairable. Replace seal.
C. Swelling of Not to exceed 0.90 Not repairable. Replace seal.
thickness C. inch.

MM74-00-00
* * * FOR ALL
Figure 603 ECU or EECU Scroll Seal - Inspection

* * * FOR CT7-2A, CT7-2D, CT7-2D1
5. History Recorder.
Go to Table 605.
TABLE 605. INSPECTION OF HISTORY RECORDER
Max Repairable
A. History recorder
and cover (2,
Figure 604) for:
(1) Cracks. None allowed. Not repairable. Replace recorder.
scratches.

MM74-00-00
(3) Dents. Any number, 0.064 Not repairable. Replace recorder.

inch from original
contour.
(4) Missing Any amount less than Any amount. Repair paint (GEK
paint. 10% of surfaces. 9250, 70-43-07).
(5) Missing or Not allowed. Any amount. Replace isolator
damaged (REPAIR 003).
isolators
(7).
B. Electrical
connector (6)
for:
(1) Contamin- Not allowed. Any amount. Clean connector
ation or (CLEANING).
moisture.
(2) Slightly Not allowed. Up to 1/8 inch out- Straighten pin.
bent socket of-position. Check alignment
pins. with mating
connector.
(3) Kinked or Not allowed. Not repairable. Replace recorder.
sharply bent
pins.
threads. high metal, provided be reworked to (GEK 9250, 70-42-
assembled normally
with its mating
part.
C. Read-out windows
(3) for:
NOTE: Silicone lubricant may be visible in the windows of the history recorder. This
is normal.
(1) Broken Not allowed. Not repairable. Replace recorder.
glass.
(2) Dirt. Numbers must be Any amount if usable Remove guard (4)
legible. limit can be met. and clean window
with a lint-free
towel. Install
guard.
D. Guard (4) for:
(1) Cracks. Any number, without Not repairable. Replace guard.
missing pieces and
numbers must be
legible.
(2) Visibility Numbers must be Not repairable. Replace guard.
of readout legible.
MM74-00-00
window (3).
(3) Dirt. Numbers must be Any amount if usable Remove guard and
legible. limit can be met. clean with a lint-
free towel.
Install guard.
E. Grounding strap
(8) for:
(1) Broken None allowed. Not repairable. Replace strap
strands. (REPAIR 004).
(2) Cracks. None allowed. Not repairable. Replace strap
(REPAIR 004).
(3) Missing Not allowed. Not repairable. Replace strap
strap. (REPAIR 004).
F. Captive bolts Not allowed. Not repairable. Replace bolt.
(1) for damaged
threads.

MM74-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 604 History Recorder - Inspection

* * * FOR ALL
6. Electrical Ignition Leads.
Go to Table 606.
TABLE 606. INSPECTION OF ELECTRICAL IGNITION LEADS
Max Repairable
A. Rigid conduit
(4, Figure 605)
for:
abrasions.
(2) Dents. Any number, 0.031 Not repairable. Replace lead.
inch deep.
(3) Cracks. None allowed. Not repairable. Replace lead.
B. Flexible
conduit (2)
for:
(1) Missing or Not allowed. Any amount. Replace sleeve.
damaged
teflon
chafing
sleeve.
(2) Damaged Five strands broken Not repairable. Replace lead.
wire braid in any one inch
shielding. square.
MM74-00-00
C. Electrical
connectors (1)
for:
(1) Bent Not allowed. Not repairable. Replace lead.
socket
pins (3).
(2) Damaged Any amount, without Any amount that can Chase threads.
threads. high metal, if be reworked to
connector can be usable limits.
assembled normally
D. Wire braid Up to 7 broken Not repairable. Replace lead.
shielding for strands in any 1 inch
broken strands. square separated from
any other area of
damage by at least 2
inches. Bend back all
broken strands. No
exposed tubing or
wire bundle.
E. Damage to No damage, cracks, or Not repairable. Replace lead.
tubing or wire breaks allowed.
bundle if Inspect with 10X
exposed by glass.
broken braid.

MM74-00-00
* * * FOR ALL
Figure 605 Electrical Ignition Leads - Inspection

7. Ignition Exciter.
Go to Table 607.
TABLE 607. INSPECTION OF IGNITION EXCITER
Max Repairable
A. Exciter box
(Figure 606)
for:
(1) Cracks. None allowed. Not repairable. Replace exciter.
scratches.
(3) Dents. Any number, 0.064 Not repairable. Replace exciter.
inch from original
contour.
* * * FOR CT7-2A, CT7-2D, CT7-2D1

(4) Missing Any amount less than Any amount. Repaint ignition
paint. 10% of surfaces. exciter (REPAIR
005).
(5) Missing or Not allowed. Not repairable. Replace isolator
damaged (REPAIR 003).
isolators
(3).
* * * FOR CT7-2E1
(4) Missing Any amount less than Not repairable. Replace exciter.
paint. 10% of surfaces.

MM74-00-00
(5) Missing or Not allowed. Not repairable. Replace exciter.

damaged
isolators
(3).
* * * FOR ALL
B. Electrical
connectors (2)
for:
(1) Bent pins. Not allowed. Up to 1/8 inch out- Straighten pin.
of-position.
(2) Kinked or Not allowed. Not repairable. Replace exciter.
sharply bent
pins.
(3) Damaged Any amount, without Any amount, with Blend high metal
threads. high metal, if high metal, that can (GEK 9250, 70-42-
connector can be be reworked to 00).
assembled normally usable limits.
with its mating
part.
(4) Cracked or Small cracks or Not repairable. Replace ignition
missing chips allowed, if exciter assembly.
ceramic electrical
insulation properties of
(4). ignition exciter are
not affected.
C. Bolt (1) for Not allowed. Not repairable. Replace bolt.
damaged threads.
D. Grounding strap
(5) for:
* * * FOR CT7-2A, CT7-2D, CT7-2D1

(1) Broken None allowed. Not repairable. Replace strap
strands. (REPAIR 004).
(2) Cracks. None allowed. Not repairable. Replace strap
(REPAIR 004).
(3) Missing Not allowed. Not repairable. Replace strap
strap. (REPAIR 004).
* * * FOR CT7-2E1
(1) Broken None allowed. Not repairable. Replace exciter.
strands.
(2) Cracks. None allowed. Not repairable. Replace exciter.
(3) Missing Not allowed. Not repairable. Replace exciter.
strap.

MM74-00-00
* * * FOR ALL
Figure 606 Ignition Exciter - Inspection

* * * FOR CT7-2A, CT7-2D, CT7-2D1
Go to Table 608.
TABLE 608. INSPECTION OF GREEN ELECTRICAL CABLE
Max Repairable
Green electrical
cable (Figure 607,
sheet 1 or sheet 2)
as applicable for:
A. Worn or damaged Any amount, if wire Not repairable. Replace cable.
backshells (1) braid (4) is not
at connector exposed. Exposed

MM74-00-00
(5). solid metal up to

one-half of
circumference is
acceptable.
B. Knurled coupling Rings must screw on Not repairable. Replace cable.
rings (3) for mating parts with a
damaged threads ratcheting action
or out-of- and must attach
roundness. securely.
C. Teflon chafing
sleeve (2) for:
(1) Looseness. Wrap should fit Any amount. Replace sleeve
snugly on cable and (REPAIR 006).
have no projecting
ends.
(2) Damage or Not allowed. Not repairable. Replace damaged or
missing missing sleeve
pieces. (REPAIR 006).
(3) Wear. Any amount up to Not repairable. Replace sleeve
half the thickness (REPAIR 006).
of sleeve.
D. Underlying No damage allowed. Not repairable. Replace cable.
insulator for
damage.
E. Molded fittings Any amount of cuts Not repairable. Replace cable.
for cuts or or abrasions are
abrasions. allowed to the
elastomer as long as
mechanical,
electrical, and
waterproof integrity
are not affected.
Metal inner shell
may be exposed as
long as no dents,
wear, or cuts
through the metal
inner shell are
visible.
F. Electrical Any amount, without Any amount, with Remove high metal
connectors for high metal, if high metal, that can (GEK 9250, 70-42-
damaged threads. connector can be be reworked to 00).
installed normally usable limits.
with its mating
part.
G. Bracket (6) for:
(1) Cracks. None allowed. Not repairable. Replace bracket
(REPAIR 007).
MM74-00-00
(2) Nicks, Any number. Not applicable. Not applicable.

dents, and
scratches.
(3) Deform- Any amount, if Same as usable Cold-work to
ation. bracket can be limits. usable limits.
installed normally Visually inspect.
with its mating No cracks allowed.
parts.
H. Bent pins in Not allowed. Not repairable. Replace cable.
connector (5).
I. Wire braid Up to 7 broken Not repairable. Replace cable.

shielding for strands in any 1
broken strands. inch square
separated from any
other area of damage
by at least 2
inches. Bend back
all broken strands.
No exposed tubing or
wire bundle.
J. Damage to tubing No damage, cracks, Not repairable. Replace cable.
or wire bundle or breaks allowed.
if exposed by Inspect with 10X
broken braid. glass.

MM74-00-00
* * * FOR CT7-2A
Figure 607 (Sheet 1) Green Electrical Cable (Typical) - Inspection

MM74-00-00
* * * FOR CT7-2D, CT7-2D1
Figure 607 (Sheet 2) Green Electrical Cable (Typical) - Inspection

* * * FOR CT7-2E1
8.A. Green Electrical Cable.
Go to Table 608A.
TABLE 608A.. INSPECTION OF GREEN ELECTRICAL CABLE
Max Repairable
A. Green electrical
cable (8, Figure
608) for:

MM74-00-00
(1) Worn or Any amount if wire Not repairable. Replace cable.

damaged braid is not
backshells exposed. Exposed
(2) at solid metal up to
connectors. one-half of
circumference is
acceptable.
(2) Broken wires Up to 7 broken Not repairable. Replace cable.
and exposed strands within 1
inner bundle square inch are
(6) or inner allowed, if
conduit (3) separated from other
in wire- damaged areas by at
braid shield least 2 inches. Bend
(4). back all broken
strands. Exposed
tubing or wire
bundles are not
allowed.
(3) Exposed None allowed. Not repairable. Replace cable.
inner bundle Inspect with 10X
(6) and magnifying glass.
inner
conduit (3)
for cracks
or breaks.
B. PEEK chafe guard
(5) for:
(1) Looseness. PEEK chafe guard Any amount. Replace cable.
should fit snugly on
cable and have no
projecting ends.
(2) Damaged or Not allowed. Any amount. Replace cable.
missing
pieces.
C. Electrical
connectors (1)
for:
(1) Damaged Any amount, without Any amount, with Remove high metal
with its mating
part.
(2) Cracked or Small cracks or Not repairable. Replace cable.
missing chips allowed,
ceramic provided electrical
insulation properties of the
(7). cable are not
MM74-00-00
affected.
(3) Damaged or Coupling rings must Not repairable. Replace cable.
out-of-round screw on mating
knurled parts with a
coupling ratcheting action
rings. and must attach
securely.
D. Molded Any amount of cuts Any amount. Replace cable.
transition for or abrasions are
cuts or allowed to the
abrasions. elastomer as long as
mechanical,
electrical, and
are not affected.
Metal inner shell
may be exposed as
long as no dents,
wear, or cuts
through the metal
inner shell are
visible.
E. Tubing or wire None allowed. Not repairable. Replace cable.
bundle (if Inspect with 10X
exposed by magnifying glass.
broken braid)
for cracks or
breaks.

MM74-00-00
* * * FOR CT7-2E1
Figure 608 Green Electrical Cable - Inspection

* * * FOR CT7-2A, CT7-2D, CT7-2D1
9. Yellow Electrical Cable.
Go to Table 609.
TABLE 609. INSPECTION OF YELLOW ELECTRICAL CABLE
Max Repairable
A. Yellow
electrical cable
(6, Figure 609)

MM74-00-00
for:
strands. Exposed
tubing or wire
bundles are not
allowed.
inner
conduit (5)
for cracks
or breaks.
(3) Worn or Any amount, if wire Not repairable. Replace cable.
connectors one-half of
(8) circumference is
acceptable.
(4) Damaged Ring nuts must screw Not repairable. Replace cable.
threads or on mating parts with
out-of- a ratcheting action
roundness on and must attach
electrical securely.
connector
(8) knurled
coupling
rings nuts.
B. Teflon chafing
sleeve (3) for:
have no projecting
ends.
(2) Damaged or Not allowed. Not repairable. Replace damaged or
C. Electrical Any amount, without Any amount, with Remove high metal
connectors (8) high metal, if high metal, that can (GEK 9250, 70-42-
for damaged connector can be be reworked to 00).
threads. assembled normally usable limits.
MM74-00-00
with its mating

parts.
D. Underlying Damage not allowed. Not repairable. Replace cable.
insulation for
damage.
E. Molded fittings Any amount of cuts Not repairable. Replace cable.
mechanical,
electrical, and
are not affected.
Metal inner shell
may be exposed as
long as no dents,
wear, or cuts
through the metal
inner shell are
visible.
F. Tubing or wire None allowed. Not repairable. Replace cable.
broken braid)
for cracks or
breaks.

MM74-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 609 Yellow Electrical Cable (Typical) - Inspection

Go to Table 610.
TABLE 610. INSPECTION OF BLUE ELECTRICAL CABLE
Max Repairable
A. Blue electrical
cable (8, Figure
610) for:
(1) Broken wires Up to 7 broken Same as usable Bend back broken

MM74-00-00
and exposed strands in any 1 limits. wire. Otherwise,

inner bundle square inch, replace cable.
(6) wire- provided break is
braid shield not closer than 2
(4). inches to another
damaged area and the
inner bundle is not
exposed.
inner bundle
(6) and
inner
conduit (3)
for cracks.
circumference is
acceptable.
B. Teflon chafing
sleeve (5) for:
have no projecting
ends.
(2) Damaged or Not allowed. Any amount. Replace damaged or
C. Electrical
connectors (1)
for:
with its mating
part.
(7). cable are not
affected.

MM74-00-00

securely.
D. Underlying Not allowed. Not repairable. Replace cable.
insulation for
damage.
E. Molded fittings Any amount of cuts Any amount. Replace cable.
mechanical,
electrical, and
are not affected.
Metal inner shell
may be exposed as
long as no dents,
wear, or cuts
through the metal
inner shell are
visible.
F. Wire braid Up to 7 broken Not repairable. Replace cable.
shielding (4) strands in any 1
for broken square inch
strands. separated from any
other area of damage
by at least 2
inches. Bend back
all broken strands.
No exposed tubing or
wire bundle.
G. Tubing or wire None allowed. Not repairable. Replace cable.
broken braid)
for cracks or
breaks.

MM74-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 610 Blue Electrical Cable (Typical) - Inspection

* * * FOR CT7-2E1
10.A. Blue Electrical Cable.
Go to Table 610A.
TABLE 610A.. INSPECTION OF BLUE ELECTRICAL CABLE
Max Repairable
A. Blue electrical
cable (8, Figure
610A) for:

MM74-00-00

circumference is
acceptable.
strands. Exposed
tubing or wire
bundles are not
allowed.
inner
conduit (3)
for cracks
or breaks.
B. PEEK chafe guard
(5) for:
(1) Looseness. Wrap should fit Not repairable. Replace cable.
snugly on cable and
have no projecting
ends.
(2) Damaged or Not allowed. Not repairable. Replace cable.
missing
pieces.
C. Electrical
connectors (1)
for:
with its mating
part.
(7). cable are not
MM74-00-00
affected.
securely.
D. Molded Any amount of cuts Not repairable. Replace cable.
transition for or abrasions are
cuts or allowed to the
abrasions. elastomer as long as
mechanical,
electrical, and
are not affected.
Metal inner shell
may be exposed as
long as no dents,
wear, or cuts
through the metal
inner shell are
visible.
E. Tubing or wire None allowed. Not repairable. Replace cable.
broken braid)
for cracks or
breaks.

MM74-00-00
* * * FOR CT7-2E1
Figure 610A. Blue Electrical Cable - Inspection

* * * FOR ALL
Go to Table 611.
TABLE 611. INSPECTION OF ALTERNATOR STATOR
Max Repairable
A. Alternator None allowed. Not repairable. Replace alternator
stator (Figure stator.
611 or Figure

MM74-00-00
611A) for
cracks.
B. Alternator
stator for
nicks, dents,
pits, and
scratches on:
(1) Floor of Any number, 0.003 Not repairable. Replace alternator
packing inch deep, without stator.
groove sharp edges.
(1).
(2) Wall of Any number, 0.010 Not repairable. Replace alternator
packing inch deep, without stator.
groove sharp edges.
(1).
(3) All other Any number, 1/64 inch Same as usable Remove high metal
areas. deep, with high limits, with high (GEK 9250, 70-42-
metal. metal. 00).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
C. Captive bolts Not allowed. Not repairable. Replace bolt
(3) for missing (REPAIR 001).
or damaged
threads.
* * * FOR CT7-2E1
C. Captive bolts Not allowed. Not repairable. Replace alternator
(3) for missing stator.
or damaged
threads.
* * * FOR ALL
D. Damaged threads Any number of missing Same as usable Remove loose
in captive threads, without any limits, with crossed material and
boltholes. crossed threads or threads or loose debris, using a
any loose material. material. 0.250-28 UNF tap,
chase threads to
remove crossed
threads.
E. Diameter A Not allowed. Any amount. Remove high metal
surface for (GEK 9250, 70-42-
high metal. 00).
F. Inside diameter Not allowed. Any amount. Remove high or
for loose or loose metal and
high metal. wipe clean (GEK
9250, 70-42-00).
G. Electrical
connectors (4
or 5) for:
MM74-00-00

socket of-position.
pins.
(2) Kinked or None allowed. Not repairable. Replace stator.
sharply
bent pins.
assembled normally
* * * FOR ALTERNATOR STATOR PN 6038T46P01 AND PN 6043T28P02
NOTE: Connector seal (6) is made of rubber material.
(4) Swollen Connector seal must Not repairable. Replace alternator
connector be flush with or stator.
(6) on below surface X.
connector
(4).
* * * FOR ALTERNATOR STATOR PN 6038T46P02 AND PN 6043T28P05
NOTE: Connector seal (6) is made of fiberglass material (epoxy/varnish).
(5) Cracked or Not allowed. Not repairable. Replace alternator
chipped stator.
fiberglass
on
connector
seal (6).

MM74-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
4
2
1 Packing groove
2. 80ss (qty 3)
3. Cap:r.re bolt (qty 3)
4. Electrical connector (J2)
5, Electrical connector (J1)
6, Connector seal
, SURFACE ~
DIAA
--1..
5015437-00
Figure 611 Alternator Stator - Inspection

MM74-00-00
* * * FOR CT7-2E1
Figure 611A. Alternator Stator - Inspection

* * * FOR ALL
Go to Table 612.
TABLE 612. INSPECTION OF ALTERNATOR ROTOR
Max Repairable
A. Rotor (Figure
612) for:
(1) Cracks. None allowed. Not repairable. Replace rotor.
dents, and inch deep, without limits with high (GEK 9250, 70-42-
B. Wear on 0.4610 inch maximum Not repairable. Replace rotor.
diameter A. diameter.
C. Wear on 0.7810 inch maximum Not repairable. Replace rotor.
diameter B. diameter.
D. Pilot diameter
surface A and B
for:
(1) Pickup and Not allowed. Any amount of high Remove high metal
fretting. metal, if no more with a fine stone
than 25% of area is (GEK 9250, 70-42-
affected. 00).
(2) Axial 0.010 inch deep. No Same as usable Remove high metal
scratches more than 4 per 1/4 limits with high with a fine stone
and inch of metal. (GEK 9250, 70-42-

MM74-00-00
grooves. circumference. No 00).

high metal.
(3) Circumfer- Any number, 0.005 Same as usable Remove high metal
ential inch deep, if no more limits with high with a fine stone
grooves. than 10% of area is metal. (GEK 9250, 70-42-
affected. No high 00).
metal.

MM74-00-00
* * * FOR ALL
Figure 612 Alternator Rotor - Inspection

Go to Table 613.
TABLE 613. INSPECTION OF THERMOCOUPLE ASSEMBLY
Max Repairable
A. Rigid tubing (3,
Figure 613) for:
abrasions.
(2) Dents. Any number, 0.050 Not repairable. Replace
inch deep. thermocouple

MM74-00-00
assembly.
(3) Damaged Any amount, if there Any amount that can Remove loose burrs
threads on is no loose or high be reworked to and high metal
coupling nut metal, and nut can usable limits. (GEK 9250, 70-42-
(2). be sealed 00).
fingertight to
mating boss.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(4) Loose Both tubes attached Any amount. Repair clamp
(brazed to clamps. (REPAIR 008).
separated)
riveted loop
clamp (1).
* * * FOR CT7-2E1
(4) Loose Both tubes attached Not repairable. Replace
(brazed to clamps. thermocouple
separated) assembly.
riveted loop
clamp (1).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(5) (Former Not allowed. Any amount. Repair clamp
Configura- (REPAIR 008).
tion) Wrap-
around
clamps (7)
for cracks
or breakage.
* * * FOR ALL
B. Electrical
connector (5)
for:
(1) Slightly Not allowed. Any amount. Straighten, using
bent socket care not to damage
pins. platinum-plated
contact surface.
(2) Kinked or Not allowed. Not repairable. Replace
sharply bent thermocouple
socket pins. assembly.
(3) Cracked None allowed. Not repairable. Replace
insulator. thermocouple
assembly.
(4) Damaged Any amount, if there Any amount that can Remove loose or
threads. are no loose or be reworked to hanging burrs and
hanging burrs or usable limits. blend high metal
high metal and if (GEK 9250, 70-42-

MM74-00-00
connector can be 00).

assembled normally
with its mating
part.
C. Probe (4) for:
(1) Bends. 0.080 inch maximum. Not repairable. Replace
thermocouple
assembly. Do not
straighten.
(2) Nicks and None allowed. Not repairable. Replace
cracks. thermocouple
assembly.
(3) Smooth 0.020 inch maximum. Not repairable. Replace
dents. thermocouple
assembly.
(4) Wear or
erosion on:
(a) Bottom 0.025 No measurable wear Not repairable. Replace
inch of allowed. thermocouple
probe taper. assembly.
(b) Diameter A. Diameter A shall be Not repairable. Replace
0.240 inch minimum. thermocouple
No cracks or assembly.
breakthrough in
metal shield
allowed.
(c) Remaining 0.010 inch maximum. Not repairable. Replace
areas. thermocouple
assembly.
NOTE: Be sure that items A, B, and C have been done before doing electrical test.

• HEAT FROM OVEN OR FROM HOT PARTS CAN CAUSE REDDENING AND BLISTERING OF SKIN
(OR THIRD DEGREE BURNS) IF HANDS ARE NOT PROTECTED.
• USE APPROVED PROTECTIVE GLOVES WHEN PUTTING PARTS IN OR TAKING PARTS OUT OF
HOT OVEN.
D. Insulation More than 1.0 Less than 1.0 Bake thermocouple
resistance, pins megohms. megohms. assembly at 200°-
A, B, C, and D 400°F (93°-204°C)
to ground. for 16 hours.
Retest. If
resistance is not
more than 1.0
megohms, replace
thermocouple
MM74-00-00
assembly.

MM74-00-00
* * * FOR ALL
Figure 613 Thermocouple Assembly - Inspection

14. Torque and Overspeed Sensor and Np Sensor (CT7-2A/-2D/-2D1) and Np/Q Sensor (CT7-
2E1).
Go to Table 614.
TABLE 614. INSPECTION OF TORQUE AND OVERSPEED SENSOR AND Np SENSOR
(CT7-2A/-2D/-2D1) AND Np/Q SENSOR (CT7-2E1).
Max Repairable
A. Rigid tubing (4,
Figure 614) for:

MM74-00-00
(1) Cracks. None allowed. Not repairable. Replace sensor.

abrasions
(except in
packing
groove).
(3) Dents. Any number, 0.031 Not repairable. Replace sensor.
inch deep.
(4) Damaged 32-microinch finish Same as usable Remove high metal
packing without high metal. limits, with high (GEK 9250, 70-42-
grooves (9). metal. 00).
B. Electrical
connector (3)
for:
(1) Bent socket None allowed. Up to 1/8 inch out- Straighten pin.
pins. of-position.
(2) Kinked or Not allowed. Not repairable. Replace sensor.
sharply bent
pins.
(3) Damaged Up to 1 thread Same as usable Remove high metal
threads (2). missing, without limits, with high (GEK 9250, 70-42-
high metal, provided metal. 00).
it can be assembled
normally with its
mating part.
C. Retainer lock Any number, 0.031 Same as usable Remove high metal
(8) and retainer inch deep, without limits, with high (GEK 9250, 70-42-
(7) for nicks, high metal. metal. 00).
dents, and
scratches.
* * * FOR CT7-2A, CT7-2D, CT7-2D1

D. Broken spring Not allowed. Not repairable. Replace spring
(6). (REPAIR 009).
* * * FOR CT7-2E1
D. Broken spring Not allowed. Not repairable. Replace sensor.
(6).
* * * FOR ALL
E. Electrical 12-32 ohms. Not repairable. Replace sensor.
circuit for
resistance
between pins A
and C and
between pins B

MM74-00-00
and D.
F. Wear on shoulder Any amount, up to Not repairable. Replace sensor.
(10). 0.010 inch.
G. Wear on tip None allowed. Not repairable. Replace sensor.
(11).

MM74-00-00
* * * FOR ALL
Figure 614 Torque and Overspeed Sensor and Np Sensor (CT7-2A/-2D/-2D1)

and Np/Q Sensor (CT7-2E1) - Inspection
15. ECU and Ignition Exciter Brackets.
Go to Table 615.
TABLE 615. INSPECTION OF ECU AND IGNITION EXCITER BRACKETS
Max Repairable
A. Ignition exciter
bracket (3,
Figure 615 or
Figure 615A) and
ECU brackets (6)
or EECU brackets
(6) for:
(1) Cracks None allowed. Any number. Replace bracket.
MM74-00-00
(except in
braze or
clips).
(2) Cracks in None allowed. Any number. Replace bracket.
braze.
(3) Deform- Any amount, if Same as usable Cold-work (GEK
ation. bracket can be limits. 9250, 70-47-05) to
with its mating Fluorescent
parts. penetrant-inspect
(GEK 9250, 70-32-
02, Class C). No
cracks allowed.
(4) Nicks, Any number. Not applicable. Not applicable.
dents, and
scratches.
B. Damaged or worn Usable, if mating Not repairable. Replace nut (GEK
anchor nuts (1). bolt cannot be 9250, 70-48-14).
threaded all the way
through nut by hand
(using fingers only).
C. Damaged or
distorted
electrical clips
(2) for:
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(1) Cracks. None allowed. Not repairable. Replace clip
(REPAIR 010).
(2) Bends or Any amount, if clip Not repairable. Replace clip
distortion. can be securely (REPAIR 010).
attached to its
mating part.
* * * FOR CT7-2E1
(1) Cracks. None allowed. Not repairable. Replace bracket.
(2) Bends or Any amount, if clip Not repairable. Replace bracket.
distortion. can be securely
attached to its
mating part.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
D. Damaged or worn Usable, if mating Not repairable. Replace nut
self-locking nut bolt cannot be (REPAIR 011).
(4). threaded through nut
by hand.
* * * FOR CT7-2E1

MM74-00-00
D. Damaged or worn Usable, if mating Not repairable. Replace bracket.

self-locking nut bolt cannot be
(4). threaded through nut
by hand.

MM74-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 615 ECU and Ignition Exciter Brackets - Inspection

MM74-00-00
* * * FOR CT7-2E1
Figure 615A. EECU and Ignition Exciter Bracket - Inspection

* * * FOR ALL
16. Electrical Cable Clip Support.
Go to Table 616.
TABLE 616. INSPECTION OF ELECTRICAL CABLE CLIP SUPPORT
Max Repairable
Support (Figure 616)
for:
A. Cracks. None allowed. Not repairable. Replace support.
MM74-00-00
B. Deformation. Any amount, if Same as usable Cold-work to

support can be limits. usable limits(GEK
assembled normally 9250, 70-47-05).
with its mating Fluorescent-
parts. penetrant-inspect
(GEK 9250, 70-32-
02, Class C). No
cracks allowed.
C. Nicks, dents, and Any number. Not applicable. Not applicable.
scratches.
D. Damaged or
distorted
electrical clips.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(1) Cracks. None allowed. Not repairable. Replace clip
(REPAIR 010).
(2) Bends or Any amount, if clip Not repairable. Replace clip
distortions. can be securely (REPAIR 010).
attached to its
mating part.
* * * FOR CT7-2E1
(1) Cracks. None allowed. Not repairable. Replace support.
(2) Bends or Any amount, if clip Not repairable. Replace support.
distortions. can be securely
attached to its
mating part.

MM74-00-00
* * * FOR ALL
Figure 616 Figure 615 Electrical Cable Clip Support - Inspection

* * * FOR CT7-2E1
17. P0 Sensor.
Go to Table 617.
TABLE 617. INSPECTION OF P0 SENSOR
Max Repairable
A. Electrical
connector (2, Figure
617) for:
(1) Contamination Not allowed. Any amount. Clean connector
or moisture. (CLEANING).
(2) Looseness. Not allowed. Not repairable. Replace sensor.
(3) Bent pins Not allowed. Up to 1/8 inch out Straighten pin.
(6). of position. Check alignment
with mating
connector.
(4) Kinked or None allowed. Not repairable. Replace sensor.
sharply bent
pins (6).
assembled normally
with mating
connector.
B. Housing (3) for None allowed. Not repairable. Replace sensor.
cracks.
MM74-00-00
C. Mounting flange
(4) for:
(2) Nicks, dents, Any amount, 0.030 Same as usable Blend high metal
and inch deep, without limits, with high to adjacent
scratches. high metal. metal. contour (GEK 9250,
70-42-00).
D. Ports (5) for:
threads. is no loose or high be reworked to and high metal
metal. usable limits. (GEK 9250, 70-42-
00).

MM74-00-00
* * * FOR CT7-2E1
Figure 617 P0 Sensor - Inspection

18. P3 Sensor.
Go to Table 618.
TABLE 618. INSPECTION OF P3 SENSOR
Max Repairable
A. Electrical
connector (2, Figure
618) for:
(3) Bent pins Not allowed. Up to 1/8 inch out Straighten pin.
(6). of position. Check alignment
with mating
connector.
(4) Kinked or None allowed. Not repairable. Replace sensor.
sharply bent
pins (6).
assembled normally
with mating
connector.
B. Housing (3) for None allowed. Not repairable. Replace sensor.
cracks.
C. Mounting flange
MM74-00-00
(4) for:
(2) Nicks, dents, Any amount, 0.030 Same as usable Blend high metal
and inch deep, without limits, with high to adjacent
scratches. high metal. metal. contour (GEK 9250,
70-42-00).
D. Ports (5) for:
threads. is no loose or high be reworked to and high metal
metal. usable limits. (GEK 9250, 70-42-
00).

MM74-00-00
* * * FOR CT7-2E1
Figure 618 P3 Sensor - Inspection

MM74-00-00
ELECTRICAL SYSTEM - CLEANING
* * * FOR ALL
TASK 74-00-00-100-801
This section provides instructions for cleaning the components of the electrical
system. Before starting any of the following procedures, read CLEANING section in
Table 701 contains the parts cleaning summary for the components of the electrical
system.
Alternator Rotor --- Para 8
Alternator Stator --- Para 7
Electrical Cables --- Para 6
Electrical Connectors --- Para 11
History Recorder --- Para 4
Electrical Control Unit --- Para 4
Igniter Plugs --- Para 3
Ignition Exciter --- Para 4
Ignition Leads --- Para 5
Np Sensor --- Para 10
Np/Q Sensor --- Para 10
Thermocouple Assembly --- Para 9
Torque and Overspeed Sensor --- Para 10
3. Igniter Plugs.
P-D-680
SURFACES.
INHALATION OF VAPOR CAN IRRITATE THE NOSE AND THROAT AND CAN CAUSE
DIZZINESS.
MM74-00-00
A. Flush or spray-wash external surface with dry cleaning solvent to remove

grease, oil, and dirt.
VAPOR DAMAGE LUNGS.
B. Blow-dry, using dry, filtered, compressed air.
4. Electrical Control Unit (ECU), History Recorder, and Ignition Exciter.
A. If no moisture or contamination is found in electrical connector, do not clean
it. Install protective cap.
B. If electrical connector is to be cleaned, refer to paragraph 11.
WARNING: DRY CLEANING SOLVENT FED SPEC P-D-680
OBSERVE WARNING IN PARAGRAPH 3.A. WHEN USING DRY CLEANING SOLVENT.
C. Wipe external surfaces with a lint-free towel saturated with dry cleaning
solvent to remove grease, dirt, and oil.
OBSERVE WARNING IN PARAGRAPH 3.A. WHEN USING COMPRESSED AIR.
D. Blow-dry, using dry, filtered, compressed air.
5. Ignition Leads.
it. install protective caps.
6. Electrical Cables.
it. Install protective caps.
MM74-00-00

A. Wipe external surfaces with a lint-free towel saturated with dry cleaning
B. Blow-dry, using dry, filtered, compressed air.
10. Torque and Overspeed Sensor and Np Sensor or Np/Q Sensor.
MM74-00-00

If electrical connectors are contaminated, clean them as follows:
• VAPORS ARE HARMFUL; DO NOT USE SOLVENT NEAR OPEN FLAMES OR ON HOT SURFACES.
USE IT ONLY WITH ADEQUATE VENTILATION.
O-T-620
SKIN AN EYE IRRITATION, DERMATITIS, NARCOTIC EFFECTS, AND HEART DAMAGE.
TT-I-735
SURFACES.
• IF ANY LIQUID CONTACTS SKIN OR EYES. IMMEDIATELY FLUSH AFFECTED AREA

MM74-00-00

CONTAINER.
CONTINUITY.
NOTE: • Electrical connectors will be cleaned if inspection shows connector is
contaminated, or if connector was left exposed.
• There are two methods for cleaning electrical connectors. The preferred
method (step A) is to use cleaning solvent and dry, filtered, compressed air.
The alternate method (step B) is to use dry, filtered, compressed air only.
• The consumables listed in step A are the only authorized consumables to clean
the electrical connectors.
A. Clean electrical connectors as follows:
(1) Using either Miller-Stephenson solvent MS-160, Isopropyl alcohol, TT-I-735,
Trichlorotrifluoroethane MIL-C-81302, or its equivalent LPS Electro Contact
Cleaner, spray electrical connector to loosen contaminants. Hold spray
nozzle 4-6 inches away from connector.
CAUTION: USE LOW VELOCITY, 15 PSIG AIR BECAUSE HIGH VELOCITY MAY DAMAGE RUBBER
SEALS. DO NOT SOAK OR DIP CONNECTORS IN SOLVENT.
NOTE: Allow connector to air dry for 1 hour prior to installing approved caps.
(2) Drain excess solvent liquid immediately. Blow-dry with low velocity (15
psig), dry, filtered, compressed air. Allow connector to air dry for a
minimum of 1 hour.
(3) Install approved protective caps or equivalent, on all electrical
connectors.
B. Clean electrical connectors as follows:
(1) Blow-dry connectors using low-velocity (15 psig), dry, filtered, compressed
air onto connectors to remove contaminants.
connectors.

MM74-00-00, REPAIR 001
ELECTRICAL SYSTEM - REPLACEMENT OF CAPTIVE BOLTS - REPAIR
* * * FOR ALL
TASK 74-00-00-300-801
This procedure provides instructions for replacing captive bolts on the alternator
stator and the electrical control unit (ECU).
2. Procedure.
CAUTION: DO NOT REMOVE DAMAGED CAPTIVE BOLT THROUGH CAPTIVE BOLT BOSS. THREADS OF
BOSS MAY BE DAMAGED.
(3) Using a 0.250-28 UNJF-38 inch die, chase threads of captive bolt(s).
(4) Unscrew captive bolt from boss and remove. Remove flat washer and save
washer.
(5) Inspect boss for damaged threads. Any number of crossed threads or loose
material can be removed. If necessary, chase threads using a 0.250-28UNF
tap.
B. Install flat washer onto new captive bolt. Install captive bolt into boss.

MM74-00-00, REPAIR 002
ELECTRICAL SYSTEM - ELECTRICAL CONTROL UNIT INSULATION BLANKET - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 74-00-00-300-802
This procedure provides instructions for repairing the insulation blanket on the
electrical control unit (ECU).
2. Procedure.
A. Remove insulation blanket (1, Figure 801) as follows:
(1) Unscrew cover (9).
(2) Remove five cap screws (2) and washers (3).
(3) Remove insulation blanket (1).
(4) Inspect temperature decal (6) (INSPECTION).
B. Repair insulation blanket (1) as follows:
O-T-620
DAMAGE.
GOGGLES.
(1) Using trichloroethane, clean area to be repaired.
(2) Trim sharp edges, loose fragments, or torn sections of foil. If insulation
blanket is missing, replace it using a scrapped insulation blanket.
(3) Cut a piece of Nichrome foil, stainless steel foil, or Nichrome ribbon 1/4-
1/2 inch to overlap damaged or missing insulation blanket.
(4) Using a sample of the foil that will be used for repair, check welding
machine settings and weld technique. Weld must have good fusion without
burn-through.
(5) Inspect sample for burn-through at welds. If there is no burn-through,
check strength of weld by tearing sample apart. Metal should tear away from
around welds.
(6) Using tweezer welder, weld foil patches 1/4 inch minimum from each other.
(7) Using a pair of tweezers, lightly pull at patch opposite welds. If welds
pull apart, recheck welder settings, make a new sample and reweld.

MM74-00-00, REPAIR 002
C. Install insulation blanket (1) as follows:

(1) Position insulation blanket (1) over ECU box (8).
(2) Secure blanket (1), using five washers (3) and five cap screws (2). Tighten
cap screws until blanket is tight.
(3) Check to be sure that a 1/10 inch clearance exists around all electrical
connectors and that blue line on each receptacle is visible. Reposition
blanket (1) as necessary.
(4) Install cover (9) handtight.

MM74-00-00, REPAIR 002
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Electrical Control Unit Insulation Blanket - Repair

MM74-00-00, REPAIR 003
ELECTRICAL SYSTEM - REPLACEMENT OF ISOLATORS ON IGNITION EXCITER AND HISTORY RECORDER - REPAIR
* * * FOR ALL
TASK 74-00-00-300-803
This procedure provides instructions for replacing any or all of the isolators
located on the ignition exciter and the history recorder.
2. Procedure.
A. Replace isolator (5, Figure 801, view A) on ignition exciter as follows:
(1) Unthread captive bolt (1) from ferrule (8). Remove bolt (1).
(2) Remove ferrules (4, 8).
(3) Remove and discard isolator (5) from mounting hole on ignition exciter (6).
(4) Press-in new isolator (5) into mounting hole on ignition exciter assembly
(6).
(5) Press-in ferrule (8) into isolator (5) from rear face of ignition exciter
assembly (6). (Refer to view B.)
(6) Press-in ferrule (4) into isolator (5) from front face of ignition exciter
assembly (6). (Refer to view B.)
(7) Install bolt (1, view A) through ferrule (4), isolator (5), and ferrule
(8). Thread bolt through ferrule (8) until threaded end of bolt is free.
(8) Install bolt (1, view C) through grounding strap (3), ferrule (4), isolator
(5), and ferrule (8). Thread bolt through ferrule (8) until threaded end of
bolt is free.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
B. Replace isolator (6, Figure 802, view A) on history recorder as follows:
(1) Unthread captive bolt (4) from ferrule (9). Remove bolt (4).
(2) Remove ferrules (5, 9).
(3) Remove and discard isolator (6) from mounting hole on history recorder
(10).
(4) Press-in new isolator (6) into mounting hole on history recorder (10).
(5) Press-in ferrule (9) into isolator (6) from rear face of history recorder
(10). (Refer to view B.)
(6) Press-in ferrule (5) into isolator (6) from front face of history recorder
(10). (Refer to view B.)
(7) Install bolt (4, view A) through ferrule (5), isolator (6), and ferrule
(9). Thread bolt through ferrule (9) until threaded end of bolt is free.
(8) Install bolt (4, view C) through grounding strap (7), ferrule (5), isolator
(6), and ferrule (9). Thread bolt through ferrule (9) until threaded end of
bolt is free.

MM74-00-00, REPAIR 003
* * * FOR ALL
Figure 801 Isolators on Ignition Exciter - Replacement

MM74-00-00, REPAIR 003
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 802 Isolators on History Recorder - Replacement

MM74-00-00, REPAIR 004
ELECTRICAL SYSTEM - REPLACEMENT OF GROUNDING STRAP ON IGNITION EXCITER AND HISTORY RECORDER - REPAIR
* * * FOR ALL
TASK 74-00-00-300-804
This procedure provides instructions for replacing the grounding strap located on
the ignition exciter and the history recorder.
2. Procedure.
A. Replace grounding strap (3, Figure 801) on ignition exciter as follows:
(1) Unthread captive bolt (1, view C) from ferrule (8). Remove bolt (1).
(2) Remove locknut (2) and bolt (7).
(3) Remove and discard grounding strap (3).
(4) Position new grounding strap (3) as shown.
(5) Install bolt (7) from rear face of ignition exciter (6) through mounting
hole and through strap.
(6) Install locknut (2) onto bolt (7). Tighten locknut to 27-30 lb in.
(7) Install bolt (1) through grounding strap (3), ferrule (4), isolator (5),
and ferrule (8); then thread bolt through ferrule (8) until threaded end of
bolt is free.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
B. Replace grounding strap (7, Figure 802) on history recorder as follows:
(1) Unthread captive bolt (4, view C) from ferrule (9). Remove bolt (4).
(2) Remove locknut (11) and bolt (8).
(3) Remove and discard grounding strap (7).
(4) Position new grounding strap (7) as shown.
(5) Install bolt (8) from rear face of history recorder (10) through mounting
hole and through strap.
(6) Install locknut (11) onto bolt (8). Tighten locknut to 27-30 lb in.
(7) Install bolt (4) through grounding strap (7), ferrule (5), isolator (6),
and ferrule (9); then thread bolt through ferrule (9) until threaded end of
bolt is free.

MM74-00-00, REPAIR 004
* * * FOR ALL
Figure 801 Grounding Strap on Ignition Exciter Assembly - Replacement

MM74-00-00, REPAIR 004
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 802 Grounding Strap on History Recorder - Replacement

MM74-00-00, REPAIR 005
ELECTRICAL SYSTEM - PAINTING OF IGNITION EXCITER - REPAIR
* * * FOR ALL
TASK 74-00-00-300-805
This procedure provides instructions for painting the ignition exciter.
2. Procedure.
A. Using masking tape, cover input and output receptacles, identification plate,
and approximately 1 inch around both sides of case mounting bracket holes.
B. Spray all exposed surfaces with metal primer. Allow surfaces to air-dry for at
least 20 minutes.
WARNING: XYLENE
TT-X-916
SURFACES.
• CONTACT WITH LIQUID OR VAPOR CAN CAUSE SKIN AND EYE IRRITATION, DERMATITIS,
AND DROWSINESS.
• AFTER ANY PROLONGED SKIN CONTACT, WASH CONTACTED AREA WITH SOAP AND WATER.
REMOVE SOLVENT-SATURATED CLOTHING.
• IF VAPORS CAUSE DROWSINESS, GO TO FRESH AIR. IF IRRITATION PERSISTS, GET
MEDICAL HELP.
GOGGLES, AND LONG SLEEVES.
• WHEN HANDLING LIQUID OR LIQUID-SOAKED CLOTH IN OPEN UNEXHAUSTED AREA, WEAR
APPROVED RESPIRATOR, GLOVES, AND GOGGLES.
CONTINUITY.
C. Prepare black enamel paint by thinning it, if necessary, with xylene. Mix
enamel thoroughly, to a viscosity equivalent to 80 seconds through a No. 4
Ford cup. Spray one firm, even coat over all surfaces.
D. Air-dry surfaces for 20 minutes and then remove masking tape.
• HEAT FROM OVEN OR FROM HOT PARTS CAN CAUSE REDDENING AND BLISTERING OF SKIN
(OR THIRD DEGREE BURNS) IF HANDS ARE NOT PROTECTED.
• USE APPROVED PROTECTIVE GLOVES WHEN PUTTING PARTS IN OR TAKING PARTS OUT OF
HOT OVEN.
E. Bake ignition exciter in an oven for 1 hour at 300°F (149°C).
O-T-620
MM74-00-00, REPAIR 005
ELECTRICAL SYSTEM - PAINTING OF IGNITION EXCITER - REPAIR

F. Clean non-painted surfaces with trichloroethane.

MM74-00-00, REPAIR 006
ELECTRICAL SYSTEM - REPLACEMENT OF TEFLON CHAFING SLEEVE ON ELECTRICAL CABLES - REPAIR
* * * FOR ALL
TASK 74-00-00-300-806
This procedure provides instructions for replacing teflon chafing sleeve on
electrical cables.
2. Procedure.
A. Removal of Teflon Chafing Sleeve from Electrical Cables.
NOTE: Because the secondary branches (Figure 801, sheets 1 through 3) of
electrical cables are wrapped separately from the primary branches, an
overlap occurs. It may be necessary to unwrap the primary branch to gain
access to a damaged piece of sleeve on a secondary branch.
(1) Remove damaged teflon chafing sleeve from the primary branch of electrical
cable as follows:
(a) If the damage is on primary branch of electrical cable, pull Viton
tubing (black end band) (sheet 1) back to expose end of teflon chafing
sleeve.
(b) Twist and pull teflon chafing sleeve from under Viton tubing.
(c) Start unwrapping sleeve from primary branch (sheet 2). Continue
unwrapping until end of secondary branch sleeve is exposed.
(d) Using a small piece of silicone tape, tape down end of secondary branch
sleeve to prevent sleeve from unraveling (sheet 3).
(e) Continue unwrapping primary branch, and repeat taping down secondary
sleeve ends.
(f) When primary sleeve reaches the next Viton tube (black end band), pull
tubing back as far as possible. Twist and pull to remove sleeve end
from under tubing.
(2) Remove damaged teflon chafing sleeve from the secondary branch of
electrical cable as follows:
(a) If damage is on secondary branch of electrical cable, pull Viton tubing
(black end band) (sheet 1) back to expose end of teflon chafing sleeve.
(b) Twist and pull teflon chafing sleeve from beneath Viton tubing.
(c) Look for overlap of primary branch sleeve (sheet 2) to determine
direction in which secondary branch was wrapped.
(d) Start at end of primary branch and pull Viton tubing (black end band)
back as far as possible.
(e) Twist and pull to expose end of primary branch sleeve.
(f) Unwrap sleeve on primary branch enough to expose end of sleeve on
secondary branch.
(g) Unwrap and remove sleeve from secondary branch.
B. Installation of Teflon Chafing Sleeve on Electrical Cables.
NOTE: If the sleeve was damaged so that both the primary and secondary branches
were replaced, the secondary branch should be wrapped first. Primary
branch sleeve will always overlap secondary branch sleeve.
(1) Install teflon chafing sleeve on to secondary branch of electrical cable as
MM74-00-00, REPAIR 006
follows:
(a) Cut a new piece of sleeve the approximate length of old sleeve
previously removed.
NOTE: A 0.125 inch gap is allowed between each complete wrap.
(b) If not already done, pull Viton tube (black end band) (Figure 801,
sheet 1) as far back as possible.
(c) Start wrapping new sleeve. After two complete wraps, pull Viton tube
(black end band) down to hold sleeve in place, and continue wrapping.
(d) When secondary branch is wrapped, sleeve should extend over a primary
branch (without sleeve) (sheet 3).
(e) Apply silicone tape to end of sleeve to hold sleeve in place until
primary branch sleeve is installed or rewrapped over it.
(2) Install teflon chafing sleeve on to primary branch of electrical cable as
follows:
(a) Cut a new piece of sleeve the approximate length of old sleeve
previously removed.
NOTE: A 0.125 inch gap is allowed between each complete wrap.
(b) If not already done, pull Viton tube (black end band) (sheet 1) as far
back as possible.
(c) Start wrapping new sleeve. After two complete wraps, pull Viton tube
(black end band) down to hold sleeve in place.
(d) During rewrapping, remove the silicone tape from those secondary
branches that were taped down.
(e) Overlap secondary branches, and continue wrapping until next Viton
tubing (black end band) is reached on primary branch (sheet 2).
(f) Pull Viton tubing (black end band) down over end of sleeve.

MM74-00-00, REPAIR 006
* * * FOR ALL
Figure 801 (Sheet 1) Teflon Chafing Sleeve - Replacement

MM74-00-00, REPAIR 006
* * * FOR ALL

MM74-00-00, REPAIR 006
* * * FOR ALL

MM74-00-00, REPAIR 007
ELECTRICAL SYSTEM - REPLACEMENT OF GREEN ELECTRICAL CABLE E-3 CONNECTOR BRACKET - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 74-00-00-300-807
This procedure provides instructions for replacing the E-3 connector bracket
located on the green electrical cable.
2. Procedure.
A. Removal.
(1) Remove four capscrews (3, Figure 801) from two nut plates (4).
(2) Slide bracket (2) from cable (1).
B. Installation.
(1) Position new bracket (2, Figure 801), as shown, and install it on green
electrical cable (1).
(2) Install two nut plates (4) and secure them with four capscrews (3). Hand-
tighten screws.
(3) Torque screws to 80-90 oz in.

MM74-00-00, REPAIR 007
ELECTRICAL SYSTEM - REPLACEMENT OF GREEN ELECTRICAL CABLE E-3 CONNECTOR BRACKET - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Green Electrical Cable E-3 Connector Bracket - Replacement

MM74-00-00, REPAIR 008
ELECTRICAL SYSTEM - REPLACEMENT OF CLAMPS ON THERMOCOUPLE ASSEMBLY - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 74-00-00-300-808
This procedure provides instructions for replacing wraparound and riveted loop
clamps on thermocouple assembly PN 6039T73P01 or PN 6058T28P01.
2. Procedure.
HELP.
CAUTION: • DO NOT APPLY HEAT TO WRAPAROUND CLAMPS (1, 3, Figure 801); OTHERWISE,
DAMAGE TO THERMOCOUPLE ASSEMBLY WILL OCCUR.
• DO NOT GRIND OR FILE INTO RIGID TUBING UNDER CLAMP.
NOTE: There are two types of thermocouple assemblies. Thermocouple assembly PN
6039T73P01 has wraparound clamps and thermocouple assembly PN 6058T28P01 has
riveted loop clamps. The repair procedure is the same for both types of
clamps.
A. Using a hand grinder or a file, trim broken pieces or loose areas of clamps
(1, 3, 4, 5, or 9). Blend sharp edges and high metal (GEK 9250, 70-42-00).
B. Repair broken or cracked clamps (1, 3, 4, 5, or 9) as follows:
NOTE: Views A and B depict two methods for holding thermocouple tubing.
(1) Install two loop-type clamps PN MS122901 (6, view A or B, as applicable)
adjacent to damaged clamp, on the side closest to electrical connector (2).
(2) Install bolt PN J643P05A (7) as shown in view A or B. Install locknut PN
4046T32P01/P02/P03 (8).
(3) Torque locknut (8) to 45-50 lb in.

MM74-00-00, REPAIR 008
ELECTRICAL SYSTEM - REPLACEMENT OF CLAMPS ON THERMOCOUPLE ASSEMBLY - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Thermocouple Assembly Clamps - Replacement

MM74-00-00, REPAIR 009
ELECTRICAL SYSTEM - REPLACEMENT OF SPRING RETAINER LOCK, SPRING RETAINER, HELICAL SENSOR SPRING, AND
COVER FROM TORQUE AND OVERSPEED SENSOR AND NP SENSOR - REPAIR
* * * FOR ALL
TASK 74-00-00-300-809
This procedure provides instructions for replacing components of the torque and
overspeed sensor and Np sensor.
2. Procedure.
A. Clean torque and overspeed sensor or Np sensor (CLEANING) (5, Figure 801,
sheet 1).
B. If helical sensor spring (3) is not broken, use spring compression clamp LMT
830 (6, sheet 2), and disassemble sensor (5) as follows:
(1) Secure sensor (5) in a bench vise positioned as shown.
(2) Using handle on clamp (6), position jaws so that one jaw fits onto cover
(4) and the other jaw fits onto spring retainer (2).
CAUTION: BE SURE THAT JAWS ARE SECURELY POSITIONED ONTO RETAINER (2) AND ONTO
COVER (4); OTHERWISE, SENSOR (5) WILL BE DAMAGED WHEN SPRING IS
COMPRESSED.
(3) Using handle, compress spring (3) and remove spring retainer lock (1).
(4) Using handle, release tension from spring (3). Remove clamp (6) from sensor
(5).
C. Remove retainer lock (1), retainer (2), spring (3), and cover (4) from sensor
(5). Discard damaged parts.
D. Clean torque and overspeed sensor or Np sensor (CLEANING).
E. Install applicable new parts (1, 2, 3, 4, sheet 2) as follows:
(1) Secure sensor (5) in a bench vise, positioned as shown in sheet 2.
(2) Install cover (4) onto sensor (5) so that the raised area of cover (4)
faces down.
(3) Install spring retainer (3) onto sensor (5) so that spring seats in cover
(4).
(4) Install spring retainer (2) onto sensor (5) so that the recessed end of
retainer faces the tip of sensor and so that the flat area of retainer
seats onto spring (3).
(5) Using handle on clamp (6), position jaws so that one jaw fits onto cover
(4) and the other jaw fits onto spring retainer (2).
CAUTION: BE SURE THAT JAWS ARE SECURELY POSITIONED ONTO SPRING RETAINER (2) AND
ONTO COVER (4); OTHERWISE, SENSOR (5) WILL BE DAMAGED WHEN SPRING IS
COMPRESSED.
NOTE: The tapered area of spring retainer lock (1) must face spring retainer
(2). The flat area of retainer lock (1) must face tip of sensor (5).
(6) Using handle, compress spring (3) and install retainer lock (1).
(7) Using handle, release tension from spring (3). Remove clamp (6) from sensor
(5).
(8) Be sure that retainer lock (1), retainer (2), spring (3), and cover (4) are
properly seated.

MM74-00-00, REPAIR 009
* * * FOR ALL
Figure 801 (Sheet 1) Torque and Overspeed Sensor and Np Sensor -

Replacement of Components

MM74-00-00, REPAIR 009
* * * FOR ALL
Figure 801 (Sheet 2) Torque and Overspeed Sensor and Np Sensor -

Replacement of Components

MM74-00-00, REPAIR 010
ELECTRICAL SYSTEM - REPLACEMENT OF ELECTRICAL CABLE CLIP - REPAIR
* * * FOR ALL
TASK 74-00-00-300-810
This procedure provides instructions for replacing the electrical cable clip on
the ignition exciter bracket.
2. Procedure.
HELP.
A. Grind heads of two rivets (4, Figure 801).
B. Place ignition exciter bracket (1) against a suitable surface and drive out
rivets (4).
C. Position new electrical cable clip (3) on clip support (2). Install new rivets
(4) (GEK 9250, 70-13-01).

MM74-00-00, REPAIR 010
ELECTRICAL SYSTEM - REPLACEMENT OF ELECTRICAL CABLE CLIP - REPAIR
* * * FOR ALL
Figure 801 Electrical Cable Clip - Replacement

MM74-00-00, REPAIR 011
ELECTRICAL SYSTEM - REPLACEMENT OF SELF-LOCKING NUT - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 74-00-00-300-811
This procedure provides instructions for replacing the self-locking nut on the
electrical control unit (ECU) or electronic engine control unit (EECU) bracket.
2. Procedure.
A. Carefully grind (GEK 9250, 70-41-00) off four tack welds that hold self-
locking nut (1, Figure 801) to bracket (2).
B. With self-locking nut (1) removed, blend remaining high metal on bracket (2)
(GEK 9250, 70-42-00).
C. Position new nut (1) and clamp nut to bracket (2) with small C-clamp.
D. Using information in Table 801, TIG weld new self-locking nut (1) to bracket
(2).
NOTE: Read WELDING AND BRAZING PRACTICES (GEK 9250, 70-41-00) before using this
table.
TABLE 801. WELD DATA
BACKUP
TORCH GAS GAS MACHINE
PART TO BE MATERIAL(S) TO FILLER WIRE FLOW FLOW CURRENT
WELDED BE WELDED DESIGNATION/SPECIFICATION (CFH) (CFH) (AMPS) CONTOUR
Electrical 321 stainless Hastelloy W (AMS 5786) 8-14 --- 25-40 1/16
unit self- steel (AMS Argon dc inch
locking 5510) fillet
nut.

MM74-00-00, REPAIR 011
ELECTRICAL SYSTEM - REPLACEMENT OF SELF-LOCKING NUT - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 801 Self-Locking Nut (Typical) - Replacement

MM75-00-00
AIR SYSTEM - DESCRIPTION AND OPERATION
* * * FOR ALL
TASK 75-00-00-870-802
The air system consists of the following:
• Anti-icing bleed and start valve
• P3 hose and tube assembly (CT7-2A)
• P3 tube (CT7-2D/-2D1)
• P3 tubes and sensors (CT7-2E1)
• Anti-icing tubes and ducts
• Seal pressure tube
• Bleed air
• Engine Inlet Air to T2 Sensor of HMU (CT7-2A/-2D/-2D1) or FMU (CT7-2E1)
Refer to 72-00-00, DESCRIPTION AND OPERATION for air system operation.
3. Description.
A. Anti-Icing Bleed and Start Valve.
The anti-icing bleed and start valve is located on the left side of the engine
(aft looking forward). It is attached to the high-pressure bleed port on the
compressor stator case, the anti-icing bleed duct, and the IGV anti-icing duct
with sleeved couplings. The mechanically and electrically adjusted valve
controls anti-icing and start-bleed air flow. The green electrical cable is
connected to the valve (for CT7-2E1, the blue electrical cable is also
connected to the valve); also, the variable geometry crankshaft is linked to
the valve.
* * * FOR CT7-2A
B. P3 Hose and Tube Assembly.
The P3 hose and tube assembly is located between the pressure tap on the
midframe (11:00 o'clock position), the HMU, and the sequence valve on the
accessory gearbox. The P3 hose and tube assembly supplies P3 air to the HMU
and to the sequence valve.
* * * FOR CT7-2D, CT7-2D1
C. P3 Tube.
The P3 tube is located between the pressure tap on the midframe (11:00 o'clock
position) and the HMU on the accessory gearbox. The P3 tube supplies P3 air to
the HMU.
* * * FOR CT7-2E1
D. P3 Tubes and Sensors.
P3 air is supplied through two bosses located on the midframe and is directed
to P3 sensors located on the accessory gearbox. The P3 sensors in turn send a
signal to the EECU.
* * * FOR ALL
E. Anti-Icing Tubes and Ducts.
The tubes and ducts in the anti-icing system are located around the inlet
guide vane case. The tubes and ducts route hot axial compressor air for the

MM75-00-00
inlet guide vanes.

F. Seal Pressure Tube.
Seal pressure tube is located at the 5:00 o'clock position. This tube routes
bleed air from the compressor to the C-sump.
G. Bleed Air.
Two bleed air ducts, at the 3 and 9 o'clock positions at the rear of the
compressor case, supply the aircraft with compressor bleed air.
H. Engine Inlet Air-to-T2 Sensor of HMU (CT7-2A/-2D/-2D1) or FMU (CT7-2E1).
Engine inlet air from the swirl frame flows through tubes to the T2 sensor
(Figure 1). From the sensor, air flows back into the engine at the compressor
inlet.

MM75-00-00
* * * FOR ALL
Figure 1 T2 Airflow Schematic

MM75-00-00
AIR SYSTEM - REMOVAL AND INSTALLATION
* * * FOR ALL
TASK 75-00-00-400-801
A. This section provides instructions for removing and installing the air system
components. Before starting any of the following procedures, read ASSEMBLY AND
DISASSEMBLY TECHNIQUES section in Standard Practices Manual GEK 9250, 70-10-
00.
B. The following is a list of major line replaceable units (LRUs) that can be
aircraft.
• Anti-Icing Bleed and Start Valve
* * * FOR CT7-2E1
• P0 Sensor
• P3 Sensors
2. P0 Sensor.
A. Removal.
(1) Use your hand and disconnect electrical connector (1, Figure 401) from P0
sensor (2). If the electrical connector is difficult to loosen, do as
follows:
connector on the P0 sensor (2). Use protective caps and cover the
electrical connectors.
(2) Remove two bolts (3). Remove sensor (2).
B. Installation.
(1) Install P0 sensor (2, Figure 401) to bracket (4) using two bolts (3).
(2) Torque bolts (3) to 45-50 lb in.
(3) Connect electrical connector (1) to sensor (2) as follows:

MM75-00-00

OCCUR.
SYSTEM CAN OCCUR.
maximum extent.

MM75-00-00
* * * FOR CT7-2E1
Figure 401 P0 Sensor - Removal and Installation

* * * FOR CT7-2A
3. P3 Hose and Tube Assembly.
A. Removal.
(1) Disconnect P3 hose and tube assembly (2, Figure 401A) from sequence valve
union (1), from HMU union (4), and from midframe reducer (3).
(2) Remove hose and tube assembly (2). Cap tube ends.
B. Installation.
(1) Do a leak check of P3 hose and tube assembly (72-00-00, TEST).
(2) Loosely connect P3 hose and tube assembly (2, Figure 401A) to sequence

MM75-00-00
valve union (1), to HMU union (4) and to midframe reducer (3).
(3) Adjust P3 hose and tube assembly (3, Figure 402) to get a 3/16- to 1/4-inch
clearance between it and sequence manifold assembly (4). Tighten (60°
wrench-arc) coupling nut at midframe reducer.
(4) While holding P3 hose and tube assembly (3) to prevent it from rotating
into sequence manifold assembly (4), tighten (60° wrench-arc) coupling nut
at sequence valve union (1, Figure 401A).
(5) Hold U-shaped section of hose and tube assembly (3, Figure 402) at HMU end,
and tighten (60° wrench-arc) coupling nut at HMU union.
(6) Measure clearance between sequence manifold assembly (4) and P3 hose and
tube assembly (3). If it is not 3/16- to 1/4-inch, loosen and retighten
coupling nut at midframe to get proper clearance.
(7) Measure clearance between T2 sensor tube (1) and hose and tube assembly
(3). If clearance is not at least 3/16 inch as shown, pull T2 sensor tube
through clamp on bottom of HMU to get proper clearance.

MM75-00-00
* * * FOR CT7-2A
Figure 401A. P3 Hose and Tube Assembly - Removal and Installation

MM75-00-00
* * * FOR CT7-2A
Figure 402 P3 Hose and Tube Assembly - Alignment

* * * FOR CT7-2E1
4. P3 Sensors.
A. Removal.
(1) Use your hand and disconnect electrical connector (1, Figure 402A) from P3
sensor (2). If the electrical connector is difficult to loosen, do as
follows:
connector on the P3 sensor (2).
MM75-00-00

(3) Disconnect coupling nut on the front P3 air tube (3) from the P3 sensor
(2).
(4) Remove two bolts (4). Remove sensor (2).
(5) Disconnect electrical connector (5) from P3 sensor (6). If the electrical
connector is difficult to loosen, use soft-jaw pliers and remove as above.
(6) Disconnect coupling nut on P3 air tube (7) from P3 sensor (6).
(7) Remove two bolts (8). Remove P3 sensor (6).
B. Installation.
(1) Install P3 sensor (2, Figure 402A) to bracket (9) using two bolts (4).
(2) Install P3 sensor (6) to bracket (9) using two bolts (8).
(3) Torque all bolts (4, 8) to 45-50 lb in.
(4) Connect the electrical connector (1) to sensor (2) and electrical connector
(5) to sensor (6) as follows:
OCCUR.
SYSTEM CAN OCCUR.
maximum extent.
(5) While holding P3 tube (3) to prevent it from rotating, connect and tighten
coupling nut on tube (3) 60° wrench-arc. While holding P3 tube (7) to
prevent it from rotating, connect and tighten coupling nut on tube (7) 60°
wrench-arc.

MM75-00-00
* * * FOR CT7-2E1
Figure 402A. P3 Sensors - Removal and Installation

* * * FOR CT7-2D, CT7-2D1
5. P3 Tube.
A. Removal.
(1) Disconnect coupling nut (1, Figure 403) on P3 tube (4) from flareless tube
union (2).
(2) Disconnect coupling nut (6) from midframe-to-P3 fitting (5).
(3) Remove P3 tube (4).
B. Installation.
(1) Position P3 tube (4, Figure 403) between flareless tube union (2) and

MM75-00-00
midframe-to-P3 fitting (5).

(2) Connect coupling nut (1) to flareless tube union (2).
(3) Connect coupling nut (6) to midframe-to-P3 fitting (5).
(4) While holding P3 tube (4) to prevent it from rotating, tighten coupling
nuts (1, 6) 60° wrench-arc.

MM75-00-00
* * * FOR CT7-2D, CT7-2D1
Figure 403 P3 Tube - Removal and Installation

* * * FOR CT7-2E1
6. P3 Tubes.
A. Removal.
(1) Disconnect coupling nuts (1, 2, Figure 403A) on rear P3 air tube (3).
Remove rear P3 air tube (3).
(2) Disconnect coupling nuts (4, 5) on rear P3 air tube (6) and on front P3 air
tube (7).
(3) Remove bolt (8) and nut (9) from clamp (10) on the lube manifold. Remove
rear P3 air tube (6).
(4) Disconnect coupling nut (11) on front P3 air tube (7).
(5) Remove bolt (12) from bracket (13). Remove front P3 air tube (7).
(6) Disconnect coupling nut (14). Remove front P3 air tube (15).
B. Installation.
(1) Position front P3 air tube (15, Figure 403A) between bracket (13) and P3
sensor (16) aligning tab on tube (15) to bracket (13).
(2) Connect coupling nut (14) to P3 sensor (16).
(3) Position front P3 air tube (7) between bracket (13) and P3 sensor (17).
(4) Connect coupling nut (11) to P3 sensor (17).
(5) Install bolt (12) through clamp (18) and tab on P3 air tube (15) and secure
to bracket (13). Torque bolt (12) to 45-50 lb in.
(6) While holding front P3 air tubes (7, 15) to prevent them from rotating,
tighten coupling nuts (11, 14) 60° wrench arc.
(7) Position rear P3 air tube (3) between front P3 air tube (15) and midframe-
to-P3 fitting (19).
(8) While holding rear P3 air tube (3) to prevent it from rotating, tighten

MM75-00-00
coupling nuts (1, 2) 60° wrench arc.

(9) Position rear P3 air tube (6) between front P3 air tube (7) and midframe-
to-P3 fitting (20), aligning tab on tube (6) to clamp (10) on the lube
manifold.
(10) While holding rear P3 air tube (6) to prevent them from rotating, tighten
coupling nuts (4, 5) 60° wrench arc.
(11) Secure tube (6) to clamp (10) using bolt (8) and nut (9). Torque nut (9)
to 45-50 lb in.

MM75-00-00
* * * FOR CT7-2E1
Figure 403A. P3 Tubes - Removal and Installation

* * * FOR CT7-2D, CT7-2D1***FOR ANTI-ICING BLEED AND START VALVE PN 4046T28
7. Anti-Icing Bleed and Start Valve, Anti-Icing Seal Housings, Anti-Icing Seal
Retainer, and Lanyard and Clip Assembly.
A. Removal.
(1) Remove anti-icing bleed and start valve (7, Figure 404) as follows:
WARNING: REMOVING ANTI-ICING BLEED AND START VALVE
• THE ANTI-ICING BLEED AND START VALVE CAN REACH A TEMPERATURE OF
ABOUT 300°F (149°C) DURING ENGINE OPERATION.
• IF ENGINE HAS BEEN OPERATING, ALLOW VALVE TO COOL BEFORE REMOVING IT

MM75-00-00
WITH BARE HANDS.

mating connector on the anti-icing bleed and start valve.
3 Use protective caps and cover electrical connectors.
(b) Using an open-end wrench (view A), pull out quick-disconnect pin (12)
to disengage valve actuating linkage (13) and actuating shaft (14). Do
not remove pin from actuating shaft.
(c) Remove small clip (6) and large clip (8).
(d) Slide anti-icing seal housing (9) and anti-icing seal retainer (2) aft,
away from bleed ducts.
(e) Loosen three captive bolts (1).
(f) Remove valve (7). Leave anti-icing seal housing (11) on compressor
casing outlet.
(2) If required, do the following:
(a) Remove seal housing (9) from valve (7).
(b) Remove seal retainer (2) from valve (7).
(c) Remove lanyard and clip assembly by passing small clip (6) through hole
in valve (Figure 404, steps 3, 2, 1, view B).
(d) Remove seal housing (11) from compressor case bleed duct.
(3) Cover openings on engine and valve with barrier material and adhesive tape
PPP-T-60 or equivalent.
B. Installation.
(1) Remove barrier material or tape covering openings on engine and valve.
(2) If previously removed, do the following:
(a) Install anti-icing seal housing (9, Figure 404) onto anti-icing bleed
and start valve (7).
(b) Install anti-icing seal retainer (2) onto valve (7).
(c) Install lanyard and clip assembly onto valve (7) by passing small clip
(6) through hole in valve and drawing lanyard through hole (see steps
1, 2, 3, view B).
(d) Install anti-icing seal housing (11) onto compressor case bleed duct.
(3) Install valve (7) as follows:
(a) Back up three captive bolts (1) into mounting flange threads.
(b) Rotate valve (7) as necessary to clear bleed ducts and position it on
brackets. Secure valve with bolts (1).

MM75-00-00
(c) Slide seal housing (11) toward valve (7), centering seal housing
between valve inlet and compressor case bleed duct.
(d) Connect the electrical connector (4) as follows:
RING ON THE ELECTRICAL CONNECTORS. DAMAGE TO THE CABLE ASSEMBLY
CAN OCCUR.
maximum extent.
(e) Torque bolts (1) to 45-50 lb in.
(f) Slide seal retainer (2) forward onto bleed duct.
(g) Slide seal housing (9) forward onto bleed duct until it touches bleed
duct flange. Hold seal housing in place while checking gap.
(h) Check gap between flange of bleed duct and seal housing. Be sure gap
does not exceed 0.100 inch (view C). If gap exceeds limit at any point,
loosen bolts (1), and reposition valve as required to meet limit.
Tighten bolts and torque them to 45-50 lb in.
(i) Install small clip (6) and large clip (8) to hold seal retainer (2) and
seal housing (9) in place.
(j) Using an open-end wrench, rotate crankshaft of actuating system linkage
assembly, as required, to align hole in valve actuating linkage (13)
with holes in actuating shaft (14). Engage quick-disconnect pin (12).
Be sure that lockring on pin goes through actuating shaft and is
visible outside of actuating shaft.

MM75-00-00
Figure 404 Anti-Icing Bleed and Start Valve - Removal and Installation
A. Removal.
(1) Remove anti-icing bleed and start valve (4, Figure 405, sheet 1) as
follows:
WARNING: REMOVING ANTI-ICING BLEED AND START VALVE
• THE ANTI-ICING BLEED AND START VALVE CAN REACH A TEMPERATURE OF
ABOUT 300°F (149°C) DURING ENGINE OPERATION.
• IF ENGINE HAS BEEN OPERATING, ALLOW VALVE TO COOL BEFORE REMOVING IT
MM75-00-00
WITH BARE HANDS.

3 Use protective caps and cover electrical connectors.
(b) Remove quick-disconnect pin (2) to disengage link assembly (1) and
shaft (3). Do not remove pin from actuating shaft.
(d) Slide seal housing and lanyard assembly (9) away from anti-icing IGV
duct (10).
(e) Slide seal retainer and lanyard assembly (12) away from anti-icing IGV
duct (11).
(f) Loosen three captive bolts (5, 14).
(g) Remove valve (4). Leave seal housing (15) on compressor casing outlet
(18).
(2) If required, do the following:
(a) Remove retaining ring (20) of seal housing and lanyard assembly (9) and
seal retainer and lanyard assembly (12) from upper hole in cast rib of
valve (4).
(b) Remove ring (20) of lanyard and clip assembly (13) from lower hole in
cast rib of valve (4).
(3) Cover openings on engine and valve with waterproof/vaporproof barrier
material and adhesive tape PPP-T-60 or equivalent.
B. Installation.
(1) Remove barrier material and tape covering openings on engine and valve.
(2) If previously removed, do the following:
(a) Install retaining ring (20) of lanyard and clip assembly (13) to lower
hole in cast rib of anti-icing bleed and start valve (4). Position clip
so that small clip is inboard and large clip is outboard.
(b) Install retaining ring (20) of seal housing and lanyard assembly (9)
and seal retainer and lanyard assembly (12) to upper hole in cast rib
of valve (4). Position small coupling inboard and large coupling
outboard.
CAUTION: BE SURE THAT SEAL HOUSING (15) IS INSTALLED ON COMPRESSOR CASE OUTLET
(18); OTHERWISE, ANTI-ICING SYSTEM WILL FAIL.
NOTE: Seal ring (19) may be packaged in seal retainer and lanyard assembly

MM75-00-00
(12).
(a) If seal ring (19) is packaged in seal retainer and lanyard assembly
(12) remove ring (19).
IRRITATION.
ATTENTION.
CAUTION: DO NOT ALLOW OIL ON SEAL RING (19) EXCEPT ON THE INSIDE DIAMETER;
OTHERWISE, SEAL RING (19) WILL BE DAMAGED.
(b) Apply a small amount of lubricating oil to inside diameter of seal ring
(19).
(c) Install seal ring (sheet 2) onto sealing surface of valve as follows:
1 With open side of seal ring facing forward, and using fingers,
evenly push seal ring into groove of sealing surface.
NOTE: Seal ring will remain expanded after it is seated in the groove of
the sealing surface.
2 Slide Allied Signal (Garret) Valve Sizing Tool LMT 841 onto seal
ring until a sharp increase in resistance is felt.
3 Push LMT 841 beyond the maximum resistance and rotate LMT 841, 180°
clockwise and 180° counterclockwise.
4 Repeat step 3 three more times.
(d) Install seal retainer and lanyard assembly (12, sheet 1) onto valve
(4).
(e) Install seal housing and lanyard assembly (9) onto valve (4).
(f) Secure valve (4) onto forward bracket (16) and aft bracket (17) using
three captive bolts (5, 14).
(g) Slide seal retainer and lanyard assembly (12) and seal housing (9) to a
forward position.
CAUTION: SMALL CLIP (8) MUST BE FULLY SEATED; OTHERWISE, AN AIR LEAK MAY
OCCUR.
(h) Install small clip (8) to hold seal retainer and lanyard assembly (12)
in the forward position.
(i) Check to be sure the small clip (sheet 3) is fully seated in the
correct position. If necessary loosen bolts (5, 14, sheet 1) and move
valve (4) aft to allow correct seating of clip (8).
(j) Install large clip (7) to hold seal housing assembly (9) in the forward
position.

MM75-00-00
(k) Check gap between flange of anti-icing bleed duct (10) and seal housing
assembly (9). Be sure gap does not exceed 0.100 in. If gap exceeds
limit at any point, loosen bolts (5, 14) and reposition valve (4) as
required to meet limit.
(l) Tighten bolts (5, 14) to 45-50 lb in.
(m) Using an open-end wrench, rotate crankshaft of actuating system linkage
assembly, as required, to align hole in link assembly (1) with holes in
shaft (3). Engage quick-disconnect pin (2). Be sure that lockring on
pin goes through shaft (3) and ring is visible outside of shaft.
(n) Do required checks (72-00-00, TEST).

MM75-00-00
Figure 405 (Sheet 1) Anti-Icing Bleed and Start Valve - Removal and
Installation

MM75-00-00
Installation

MM75-00-00
* * * FOR CT7-2D, CT7-2D1***FOR ALL ANTI-ICING BLEED AND START VALVE PN 5066T38
Installation
* * * FOR CT7-2E1
A. Removal.
(1) Remove anti-icing bleed and start valve (1, Figure 405A) as follows:

MM75-00-00
BLISTERING OF SKIN, OR THIRD DEGREE BURNS.

ATTENTION.
NOTE: • The anti-icing bleed and start valve can reach a temperature of about
300°F (149°C) during engine operation.
• If engine has been operating, allow valve to cool before removing it
with bare hands.
(a) Use your hand, and disconnect the electrical connectors (2, 3). If the
electrical connectors are difficult to loosen, do as follows:
electrical connectors.
3 Use protective caps and cover the electrical connectors.
(b) Using an open-end wrench (view A), pull out quick-disconnect pin (4) to
disengage valve actuating linkage (5) and actuating shaft (6). Do not
remove pin from actuating shaft.
(d) Slide anti-icing seal housing (9) and anti-icing seal retainer (10)
aft, away from bleed ducts (13, 14).
(e) Loosen three captive bolts (11).
(f) Remove valve (1). Leave anti-icing seal housing (12) on compressor
casing outlet.
(2) Cover openings on engine and valve with barrier material and adhesive tape
PPP-T-60 or equivalent.
B. Installation.
(1) Remove barrier material or tape covering openings on engine and valve.
(a) Back up three captive bolts (11) into mounting flange threads.
(b) Rotate valve (1) as necessary to clear bleed ducts and position it on
brackets. Secure valve with bolts (11).
(c) Slide seal housing (12) toward valve (1), centering seal housing
between valve inlet and compressor case bleed duct.
(d) Connect the electrical connectors (2, 3) as follows:
RING ON THE ELECTRICAL CONNECTOR. DAMAGE TO THE CABLE ASSEMBLY
CAN OCCUR.
MM75-00-00

maximum extent.
(e) Torque bolts (11) to 45-50 lb in.
(f) Slide seal retainer (10) forward onto IGV duct.
(g) Slide seal housing (9) forward onto bleed duct until it touches bleed
duct flange. Hold seal housing in place while checking gap.
(h) Check gap between flange of bleed duct and seal housing. Be sure gap
does not exceed 0.100 inch (view B). If gap exceeds limit at any point,
loosen bolts (11), and reposition valve as required to meet limit.
Tighten bolts and torque them to 45-50 lb in.
(i) Install small clip (7) and large clip (8) to hold seal retainer (10)
and seal housing (9) in place.
(j) Using an open-end wrench, rotate crankshaft of actuating system linkage
assembly, as required, to align hole in valve actuating linkage (5)
with holes in actuating shaft (6). Engage quick-disconnect pin (4). Be
sure that lockring on pin goes through actuating shaft and is visible
outside of actuating shaft.

MM75-00-00
* * * FOR CT7-2E1
Figure 405A. Anti-Icing Bleed and Start Valve - Removal and

Installation
* * * FOR ALL
10. Anti-Icing IGV Duct.
A. Removal.
(1) Remove anti-icing bleed and start valve (para 7, 8, or 9).
(2) Remove key-head screw (12, Figure 406) and nut (5) from top of anti-icing
valve forward bracket (11).
(3) Remove nut (7) from upper scroll case stud, and remove anti-icing IGV duct
(6) by pulling it down and out. Remove and discard packings (4, 10).

MM75-00-00
(4) Cap or plug openings in duct (6) with caps.

B. Installation.
(1) Install packing (10, Figure 406) into groove on end of anti-icing IGV duct
(6). Install packing (4) onto anti-icing IGV feed tube (1).
(2) Install duct (6) into main frame at the 9 o'clock position and onto feed
tube (1).
(3) Secure duct (6) to anti-icing valve forward bracket (11) with key-head
screw (12) and nut (5).
(4) Secure duct (6) to upper scroll case stud with nut (7).
(5) Torque nuts (5, 7) to 45-50 lb in.
(6) Install anti-icing bleed and start valve (para 7, 8, or 9).

MM75-00-00
* * * FOR ALL
Figure 406 Anti-Icing Ducts - Removal and Installation

11. Anti-Icing Bleed Duct.
A. Removal.
(1) Remove anti-icing IGV duct (para 10).
(2) Remove nut (8, Figure 406) from scroll case stud and remove bracket (9).
(3) Remove four bolts (15).
(4) Remove anti-icing bleed duct (14) from scroll case by sliding duct aft.
Remove and discard packing (13) and remove and discard anti-ice line gasket
(16).
(5) Cover openings in duct with barrier material and secure it with adhesive
tape PPP-T-60 or equivalent.
MM75-00-00
B. Installation.
(1) Install packing (13, Figure 406) on anti-icing bleed duct (14).
(2) Insert aft end of duct (14) into port of scroll case. Secure duct to bottom
stud of scroll case with bracket (9) and nut (8).
(3) With four bolts (15), secure anti-ice line gasket (16) and forward end of
duct (14) to particle separator swirl frame at the 8 o'clock position.
(4) Torque bolts (15) and nut (8) to 45-50 lb in.
(5) Install anti-icing IGV duct (para 10).
12. Anti-Icing IGV Feed Tube.
A. Removal.
(1) Remove HMU (73-00-00).
(2) Remove bolts (3, Figure 406) that secure anti-icing IGV feed tube (1) to
brackets on compressor case forward flange.
(3) Remove tube (1) and remove discard packings (2, 4).
(4) Cap ends of tube (1).
B. Installation.
(1) Install packings (2, 4, Figure 406) onto anti-icing IGV feed tube (1).
(2) Install elbow end of feed tube (1) into main frame at the 1:30 o'clock
position. Install other end of feed tube into anti-icing IGV duct (6).
(3) Secure feed tube (1) to brackets with bolts (3). Torque bolts to 45-50 lb
in.
(4) Install HMU (73-00-00).
13. Air System Brackets.
A. Removal.
(1) Remove anti-icing feed tube bracket (2, Figure 407) and anti-icing feed
tube bracket assembly (11) as follows:
(a) Remove bolts (1) from boltholes 2 and 3 in forward flange of compressor
case. Remove bracket (2).
(b) Remove bolts (1) from boltholes 15 and 16 in forward flange of
compressor case. Remove bracket assembly (11).
(2) Remove anti-icing valve forward bracket (7) as follows:
(a) Remove bolt (1) from bolthole 10 in forward flange of compressor case.
(b) Remove key-head screw (9) and nut (8) from front shaft support bracket
(10). Remove bracket (7).
(3) Remove anti-icing valve aft bracket (6, Figure 408) as follows:
(a) Remove bolt (1) from bolthole 17 in aft flange of compressor case.
(b) Remove nut (9), washer (7), and bolt (8) from rear shaft support
bearing and bracket (10). Remove bracket (6).
B. Installation.
(1) Install anti-icing feed tube bracket (2, Figure 407) and anti-icing feed
tube bracket assembly (11) as follows:
(a) Align holes in bracket assembly (11) with boltholes 15 and 16 in
MM75-00-00
forward flange of compressor case.

(b) Attach bracket assembly (11) with two bolts (1). Torque bolts to 45-50
lb in.
(c) Align holes in bracket (1) with boltholes 2 and 3 in forward flange of
compressor case.
(d) Attach bracket (2) with two bolts (1). Torque bolts 45-50 lb in.
(2) Install anti-icing valve forward bracket (7) as follows:
(a) Align hole in bottom leg of bracket (7) with bolthole 10 in forward
flange of compressor case.
(b) Position top leg of bracket (7) between front shaft support bracket
(10) and tab of anti-icing IGV duct so that holes are aligned.
(c) Secure bottom leg of bracket (7) with bolt (1) and top leg of bracket
with key-head screw (9) and nut (8).
(d) Torque bolt (1) and nut (8) to 45-50 lb in.
(3) Install anti-icing valve aft bracket (6, Figure 408, as applicable) as
follows:
(a) Align hole in bottom leg of bracket (6) with bolthole 17 in aft flange
of compressor case. Make sure that the top leg of bracket (6) is
positioned on the forward side of rear shaft support bearing and
bracket (10).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(b) Secure bottom leg of bracket (6) with bolt PN J643P14A (1).
* * * FOR CT7-2E1
(c) Secure bottom leg of bracket (6) with bolt PN J643P12A (1).
* * * FOR ALL
(d) Align hole in top leg of bracket (6) with hole in bracket (10). Secure
bracket with bolt (8), washer (7), and nut (9).
(e) Torque bolt (1) to 80-85 lb in. and nut (9) to 45-50 lb in.

MM75-00-00
* * * FOR ALL
Figure 407 Main Frame-to-Compressor Case Air System Brackets - Removal

and Installation

MM75-00-00
* * * FOR CT7-2A
Figure 408 (Sheet 1) Compressor-to-Diffuser Case Air System Brackets -


MM75-00-00
* * * FOR CT7-2D


MM75-00-00
* * * FOR CT7-2D1


MM75-00-00
* * * FOR CT7-2E1

* * * FOR ALL
14. Sensing Tube and Temperature-Sensing Nonmetallic Tube.
A. Removal.
* * * FOR CT7-2A, CT7-2D
(1) Remove yellow electrical cable (9, Figure 409) from clip (8).
* * * FOR CT7-2D1
(2) Remove yellow electrical cable (9, Figure 409) from clip (8, 10).
* * * FOR CT7-2E1
MM75-00-00
(3) Remove blue electrical cable (14, Figure 409) and green electrical cable
(15) from clips (16, 17).
* * * FOR ALL
(4) Remove two bolts (1) from forward end of sensing tube (2).
(5) Remove bolt (3) that secures bracket (4) to boss on main frame.
(6) Loosen bottom clamp (5) and slide tube (2) off engine.
(7) Cap each end with cap EC-12 (or equivalent) and with barrier material and
adhesive tape PPP-T-60 (or equivalent).
(8) Loosen top clamp (5), and slide temperature sensing nonmetallic tube (6)
off T2 sensor holster (7).
(9) Remove clamps (5) from tube (6).
* * * FOR CT7-2D1
(10) Remove bolt (12) from bracket (11) and loop clamp (13).
* * * FOR ALL
B. Installation.
(1) Slide clamps (5, Figure 409) over temperature sensing nonmetallic tube (6).
(2) Slide tube (6) onto neck of T2 sensor holster (7). Tighten top clamp (5).
* * * FOR CT7-2D1
(3) Install loop clamp (13) onto sensing tube (2).
(4) Using bolt (12), secure bracket (11) to clamp (13).
* * * FOR ALL
(5) Slide sensing tube (2) into tube (6). Tighten bottom clamp (5).
(6) Secure sensing tube (2) to swirl frame pad with two bolts (1).
(7) Secure bracket (4) to boss on main frame with bolt (3).
(8) Torque bolts (1, 3) to 45-50 lb in.
* * * FOR CT7-2A, CT7-2D
(9) Install yellow electrical cable (9) into clip (8).
* * * FOR CT7-2D1
(10) Install yellow electrical cable (9) into clips (8, 10).
* * * FOR CT7-2E1
(12) Install blue electrical cable (14) into clip (16) and green electrical
cable into clip (17).
* * * FOR ALL

MM75-00-00
* * * FOR ALL
Figure 409 Sensing Tube and Temperature-Sensing Nonmetallic Tube -

15. Compressor Leakage Air Tube.
A. Removal.
(1) Remove two bolts (10, Figure 410) and two nuts (15) that secure compressor
leakage air tube (11) to turbine case.
(2) Remove bolt (14) and nut (12) to separate clamp (13) from clamp on B-sump
oil drain tube.
(3) Remove tube (11).
(4) Remove clamp (13) from tube (11).

MM75-00-00
(5) Cap or plug tube (11) using caps.

B. Installation.
(1) Install clamps (13, Figure 410) onto compressor leakage air tube (11).
(2) Insert end of tube (11) into compressor leakage air fitting (16).
(3) Secure flanged end of tube (11) to turbine casing with two bolts (10) and
two nuts (15). Torque bolts to 45-50 lb in.
(4) Position clamp (13) on tube (11) so that it aligns with hole in clamp on B-
sump oil drain tube.
(5) Secure clamp (13) to clamp on B-sump oil drain tube with bolt (14) and nut
(12). Torque bolt to 45-50 lb in.

MM75-00-00
* * * FOR ALL
Figure 410 Air Tubes - Removal and Installation

16. Forward Seal Pressure Tube.
A. Removal.
COUPLING NUTS; OTHERWISE, NUTS OR TUBES WILL BE DAMAGED.
NOTE: Coupling nut (5, Figure 410) for forward seal pressure tube (6) is part of
compressor case and is turned counterclockwise to release tube.
(1) Using two wrenches, disconnect forward seal pressure tube (6) from coupling
nut (5) on compressor case.
(2) Using two wrenches, disconnect coupling nut on tube (6) from seal pressure
and scavenge tube assembly (7) and remove tube.
(3) Cap ends of tube (6).

MM75-00-00
B. Installation.
(1) Do a leak check of forward seal pressure tube (72-00-00, TEST).
(2) Connect forward seal pressure tube (6, Figure 410) to coupling nut (5) on
compressor case.
(3) Connect coupling nut on tube (6) to seal pressure and scavenge tube
assembly (7).
(4) Using two wrenches, tighten (60° wrench-arc) coupling nut (5) on compressor
case and coupling nut on tube (6).
17. Seal Pressure and Scavenge Tube Assembly.
A. Removal.
(1) Using two wrenches, disconnect coupling nut on seal pressure and scavenge
tube assembly (7, Figure 410) from mid C-sump scavenge tube.
(2) Remove bolt (4) and cushioned clamp (3) from bracket (2).
(3) Using two wrenches, disconnect tube assembly (7) from coupling nut on
forward seal pressure tube (6).
(4) Remove four bolts (8) from flange of tube assembly (7).
(5) Remove tube assembly (7). Remove and discard packings (9).
B. Installation.
(1) Do a leak check of seal pressure and scavenge tube assembly (7) (72-00-00,
TEST).
(2) Place two packings (9, Figure 410) on tube assembly (7).
(3) Secure tube assembly (7) to flange on exhaust frame (1) with four bolts
(8). Do not torque bolts at this time.
(4) Connect coupling nut on tube assembly (7) to mid C-sump scavenge tube.
(5) Connect coupling nut on forward seal pressure tube (6) to tube assembly
(7).
(6) Align hole in cushioned clamp (3) with hole in bracket (2) and secure clamp
with bolt (4). Torque bolt to 45-50 lb in.
(7) Using two wrenches, tighten (60° wrench-arc) coupling nut on tube assembly
(7) and coupling nut on tube (6).

MM75-00-00
AIR SYSTEM - TEST
* * * FOR ALL
TASK 75-00-00-700-801
This section provides instructions for testing the air system components.
2. Leak Check of Tubes, Hoses, and Fittings.
A. Pressure-test combination hose and tube assemblies or hoses if part has been
repaired or disassembled or if leaks are suspected.
B. Pressure-test tubes as follows:
MIL-C-7024
SURFACES.
CAUTION: DO NOT PRESSURIZE THE AIRFOIL STRUT OF C-SUMP AFT PRESSURIZING TUBE;
OTHERWISE, TUBE MAY BE DAMAGED.
(1) Flush part thoroughly with calibrating fluid to be sure it is clean.
TUBES.
(2) Restrict one end of tube or hose assembly and build up pressure within it
to applicable test pressure (Table 501) using calibrating fluid. Maintain
the specified pressure for at least 2 minutes. Pressure drop/leakage not
allowed.

MM75-00-00
AIR SYSTEM - TEST
TABLE 501. TUBE AND HOSE PRESSURE TEST DATA

Air Tubes/Hoses Test
Pressure
psig
Duct, Anti-Icing 100
Bleed
Duct, Anti-Icing IGV 300
Tube, Forward Seal 300
Pressure
Feed Tube, IGV Anti- 300
Ice
Tube, Compressor 300
Leakage Air
Tube Assembly, Seal 100
Pressure and Scavenge
* * * FOR CT7-2A
Hose and Tube 500

Assembly, P3
* * * FOR CT7-2D,
CT7-2D1, CT7-2E1
Tube, P3 400
Tube, Sensing 300
* * * FOR ALL
(3) If part fails pressure test, inspect part for high metal on sealing
surfaces. Blend (GEK 9250, 70-42-00) high metal and pressure test again.
Replace defective part, if required.
O-T-620
DAMAGE.
GOGGLES.
MM75-00-00
AIR SYSTEM - TEST

both directions. Cap openings immediately after flushing.

MM75-00-00
AIR SYSTEM - INSPECTION
* * * FOR ALL
TASK 75-00-00-200-802
This section provides inspection procedures for the components of the air system.
Before starting any of the following inspections, read INSPECTION section in
2. Anti-Icing Bleed and Start Valve.
NOTE: If anti-icing bleed and start valve PN 4046T28 (for CT7-2A, CT7-2D, CT7-2D1) or
PN 4189T67P01 (for CT7-2E1) has been removed for faulty operation or sticking
and is within inspection limits in Table 601 or Table 601A, go to REPAIR 001.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TABLE 601. INSPECTION OF ANTI-ICING BLEED AND START VALVE
Max Repairable
A. Valve housing
(Figure 601, sheet
1 or 2) for:
(1) Visible None permitted. Not repairable. Replace the valve.
cracks.
(2) Nicks, dents, Any number, that are Same as the usable Blend the high metal
and scratches not detectable by limits, with high (GEK 9250, 70-42-
on sealing feel, without high metal. 00).
surfaces (10). metal.
(3) Nicks, dents, Any number, 0.030 Same as the usable Blend the high metal
on other high metal. metal. 00).
surfaces.
(4) Leaks. Not permitted. Not repairable. Replace the valve.
(5) Missing or Any amount. Not applicable. Not applicable.
damaged
coating.
B. Electrical
connector (8) for:
of-position. Check alignment with
mating connector.
(3) Kinked or Not allowed. Not repairable. Replace valve.
sharply bent
pins.
MM75-00-00

assembled normally
with its mating
parts.
C. Captive bolts (4)
for:
(1) Missing None allowed. Not repairable. Replace the bolt
threads. (REPAIR 002).
(2) Nicks or Any amount that does Same as usable Remove high metal
burred not prevent limits, with high (GEK 9250, 70-42-
threads. installation, metal. 00). Chase threads
without high metal. using a 0.250-28
UNJF-3B die.
D. Bosses (6) for:
(1) Missing Any number. Not applicable. Not applicable.
threads.
(2) Damaged Any number of Any number. Remove the loose
threads. missing threads, material, and chase
without crossed the threads to
threads or loose remove crossed
material. threads, using a
0.250-28 UNF tap.
E. External tube (7)
for:
(1) Cracks and None permitted. Not repairable. Replace the valve.
breaks.
(3) Dents. Any number, 0.080 Same as the usable Blend high metal
F. Vent tube (13,
sheet 1) for:
(1) Cracked, Not permitted. Not repairable. Replace the valve.
broken, or
crushed tubes.
G. Quick-disconnect
pin (3, sheet 1 or
2) at:
MM75-00-00
(1) Shaft for:

missing C-
springs.
(b) Nicks, None allowed that Not repairable. Replace pin.
scratches, can be felt with
or wear. fingernail.
(2) Head for:
dents, and
gouges.
(b) Bends. Any amount, 1/16 Any amount that can Straighten or
inch from original be bent to usable replace pin, as
shape. limits. applicable.
* * * FOR CT7-2E1
TABLE 601A.. INSPECTION OF ANTI-ICING BLEED AND START VALVE
Max Repairable
A. Valve housing
(Figure 601A)
for:
(1) Visible None permitted. Not repairable. Replace the valve.
cracks.
(2) Nicks, dents, Any number, that are Same as the usable Blend the high metal
and scratches not detectable by limits, with high (GEK 9250, 70-42-
on sealing feel, without high metal. 00).
surfaces (7). metal.
(3) Nicks, dents, Any number, 0.030 Same as the usable Blend the high metal
on other high metal. metal. 00).
surfaces.
(4) Leaks. Not permitted. Not repairable. Replace the valve.
(5) Missing or Any amount. Not applicable. Not applicable.
damaged
coating.
B. Electrical
connector (2)
for:
MM75-00-00
of-position. Check alignment with

mating connector.
(3) Kinked or Not allowed. Not repairable. Replace valve.
sharply bent
pins.
assembled normally
with its mating
parts.
C. Captive bolts (4)
for:
(1) Missing None allowed. Not repairable. Replace the bolt
(2) Nicks or Any amount that does Same as usable Remove high metal
burred not prevent limits, with high (GEK 9250, 70-42-
threads. installation, metal. 00). Chase threads
without high metal. using a 0.250-28
UNJF-3B die.
D. Bosses (9) for:
(1) Missing Any number. Not applicable. Not applicable.
threads.
(2) Damaged Any number of Any number. Remove the loose
threads. missing threads, material, and chase
without crossed the threads to
threads or loose remove crossed
material. threads, using a
0.250-28 UNF tap.
E. External tube (6)
for:
(1) Cracks and None permitted. Not repairable. Replace the valve.
breaks.
F. Vent tube (8)
for:
(1) Cracked, Not permitted. Not repairable. Replace the valve.
broken, or
crushed tubes.
MM75-00-00

(3) Dents. One dent, 0.030 inch Same as the usable Blend high metal
deep, without high limits, with high (GEK 9250, 70-42-
metal. metal. 00).
G. Quick-disconnect
pin (3) at:
(1) Shaft for:
missing C-
springs.
(b) Nicks, None allowed that Not repairable. Replace pin.
scratches, can be felt with
or wear. fingernail.
(2) Head for:
dents, and
gouges.
(b) Bends. Any amount, 1/16 Any amount that can Straighten or
inch from original be bent to usable replace pin, as
shape. limits. applicable.

MM75-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 601 (Sheet 1) Anti-Icing Bleed and Start Valve PN 4046T28 -

Inspection

MM75-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 601 (Sheet 2) Anti-Icing Bleed and Start Valve PN 5066T38 -

Inspection

MM75-00-00
* * * FOR CT7-2E1
Figure 601A. Anti-Icing Bleed and Start Valve - Inspection

* * * FOR ALL
3. Anti-Icing Seal Housing.
Go to Table 602.
TABLE 602. INSPECTION OF ANTI-ICING SEAL HOUSING
Max Repairable
Anti-icing seal
housings (1,
Figure 601, sheet

MM75-00-00
1 or 2) for:
A. Distortion Not allowed. Not repairable. Replace seal housing.
and dents
on both
ends of
housing
where
seals (2)
seat.
B. Distortion Any amount that does Not repairable. Replace seal housing.
and dents not prevent seal
on housing from seating
remaining on valve and on
areas. respective duct
properly.
C. Cracks. None allowed. Not repairable. Replace seal housing.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
D. Cuts, Not allowed. Not repairable. Replace seal (REPAIR
breaks, or 003).
nicks on
seals.
E. Flattened Not allowed. Not repairable. Replace seal (REPAIR
or 003).
distorted
seals,
including
outer
cover of
seal and
seal
spring.
* * * FOR CT7-2E1
D. Cuts, Not allowed. Not repairable. Replace seal housing.
breaks, or
nicks on
seals.
E. Flattened Not allowed. Not repairable. Replace seal housing.
or
distorted
seals,
including
outer
cover of
seal and
seal
spring.
* * * FOR ALL

MM75-00-00
4. Anti-Icing Seal Retainer or Seal Retainer and Lanyard.

Go to Table 603.
TABLE 603. INSPECTION OF ANTI-ICING SEAL RETAINER OR SEAL RETAINER AND
LANYARD
Max Repairable
Seal retainer (12,
Figure 601, sheet
1) or seal
retainer and
lanyard (12, sheet
2) for:
A. Distortion Not allowed. Not repairable. Replace retainer or
and dents retainer and lanyard.
on both
ends of
retainer
where seal
rings (15,
sheet 1 or
13, sheet
2) seat.
B. Distortion Any amount that does Not repairable. Replace retainer or
and dents not prevent seal retainer and lanyard.
on retainer from seating
remaining on valve and on
area. respective duct
properly.
C. Cracks. None allowed. Not repairable. Replace retainer or
retainer and lanyard.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
D. Cuts, None allowed. Not repairable. Replace seal (REPAIR
breaks, 003).
nicks, or
twists on
seal and
seal rings
(15, sheet
1 or 13,
sheet 2).
* * * FOR CT7-2E1
D. Cuts, None allowed. Not repairable. Replace retainer or
breaks, retainer and lanyard.
nicks, or
twists on
seal and
seal rings

MM75-00-00
(15, sheet
1 or 13,
sheet 2).
* * * FOR ALL
5. Lanyard and Clip Assembly.
Go to Table 604.
TABLE 604. INSPECTION OF LANYARD AND CLIP ASSEMBLY
Max Repairable
Lanyard and clip
(11, Figure 601,
sheet 1 or 2) or
(5, Figure 601A)
for:
A. Distorted Snug fit on valve. Any amount that can Bend to usable
clips. be bent to fit limits.
snugly on valve.
B. Frayed or Not allowed. Not repairable. Replace lanyard and
broken clip.
lanyard.
C. Distorted Not allowed. Not repairable. Replace lanyard and
retaining clip.
clip (14,
sheet 2).
6. Coupling and Lanyard.
Go to Table 605.
TABLE 605. INSPECTION OF COUPLING AND LANYARD
* * * FOR CT7-2A, CT7-2D, CT7-2D1

Coupling and Not allowed. Not repairable. Replace seal (REPAIR
Lanyard (15, 003).
Figure 601,
sheet 2) or (5,
Figure 601A) for
missing or
damaged seals
(2).
* * * FOR CT7-2E1
Coupling and Not allowed. Not repairable. Replace coupling and
Lanyard (15, lanyard.
Figure 601,
sheet 2) or (5,
Figure 601A) for
missing or

MM75-00-00
damaged seals
(2).
* * * FOR ALL
7. Sensing Tube and Nonmetallic Temperature Sensing Tube.
Go to Table 606.
TABLE 606. INSPECTION OF SENSING TUBE AND NONMETALLIC TEMPERATURE
SENSING TUBE
Max Repairable
A. Sensing tube (3, Refer to Inspection of Tubes, Hoses and Fittings (72-00-
Figure 602). 00, INSPECTION).
B. Nonmetallic
temperature sensing
tube (1) for:
(1) Crazing Not allowed. Not repairable. Replace sensing
or splits tube.
when tube
is
flexed.
(2) Cuts or None allowed. Not repairable. Replace sensing
tears. tube.
(3) Split or Not allowed. Not repairable. Replace sensing
heat tube.
swollen
ends that
prevents
adequate
clamping.
(4) Chafing. Up to 0.020 inch Not repairable. Replace sensing
deep. tube.
C. Clip bracket (4)
for:
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(1) Broken or Not allowed. Not repairable. Replace clip
clip (5).
(2) Broken or Not allowed. Not repairable. Replace sensing
cracked tube.
bracket
(6).
* * * FOR CT7-2E1
missing tube.
clip (5).

MM75-00-00

cracked tube.
bracket
(6).
* * * FOR CT7-2D1, CT7-2E1
D. Loop clamp (2) for:

(1) Broken or Not allowed. Not repairable. Replace bracket.
missing
bracket
(8).
(2) Broken or Not allowed. Not repairable. Replace loop clamp.
cracked
loop
clamp
(2).
(3) Broken or Not allowed. Not repairable. Replace bracket.
missing
clip (7).

MM75-00-00
* * * FOR ALL
Figure 602 Sensing Tube and Nonmetallic Temperature Sensing Tube -

Inspection
8. Compressor Leakage Air Tube.
Go to Table 607.
TABLE 607. INSPECTION OF COMPRESSOR LEAKAGE AIR TUBE
Max Repairable
A. Tubing (2, Figure 603)
for:
(1) Splits and cracks. None allowed. Not repairable. Replace tube.
(2) Nicks, scratches, Any amount that Any number, 0.010 If area has not
gouges, wear, and cannot be felt inch deep, with been previously
chafing. with a scriber high metal. blended, remove
that has a 0.040 high metal and
inch radius on blend area (in an
end, without axial direction
high metal. to tube
centerline) to
surrounding
contour, using a
fine abrasive
stone GEK 9250,
70-42-00.
(3) Dents. Depth not over Not repairable. Replace tube.
20% of tube
diameter on a
straight section
or on a curved
section having a

MM75-00-00
radius over
twice the tube
diameter. On a
sharply bent
radius, depth
not over 10% of
the tube
diameter.
(4) Flattened cross OD not less than Not repairable. Replace tube.
section. 3/4 of the
original OD.
B. Flange (1) for:
(1) Cracks. None allowed. Not repairable. Replace tube.
(2) Flatness. (Hold Flange must be 90% of the Rework flange to
flange against a flat within original flange usable limits by
flat surface and try 0.005 inch. thickness must lapping, stoning
to insert a 0.005 remain after or machining
inch shim.) rework. where possible.
Inspect for
cracks; none are
allowed.
(3) Nicks and gouges. Any number, 1/64 Any number that Blend high metal
inch deep, can be repaired (GEK 9250, 70-42-
without high to usable limits. 00).
metal if no more Original flange
than 50% of thickness can be
flange sealing reduced up to 25%
path is damaged. to meet usable
limits.
C. Spherical end fitting (3)
for:
(1) Out-of-roundness. 0.868-0.876 inch Not repairable. Replace tube.
diameter. There
must be no chips
in flame-sprayed
surface.
(2) Wear at diameter A. 0.868 inch Not repairable. Replace tube.
diameter
minimum.
(3) Chipped, missing, or Any amount that Not repairable. Replace tube.
worn coating. does not effect
sealing surface
(diameter A).

MM75-00-00
* * * FOR ALL
Figure 603 Compressor Leakage Air Tube - Inspection

9. Anti-Icing Bleed Duct.
Go to Table 608.
TABLE 608. INSPECTION OF ANTI-ICING BLEED DUCT
Max Repairable
A. Tubing (Figure
604) for:
(1) Cracks. None allowed. Not repairable. Replace duct.
(2) Dents. Depth not over 20% Not repairable. Replace duct.
of tube diameter on
a straight section
or on a curved
section having a
radius over twice
the tube diameter.
On a sharply bent
radius, depth not
over 10% of tube
diameter.
scratches, inch deep, without limits, with high (GEK 9250, 70-42-00).
chafing.
(4) Flattened OD not less than 3/4 Not repairable. Replace duct.
cross of the original OD.
section.
B. Flange faces for Any number, 1/64 Not repairable. Blend high metal (GEK

MM75-00-00
nicks and inch deep, without 9250, 70-42-00).

scratches. high metal if it
does not leak during
pressure test
(TEST).
C. Packing sealing Any number, 0.005 Not repairable. Replace duct.
surfaces for inch deep, without
nicks and sharp edges.
scratches.

MM75-00-00
* * * FOR ALL
Figure 604 Anti-Icing Bleed Duct - Inspection

10. IGV Anti-Icing Duct.
Go to Table 609.
TABLE 609. INSPECTION OF IGV ANTI-ICING DUCT
Max Repairable
A. Tube (3, Figure 605). Refer to Inspection of Tubes, Hoses, and Fittings
B. Bracket (2) for:
(1) Cracks. None allowed. Not repairable. Replace duct.
(2) Deformation. Any amount, if Any amount that Cold-work to
it does not can be repaired usable limits
affect the to meet usable (GEK 9250, 70-47-
function of the limits. 05). Fluorescent
bracket. penetrant-inspect
(GEK 9250, 70-32-
02, Class C). No
cracks are
allowed.
C. Packing groove (1) for
nicks and scratches on:
(1) Floor of packing Any number, Not repairable. Replace duct.
groove. 0.005 inch deep,
without sharp
edges.
(2) Walls of packing Any number, Not repairable. Replace duct.
without sharp

MM75-00-00
edges.

MM75-00-00
* * * FOR ALL
Figure 605 IGV Anti-Icing Duct - Inspection

11. Anti-Icing IGV Feed Tube.
Go to Table 610.
TABLE 610. INSPECTION OF ANTI-ICING IGV FEED TUBE
A. Tube (2, Figure 606). Refer to Inspection of Tubes, Hoses, and Fittings
B. Packing grooves (1) for
nicks and scratches on:
(1) Floor of packing Any number, Not repairable. Replace tube.
without sharp
edges.
(2) Walls of packing Any number, Not repairable. Replace tube.
without sharp
edges.

MM75-00-00
* * * FOR ALL
Figure 606 Anti-Icing IGV Feed Tube - Inspection

12. Anti-Icing Valve Brackets.
Go to Table 611.
TABLE 611. INSPECTION OF ANTI-ICING VALVE BRACKETS
Max Repairable
A. Forward bracket (1,
Figure 607) and aft
bracket (2) for:
bracket.
(2) Deformation. Any amount, if Any amount, if Cold-work to the
the bracket can the bracket can usable limits
be assembled be cold-worked (GEK 9250, 70-47-
normally to its to the usable 05). Fluorescent
mating parts. limits. penetrant-inspect
(GEK 9250, 70-32-
02, Class C). No
cracks are
permitted.
(3) Nicks, dents, and Any number, 0.005 Same as the Remove the high
scratches. inch deep usable limits, metal (GEK 9250,
maximum, without with high metal. 70-42-00).
high metal.
B. Forward bracket (1) for:
(1) Cracks on None permitted. Not repairable. Replace the
electrical clips bracket.

MM75-00-00
(4).
(2) Bends or Any amount, if Not repairable. Replace the
distortion of the clip can bracket.
electrical clips securely retain
(4). the mating
electrical cable.
(3) Looseness of Electrical clips Not repairable. Replace the
electrical clips must be attached bracket.
(4). securely to the
body of the
bracket (a 0.001-
inch thick shim
must not enter
between the areas
adjacent to the
rivets).
C. Aft bracket (2) for:
* * * FOR CT7-2A, CT7-2D, CT7-2D1

(1) Corrosion on Not permitted. Not repairable. Replace the
anchor nuts (3). anchor nut
(REPAIR 005).
(2) Radial movement 0.030 inch Not repairable. Replace the
(float) of anchor minimum. anchor nut
nuts (3). (REPAIR 005).
(3) Looseness of Anchor nuts must Not repairable. Replace the
anchor nuts (3) be attached anchor nut
from body of securely to the (REPAIR 005).
bracket. body of the
bracket (a 0.001-
inch thick shim
must not enter
between the areas
adjacent to the
rivets).
(4) Run-on torque on Anchor nuts are Not repairable. Replace the
anchor nuts usable if the anchor nut
threads. run-on torque of (REPAIR 005).
the mating bolt
is 3.5 to 30.0 lb
in.
* * * FOR CT7-2E1
(1) Corrosion on Not permitted. Not repairable. Replace the
anchor nuts (3). bracket.
(2) Radial movement 0.030 inch Not repairable. Replace the
(float) of anchor minimum. bracket.
nuts (3).

MM75-00-00
(3) Looseness of Anchor nuts must Not repairable. Replace the

anchor nuts (3) be attached bracket.
from body of securely to the
bracket. body of the
bracket (a 0.001-
inch thick shim
must not enter
between the areas
adjacent to the
rivets).
(4) Run-on torque on Anchor nuts are Not repairable. Replace the
anchor nuts usable if the bracket.
threads. run-on torque of
the mating bolt
is 3.5 to 30.0 lb
in.
* * * FOR ALL
(5) Flatness of Surface A must be Any amount, if (a) Cold-work
surface A. flat within 0.010 surface A can be surface A
inch. cold-worked within the
within the usable limits
usable limits. (GEK 9250,
70-47-05),
and do a
fluorescent
penetrant
inspection of
the bracket
(GEK 9250,
70-32-02); no
cracks are
permitted.
(b) Replace the
bracket

MM75-00-00
* * * FOR ALL
Figure 607 Anti-Icing Valve Brackets - Inspection

Go to Table 612.
TABLE 612. INSPECTION OF SEAL PRESSURE AND SCAVENGE TUBE ASSEMBLY
Max Repairable
Tube (Figure 608). Refer to Inspection of Tubes, Hoses, and Fittings (72-00-00,
INSPECTION).

MM75-00-00
* * * FOR ALL
Figure 608 Seal Pressure and Scavenge Tube Assembly - Inspection

* * * FOR CT7-2A, CT7-2D, CT7-2D1
14. P3 Tube and Hose Assembly (CT7-2A) and P3 Tube (CT7-2D/-2D1).
Go to Table 613.
TABLE 613. INSPECTION OF P3 TUBE AND HOSE ASSEMBLY AND P3 TUBE
Max Repairable
Tube (Figure 609). Refer to Inspection of Tubes, Hoses, and Fittings (72-00-00,
INSPECTION).

MM75-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 609 P3 Tube and Hose Assembly and P3 Tube - Inspection

* * * FOR ALL
15. Forward Seal Pressure Tube.
Go to Table 614.
TABLE 614. INSPECTION OF FORWARD SEAL PRESSURE TUBE
Max Repairable
Forward seal None allowed. Not repairable. Return power turbine
pressure tube module to an approved
(Figure 610) for overhaul facility.
cracks:

MM75-00-00
* * * FOR ALL
,
OIlOC1S-184100
Figure 610 Forward Seal Pressure Tube - Inspection

MM75-00-00
AIR SYSTEM - CLEANING
* * * FOR ALL
TASK 75-00-00-100-802
This section provides instructions for cleaning the air system components. Before
starting any of the following procedures, read CLEANING section in Standard
Practices Manual, GEK 9250, 70-20-00.
Go to Table 701.
NOTE: If anti-icing bleed and start valve has been removed for faulty operation or
sticking and is within inspection limits in INSPECTION, Table 601, go to REPAIR
001.
Clean as Directed In
Standard Practices Manual Clean as Directed In
Engine Component GEK 9250 Maintenance Manual SEI-570
Anti-Icing Bleed and Start --- Para 3
Valve (External Surfaces)
Anti-Icing Bleed and Start --- REPAIR 001
Valve (Piston Bores)
Anti-Icing Bleed Duct 70-21-03 ---
Anti-Icing Seal Housing --- Para 3
Anti-Icing Seal Retainer --- Para 3
Anti-Icing Valve Brackets 70-21-03 ---
Electrical Connectors --- Para 5
IGV Anti-Icing Duct 70-21-03 ---
Lanyard and Clip Assembly --- Para 3
T2 Sensing Tube 70-21-06 ---
Temperature Sensing Nonmetallic --- Para 6

Tube
Tubes, Hoses, and Fittings --- Para 4
3. Anti-Icing Bleed and Start Valve (External Surfaces), Anti-Icing Seal Housings,
Anti-Icing Seal Retainer, and Lanyard and Clip Assembly.
A. Cover electrical connectors with protective caps.
P-D-680
SURFACES.
MM75-00-00

B. Flush or spray-wash external surface with dry cleaning solvent to remove
grease, oil, and dirt.
C. Remove solvent from all surfaces by blowing them, using dry, filtered,
compressed air.
4. Tubes, Hoses, and Fittings
A. Cover openings to prevent entry of dirt or foreign material.
OBSERVE WARNING IN PARAGRAPH 3. WHEN USING DRY CLEANING SOLVENT.
B. Wipe exterior with a lint-free towel soaked in solvent.
C. If internal passages require cleaning, thoroughly clean exterior first; then
pour solvent through the tube or hose in both directions.
OBSERVE WARNING IN PARAGRAPH 3. WHEN USING COMPRESSED AIR.
D. Blow internal and external surfaces dry using dry, filtered, compressed air.
E. Always cover openings immediately after cleaning.
NOTE: • Electrical connectors will be cleaned if inspection shows connector is
contaminated, or if connector was left exposed.
• There are two methods for cleaning electrical connectors. The preferred
method (para A) is to use cleaning solvent and dry, filtered, compressed air.
The alternate method (para B) is to use dry, filtered, compressed air only.
• The consumables listed in paragraph A are the only authorized consumables to
clean the electrical connectors.
A. If electrical connectors are contaminated, clean them as follows:

MM75-00-00

O-T-620
TT-I-735
SURFACES.
CONTAINER.
CONTINUITY.
B. Clean electrical connectors as follows:
(1) Using either Miller-Stephenson solvent MS-160, Isopropyl alcohol TT-I-735,
Trichlorotrifluoroethane MIL-C-81302, or its equivalent LPS Electro Contact
Cleaner, spray electrical connector to loosen contaminants. Hold spray

MM75-00-00
nozzle 4-6 inches away from connector.

CAUTION: USE LOW VELOCITY, 15 PSIG AIR BECAUSE HIGH VELOCITY MAY DAMAGE RUBBER
SEALS. DO NOT SOAK OR DIP CONNECTORS IN SOLVENT.
NOTE: Allow connector to air dry for one hour prior to installing approved caps.
(2) Drain excess solvent liquid immediately. Blow-dry with low velocity (15
psig), dry, filtered, compressed air. Allow connector to air dry for a
minimum of one hour.
connectors.
C. Clean electrical connectors as follows:
(1) Blow-dry connectors using low-velocity (15 psig), dry, filtered, compressed
air onto connectors to remove contaminants.
connectors.
6. Temperature Sensing Nonmetallic Tube.
A. Using a suitable brush, scrub internal walls of tube to loosen dirt.

MM75-00-00

B. Using dry, filtered compressed air, blow out dirt of tube.

MM75-00-00, REPAIR 001
AIR SYSTEM - INSPECTION, CLEANING, AND LUBRICATION OF PISTON BORES IN ANTI-ICING BLEED AND START VALVE -
REPAIR
* * * FOR ALL
TASK 75-00-00-300-806
This procedure provides instructions to inspect anti-icing bleed and start valves
for a missing deflector setscrew, and for inspecting, cleaning, and lubricating
the piston bores. Comply with this procedure on anti-icing bleed and start valves
that were removed for periodic inspection, faulty operation, or sticking.
2. Preliminary Instructions.
A. Visually inspect through the inlet port of the anti-icing bleed and start
valve for the presence of setscrew (21, Figure 801) on deflector assembly
(22). Valves that have setscrew (21) missing are not candidates for the
procedure in para 3, and must be returned to an approved overhaul facility for
repair. The setscrew cannot be replaced without recalibration of the anti-
icing bleed and start valve.
B. If setscrew (21) is present, go to para 3.
3. Procedure.
A. Using a force gage (fish scale), perform a pull check of the anti-icing bleed
and start valve input shaft as follows:
(1) Attach force gage to clevis on input shaft (17, Figure 801) and read force
required to actuate shaft.
(2) Valves that require an excess of 90 lb to actuate input shaft (17) are
binding internally and are not candidates for the following cleaning and
lubrication procedures. Any such valves must be sent to an approved
overhaul facility.
B. Using blue Dykem marker or equivalent, match-mark cover (3), cylinder (16),
and inlet cover (8) to housing of anti-icing bleed and start valve (18).
WARNING: HANDLING SPRING-LOADED PARTS
TO AVOID INJURY, USE CARE WHEN REMOVING COVER (3) BECAUSE SPRING (4) IS
UNDER COMPRESSION.
C. Carefully remove bolts (1) and washers (2) that secure cover (3) to housing.
CAUTION: DO NOT REMOVE SCREW (5) AND SPRING GUIDE (6) TO CLEAN PISTON (15). FREQUENT
REMOVAL OF SCREW MAY RESULT IN LOSS OF SELF-LOCKING FEATURES.
D. Remove cover (3) and spring (4). Do not remove screw (5) from spring guide
(6).
E. Completely push in input shaft (17). Maintain this position throughout axial
measurement check.
F. Using boltholes from which bolts (1) were removed, secure a flat surface onto
housing. Mount a dial indicator on the flat surface so that contact point of
indicator is preloaded against spring guide as shown in Figure 802.
G. With your fingers placed on the center of spring guide, push the shaft as far
as possible in the "X" direction. Zero-out dial indicator.
H. With your fingers inserted into the air inlet port, push poppet as far as
possible in the "Y" direction. Record the axial movement of shaft.

MM75-00-00, REPAIR 001
REPAIR
I. Repeat steps G and H two more times. Average the three readings (sum of three
readings divided by three). Remove dial indicator and flat surface from
housing.
J. If average axial movement of shaft is less than 0.030 inch, go to step K. If
average movement of shaft is equal to or greater than 0.030 inch, reassemble
spring (4, Figure 801), cover (3), washers (2), and bolts (1) as specified in
steps V and W. Send anti-icing bleed and start valve to an approved overhaul
facility.
K. Remove bolts (10) and washers (9) that secure inlet cover (8) to housing.
Straighten tabs on identification plate (14). Remove inlet cover (8). Inspect
packing (7) for cuts, nicks, looseness, and for excessive compression set. If
damaged, remove and discard packing (7).
L. Retorque nut (23) as follows:
(1) Loosen nut (23). Retighten nut noting run-on torque. Run-on torque must be
5 lb in. minimum. If run-on torque is less than 5 lb in., remove nut (23)
and install a new nut.
(2) Torque nut (23) to 25-30 lb in. above run-on torque. Be sure nut is firmly
seated.
(3) Back-off nut (23) one full turn and retorque to 15-20 lb in. above run-on
torque.
M. Inspect for proper cylinder (16) to valve (18) orientation as follows:
(1) Hold the valve (18) horizontally so that nut (23) is facing right, the
inlet port facing up, and the input shaft (17) pointing towards you.
(2) Using a flashlight, look down into the inlet port. The poppet will be seen
to the left side, and on the right side the balance piston will be seen.
(3) Check to be sure that the cast boss on the face of the cylinder is pointing
approximately at a 45 degree angle downward and away from you, such that it
lines up with the internal boss cast into the housing of valve (18). This
in turn lines up with the inlet of the external air tube that curves around
the bottom of the valve (18) (not the tube at the top going to the
solenoid) that ports to the IGV outlet tube.
(4) If cylinder (16) was not properly oriented as described above, reposition
cylinder (16) to conform to description above.
CAUTION: IF CYLINDER (16) IS ROTATED OUT OF ITS ORIGINAL POSITION, ANTI-ICING BLEED
AND START VALVE WILL NOT OPERATE CORRECTLY. EXTREME CARE MUST BE USED TO
PREVENT CYLINDER FROM ROTATING.
N. To prevent cylinder (16) from rotating while cleaning piston bores, install
one bolt (10) through cylinder and into housing. Tighten bolt by hand. Be sure
matchmarks on cylinder (16) and housing of valve (18) are properly aligned.
MM75-00-00, REPAIR 001
REPAIR

O. Using compressed air, clean out inlet area.
TT-I-735
SURFACES.
CONTAINER.
CONTINUITY.
NOTE: To expose sliding areas (Figure 802) of piston bores, piston must be extended
and retracted. This is done by pushing in and pulling out on input shaft (17,
Figure 801).
P. Using a clean lint-free towel soaked with isopropyl alcohol or Miller-
Stephenson solvent, clean sliding areas of piston bores. Extend and retract
pistons to clean entire bore.
Q. Visually inspect anti-icing bleed and start valve. The following limits apply:
(1) Unlimited pitting, due to corrosion, is allowable on non-sliding areas of
valve housing.
(2) In sliding areas of piston bores, minor pitting due to corrosion is
allowable. Flaking surface plating and severe surface damage due to
corrosion is not allowed.
(3) On outside perimeter of piston (15), flaking of surface plating is not
allowed.

MM75-00-00, REPAIR 001
REPAIR
NOTE: Antiseize compound (616 high temperature moly lubricant) is no longer

manufactured. If antiseize compound is not on hand, lubrication of piston
bores is not required.
R. If antiseize compound (616 high temperature moly lubricant) is not on hand, go
to step T, otherwise, go step S.
WARNING: ANTISEIZE COMPOUND 616 HIGH TEMPERATURE MOLY LUBRICANT SPRAY
• DO NOT USE NEAR HEAT. IF LUBRICANT IS DECOMPOSED BY HEAT, TOXIC GASES ARE
RELEASED.
• AFTER PROLONGED SKIN CONTACT, WASH CONTAMINATED AREA WITH SOAP AND WATER.
S. Using antiseize compound (616 high temperature moly lubricant), lightly spray
sliding areas of piston bores. Spray bores with piston in extended position
and in retracted position. Extend and retract pistons several times to be sure
bores are completely lubricated.
T. If packing (7) has been removed and discarded after inspection in step K,
install a new packing (7) onto inlet cover (8).
U. Install inlet cover (8) onto housing of anti-icing bleed and start valve (18)
as follows:
CAUTION: IF CYLINDER (16) IS ROTATED OUT OF ITS ORIGINAL POSITION, ANTI-ICING
BLEED AND START VALVE WILL NOT OPERATE CORRECTLY. EXTREME CARE MUST BE
USED TO PREVENT CYLINDER FROM ROTATING.
(1) Remove bolt that was installed to prevent cylinder (16) from rotating. Be
sure that cylinder does not rotate while installing cover (8). Check to be
sure that matchmarks on cylinder (16) and housing of valve (18) are still
aligned.
(2) If original inlet cover (8) is being installed and matchmarks on cover and
housing are visible, align matchmark on cover with matchmark on housing and
install cover on housing. Bend tabs on identification plate (14).
(3) If original inlet cover (8) is being installed and matchmarks on either
cover or housing are not visible, install cover (8) on housing so that
heads of captive bolts (13) are facing in the same direction as input shaft
(17). Bend tabs on identification plate (14).
(4) If original inlet cover (8) is being replaced, install captive bolts (13)
and washers (12) into threaded end of tabs (11). Install cover (8) onto
housing so that heads of captive bolts (13) are facing in the same
direction as input shaft (17). Bend tabs on identification plate (14).
(5) Install washers (9) onto bolts (10). Install bolts (10) through tabs in
cover (8) and into valve housing. If no run-on torque is felt when
installing bolts by hand, replace bolts. Torque bolts (10) to 50-55 lb in.
WARNING: INSTALLING COVER ONTO ANTI-ICING BLEED AND START VALVE
USE EXTREME CARE WHEN INSTALLING SPRING. INJURY MAY RESULT IF SPRING POPS
FREE.

MM75-00-00, REPAIR 001
REPAIR
V. Install washers (2) onto bolts (1). Install spring (4) into valve (18).
Position cover (3) over spring and onto housing as follows:
(1) If original cover (3) is being installed and matchmarks on cover and
housing are visible, align matchmark on cover with matchmark on housing.
(2) If original cover (3) is being installed and matchmarks on either cover or
housing are not visible, align cover (3) on housing so that head of captive
bolt (20) is facing in the same direction as input shaft (17).
(3) If original inlet cover (3) is being replaced, install captive bolt (20)
and washer (19) into threaded end of tab on cover (3). Align cover (3) onto
housing so that head of captive bolt (20) is facing the same direction as
input shaft (17).
(4) Using cover (3), compress spring until cover seats on valve housing.
Install two bolts (1), 180 degrees apart, to hold spring compressed. If no
run-on torque is felt when installing bolts by hand, replace bolts.
W. Install remaining bolts (1) and washers (2). If no run-on torque is felt when
installing bolts by hand, replace bolts. Torque bolts (1) to 50-55 lb in.

MM75-00-00, REPAIR 001
REPAIR
* * * FOR ALL***FOR ANTI-ICING BLEED AND START VALVE PN 4046T28
Figure 801 Anti-Icing Bleed and Start Valve Piston Bore - Removal and
Installation

MM75-00-00, REPAIR 001
REPAIR
* * * FOR ALL***FOR ANTI-ICING BLEED AND START VALVE PN 4046T28
Figure 802 Anti-Icing Bleed and Start Valve Piston Bores - Inspection

MM75-00-00, REPAIR 002
AIR SYSTEM - REPLACEMENT OF CAPTIVE BOLT - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 75-00-00-300-802
This procedure provides instructions for replacing captive bolts on the anti-icing
bleed and start valve.
2. Procedure.
A. Remove damaged captive bolt (1, Figure 801) as follows:
CAUTION: DO NOT REMOVE DAMAGED CAPTIVE BOLT (1) THROUGH CAPTIVE BOLT BOSS (2).
THREADS OF BOSS CAN BE DAMAGED.
(2) Using a wrench, hold head of captive bolt (1) against flange of boss (2).
(3) Using a 0.250-28UNJF-3B die, chase threads of captive bolt.
(4) Remove captive bolt (1) from boss.
(5) Inspect boss (2) (INSPECTION) for damaged threads.
B. Install new captive bolt (1) into hole of boss (2).

MM75-00-00, REPAIR 002
AIR SYSTEM - REPLACEMENT OF CAPTIVE BOLT - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
·····FOR PH 404eT2e .... •
~1
®,
,
.. • .. FOR PN soeeT3e .. • ..
I. Capt ive bo lts (qt)' 3)

2. Captive ho l t IIone ~ (qt)' 3)
,
OOOC7S· 18'100
Figure 801 Captive Bolt - Repair

MM75-00-00, REPAIR 003
AIR SYSTEM - REPLACEMENT OF ANTI-ICING SEAL HOUSING, PRIMARY COUPLING HOUSING, AND SEAL RETAINER SEALS -
REPAIR
* * * FOR ALL
TASK 75-00-00-300-807
This procedure provides instructions for replacing seals located in the anti-icing
seal housing, primary coupling housing, and seal retainers.
2. Procedure.
A. If replacing anti-icing seal housing (1, Figure 801) or anti-icing primary
coupling housing (3), or anti-icing seal retainer (5), with associated seals
(2, 4, 6), install new seals into new housing or retainer as follows:
IRRITATION.
ATTENTION.
(1) Using lubricating oil (Type I or Type II) or grease (Versilube Plus SE-
1147), lubricate seals.
CAUTION: SEALS MUST BE SQUEEZED ONLY ENOUGH TO INSERT THEM INTO HOUSING OR
RETAINER. EXCESSIVE SQUEEZING WILL DEFORM SEAL SPRING AND WILL CAUSE
LEAKS.
(2) Gently squeeze seal enough to fit, when tilted, into ID of housing or
retainer (refer to Figure 802).
(3) Using fingers, pull seal against outer lip of housing or retainer. Seat
seal around outer lip with open end of seal facing inward.
(4) Using steps (1) through (3), install other seal. Open ends of seals must
face each other.
B. If replacing seals (2, 4, 6, Figure 801) in housing or retainer, do the
following:
CAUTION: USE FINGERS ONLY TO REMOVE SEALS FROM HOUSING OR RETAINER. USING TOOLS
TO REMOVE SEALS WILL DAMAGE HOUSING OR RETAINER.
(1) Push seals away from outer lip of housing or retainer.
(2) Squeeze and tilt seal at an angle to remove seal from housing or retainer.
Discard seals.
(3) With seals removed, clean housing or retainer as follows:
MIL-C-81302
DAMAGE.
MM75-00-00, REPAIR 003
REPAIR
WATER, REMOVE CONTAMINATED CLOTHING. IF VAPORS CAUSE IRRITATION, GO
GOGGLES.
(a) Using trichlorotrifluoroethane and a soft-bristle brush, clean housing
or retainer.
(b) Using clean, filtered, dry compressed air, dry housing or retainer.
(4) Inspect seating surfaces of housing or retainer at ID and inner surfaces of
outer lips for nicks and scratches. Using crocus cloth (500-600 grade),
polish seating surface to remove all nicks and scratches.
(5) Using instructions in steps A.(1) through A.(4), install new seals into
housing or retainer.

MM75-00-00, REPAIR 003
REPAIR
* * * FOR ALL
Figure 801 Anti-Icing Seal Housing, Primary Coupling Housing, and Seal
Retainer - Replacement

MM75-00-00, REPAIR 003
REPAIR
* * * FOR ALL
Figure 802 Anti-Icing Seal Housings, Primary Coupling Housing, and Seal
Retainer Seals - Replacement

MM75-00-00, REPAIR 004
AIR SYSTEM - REPLACEMENT OF SENSING TUBE CLIP - REPAIR
* * * FOR ALL
TASK 75-00-00-300-808
This procedure provides instructions for replacing clip on sensing tube bracket.
2. Procedure.
HELP.
A. Grind off heads of rivets (3, Figure 801).
B. Place sensing tube (1) against a suitable surface, and drive out rivets.
C. Position new clip (2) on bracket (4), and install new rivets.
D. Upset end of rivets and visually inspect clip.

MM75-00-00, REPAIR 004
AIR SYSTEM - REPLACEMENT OF SENSING TUBE CLIP - REPAIR
* * * FOR ALL
,
1. Sensilg I1be
2. ~
3. Rivets
4. Bracket
t401.(1699
Figure 801 Sensing Tube Clip - Replacement

MM75-00-00, REPAIR 005
AIR SYSTEM - REPLACEMENT OF ANCHOR NUTS FROM ANTI-ICING VALVE AFT BRACKET - REPAIR
* * * FOR ALL
TASK 75-00-00-300-809
This procedure provides instructions to replace the anchor nuts from the aft
bracket of the anti-icing valve.
2. Procedure.
A. Use the procedure in GEK 9250 (70-48-14), and remove the rivets (3, Figure
801) and the damaged anchor nut(s) (2) from the aft bracket (1). Discard the
rivets and the anchor nut(s).
B. Use the procedure in GEK 9250 (70-42-00) and remove any high metal and burrs
from the areas from which the anchor nut(s) was removed.
C. Use the procedure in GEK 9250 (70-32-02) and do a fluorescent penetrant
inspection of the bracket (1). These acceptability limits apply:
(1) All indications of 0.03 inch or less are permitted.
(2) Indications of 0.03-0.06 inch, except cracks, are permitted, if the
indications are a minimum of 0.50 inch apart.
(3) Through indications are not permitted.
D. Install new anchor nut(s) PN 3032T67P01 (2) and new rivets PN AN123620 (3) on
the bottom of the bracket (1) as follows:
WARNING: ISOPROPYL ALCOHOL IS TOXIC AND FLAMMABLE. USE PERSONAL PROTECTION
EQUIPMENT. USE IN A WELL-VENTILATED AREA.
(1) Use isopropyl alcohol and a lint-free towel, and clean the new anchor nut
(s), the new rivets, and the bracket.
(2) Use a pneumatic riveter 9397A21 (or equivalent) and the procedure in GEK
9250 (70-13-01), and install the new anchor nut(s) and rivets on the
bracket (refer to Figure 801 for dimensions).
(3) Do an inspection of the installed anchor nut(s) to make sure that the
rivets are 0.000-0.010 inch below the surface of the anchor nut(s).
(4) Use a 10X magnifying glass, and do a visual inspection of the installed
anchor nut(s) and rivets for cracks. Cracks are not permitted.

MM75-00-00, REPAIR 005
AIR SYSTEM - REPLACEMENT OF ANCHOR NUTS FROM ANTI-ICING VALVE AFT BRACKET - REPAIR
* * * FOR ALL
Figure 801 Anti-Icing Valve Aft Bracket - Replacement of Anchor Nuts

MM79-00-00
OIL SYSTEM - DESCRIPTION AND OPERATION
* * * FOR ALL
TASK 79-00-00-870-802
The oil system includes:
• Oil Cooler
• Oil and Scavenge Pump
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
• B-Sump Delta Pressure Tube
* * * FOR ALL
• Scavenge Screens
• Oil Filter Impending Bypass Sensor
• Oil Filter
• Oil Cooler Bypass Relief Valve
* * * FOR CT7-2A, CT7-2D, CT7-2D1
• Cold Oil Relief Valve
* * * FOR CT7-2E1
• Low Oil Indicator Sensor
* * * FOR ALL
• Oil Tank
Refer to 72-00-00, DESCRIPTION AND OPERATION for oil system operation.
3. Description.
A. Oil Cooler.
The oil cooler mounts on the front of the accessory gearbox (Figure 1, Figure
2, and Figure 2A). It transfers heat from the oil to the fuel. It is a tube-
in-shell heat exchanger.
B. Oil and Scavenge Pump.
The oil and scavenge pump is housed in the forward side of the accessory
gearbox (Figure 1, Figure 2, and Figure 2A). It is a seven-element gerotor-
type pump. The gerotor elements are arranged in tandem on the common drive
shaft (Figure 3). The drive shaft bearings separate the high-pressure supply
element and the B-sump high-pressure scavenge element from the other scavenge
elements.
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
C. B-Sump Delta Pressure Tube.
The engine lube discharge pressure (B-sump delta pressure system) has an
external tube at the forward face of the accessory gearbox. This tube connects
the oil and scavenge pump B-sump scavenge screen port to the oil transmitter's
reference port fitting. On CT7-2E1 engines, the tube also connects to the low
oil indicator sensor.

MM79-00-00
* * * FOR ALL
D. Scavenge Screens.
Six scavenge screens are located on the front of the accessory gearbox (Figure
1, Figure 2, Figure 2A, Figure 3, Figure 4). They collect particles before
they can enter the scavenge sections of the oil and scavenge pump. These
screens prevent damage to the pump. The six screens are individually labeled
to show from which sump the particles came from.
The B-sump scavenge screen on the CT7-2D/-2D1/-2E1 engines is different from
that on the CT7-2A oil scavenge pump. The head of the B-sump scavenge screen
is knurled on the OD so that it can be threaded into the port by hand. A 1/4
inch square hole is provided so that the screen can be torqued, using a
standard 1/4 inch ratchet. Inspection capability of the scavenge screen is
maintained by use of a banjo fitting, which is assembled to the scavenge
screen.
E. Oil Filter Impending Bypass Sensor.
The oil filter impending bypass sensor mounts on the forward side of the
accessory gearbox (Figure 1, Figure 2, and Figure 2A). The sensor causes a
signal to be transmitted to the aircraft when oil pressure drops across the
oil filter element increases.
The oil filter impending bypass sensor is actuated when the differential
pressure across the filter element reaches 60-80 psi. The signal is intended
to be a warning of impending filter bypass. During engine-starting with oil
temperature below normal operating range, the differential pressure can be
high enough to actuate the sensor. In this situation, the transmitted signal
will remain open until the oil warms up and the pressure differential
decreases. If the filter is excessively contaminated, the transmitted signal
will remain open after the engine oil temperature is stabilized.
F. Oil Filter.
The oil filter consists of a bowl, a throwaway filter element, and a bypass
valve assembly. The bowl threads into the forward side of the accessory
gearbox (Figure 1, Figure 2, and Figure 2A). The bypass valve assembly threads
into the accessory gearbox and supports the aft end of the filter element. The
bypass valve opens at a differential pressure of 95-145 psi to allow oil to
bypass the filter. During engine-starting when the temperature of the oil is
below normal operating temperature, the differential pressure can, at times,
be high enough for the bypass valve to open even though the filter element is
not excessively contaminated. If the valve assembly opens because of cold oil,
it will close when the oil warms to 100°F (38°C) and when pressure decreases.
G. Oil Cooler Bypass Relief Valve.
The oil cooler bypass relief valve mounts on the front of the accessory
gearbox (Figure 1, Figure 2, and Figure 2A). It passes scavenged oil directly
into the oil tank if the oil cooler becomes clogged. During cold starts, the
valve dumps part of the oil flow into the oil tank until oil warms up and the
pressure drop across the oil cooler is reduced.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
H. Cold Oil Relief Valve.
The cold oil relief valve mounts on the front of the accessory gearbox,
downstream of the oil filter (Figure 1, Figure 2). It protects the oil supply
MM79-00-00
system from excessive pressure. During cold starts, the valve opens and
discharges excess oil to the gearbox. The oil discharged to the gearbox is
churned in the gears to assist in reducing warmup time.
* * * FOR CT7-2E1
I. Low Oil Indicator Sensor.
The low oil indicator sensor (Figure 2A) is a gearbox-mounted component that
senses the differential between engine lube pump discharge and B Sump
reference pressure. The sensor assembly incorporates an integral relief valve,
which actuates under cold oil conditions to limit maximum positive oil
pressure. The oil pressure sensor is hermetic with gold plated contacts.
* * * FOR ALL
J. Electrical Chip Detector.
The electrical chip detector (Figure 4) mounts on the front of the accessory
gearbox (Figure 1, Figure 2, and Figure 2A) and is part of the scavenge oil
return system to the tank. It has an outer shell with an internal magnet, an
electrical connector, and a removable screen. The magnet attracts metallic
particles to the detector. When particles bridge the gap between the magnet
and outer shell, they complete a circuit which transmits a signal.
K. Oil Tank.
The oil tank (Figure 5) is an internal part of the main frame. The oil tank
holds 7.3 quarts of oil. The tank has a gravity fill port (1) with a screen at
the 2 o'clock position on the main frame. It also has an oil drain plug (4)
and a main frame oil strainer (5) at the 6 o'clock position on the main frame.
The oil strainer keeps debris from entering the oil and scavenge pump inlet.
Oil level indicators (3) have ADD and FULL lines which permit an easy check of
oil level. Transfer sleeves (2) to accessory gearbox allow oil to pass between
the main frame and accessory gearbox without external leakage.
L. Oil Temperature Detector.
The oil temperature detector mounts on the front of the accessory section
module (Figure 1, Figure 2, and Figure 2A). The detector senses temperature
and transmits engine oil temperature signals to the aircraft.
M. Oil Pressure Transmitter.
The oil pressure transmitter mounts on the front of the accessory section
(Figure 1, Figure 2, and Figure 2A). The transmitter measures the differential
pressure between the oil circulating within the engine and the pressure of the
B-sump scavenge oil. It then transmits a measured signal to the aircraft.

MM79-00-00
* * * FOR CT7-2A

MM79-00-00
* * * FOR CT7-2D, CT7-2D1

MM79-00-00
* * * FOR CT7-2E1

MM79-00-00
* * * FOR ALL
lYAc.tJ. GEROTOA eLEMENT
seA,.No;
:::--- MTO
fLEC TRlCAl
"" orn<:'DR
t I I I I - Fl.'"
TO'"
"'" o~ c"' c"' ~ !l! ~=~ r- ~~
"' ~~~
r >
CNlTIII
dr-
~w
~ ~
:Z~~
~.z
~~~ M
< _ w
~.z
.~'"
u~w o<w uuw
,
JlJ
I II[
fROM TANK
I -
"'''''''
\ 0-
SCR'ENS
fRO\! su"'"
-
~ ,
~ PRE~E ACCESSOR\' GEARSOI(
.....FOR TRAHs"T1ER
. 2El .....
CT7 201201/
C·StAlPAFT
01. AND SCA~f;f I'I)I.oIP

fROHT\1EW 50 15610-00
Figure 3 Oil and Scavenge Pump (Typical)

MM79-00-00
* * * FOR ALL
orr"
SH£tl
fLtCTil l CAL COM!ECtoR
Figure 4 Electrical Chip Detector

MM79-00-00
* * * FOR ALL
..""""
'~i----'
Hill LE 'I(L
- - - -L-,..,.....".c..:::....::;,:=--".=
r: ,,' ,,,;",
crl- - - -
VIEW FORWARD lOOKING AFT
7 J. 6ravlty f ill port

2. Trl nsfer SIHYI! Cqty 5)
J. 011 1... 1 tn dt cuor (qty 2)
4. 011 drlt n pl ug
2 QlIAII TS +--. 5.
6.
7.
Ml t n f r ... 011 strelner
Fhpper .... he
011 l ewel i ndtutor gUl rd (en-2D II
e. Lens
TYPICAL
VIEW A
,
0000S· 012602
Figure 5 Oil Tank

MM79-00-00
OIL SYSTEM - REMOVAL AND INSTALLATION
* * * FOR ALL
TASK 79-00-00-400-801
A. This section provides instructions for removing and installing the oil system
components. Before starting any of the following procedures, read ASSEMBLY AND
DISASSEMBLY TECHNIQUES in Standard Practices Manual GEK 9250, 70-10-00.
B. The following is a list of major line replaceable units (LRUs) that can be
aircraft.
• Oil Cooler
• Oil and Scavenge Pump
• Scavenge Screens
• Oil Filter Bypass Sensor
• Oil Filter
• Cold Oil Relief Valve
* * * FOR CT7-2E1
• Low Oil Indicator Sensor
2. Oil Cooler
A. Removal
WARNING: REMOVING OIL COOLER IN COLD WEATHER
WHEN REMOVING THE OIL COOLER IN COLD WEATHER, WEAR GLOVES TO PREVENT
FROSTBITE BECAUSE FUEL FLOWS THROUGH OIL COOLER.
(1) Loosen three captive bolts (2, Figure 401).
NOTE: • Do not remove oil cooler seal (3) from cooler. Seal is reusable if
sealing material is not damaged.
• Be sure that bolt at 9 o'clock position on fuel filter (5) is not
disturbed.
(2) Remove oil cooler (1) with seal (3) attached.
(3) If oil cooler (1) will not be reinstalled within 48 hours, or if it will be
returned to overhaul or stored, preserve it (72-00-00, SERVICING).

MM79-00-00
B. Installation.
(1) Be sure that oil cooler seal (3, Figure 401) is properly positioned on oil
cooler (1).
(2) Position cooler (1) on gearbox mounting flange (4).
(4) Be sure there is no gap between oil cooler mounting flange and seal (3),
and between seal (3) and gearbox mounting flange (4).

MM79-00-00
* * * FOR ALL
Figure 401 Oil Cooler - Removal and Installation

3. Oil and Scavenge Pump.
A. Removal.
CAUTION: DO NOT USE TOO MUCH FORCE WHEN REMOVING OR INSTALLING PUMP. DAMAGE TO
THE PUMP OR GEARBOX MAY OCCUR. IF PUMP BINDS DURING REMOVAL OR
INSTALLATION, TRY TO TWIST IT WITHIN THE BORE WHILE PULLING OR PUSHING
IT INTO POSITION. BOLTS MAY BE INSERTED IN JACKING SCREW HOLES TO
PROVIDE A BETTER GRIP FOR TWISTING THE PUMP.
(1) Remove three bolts (1, Figure 402) and washers (2).
(2) Thread two bolts (1) into jacking screw holes (3).
(3) Manually thread bolts into jacking screw holes (3) until they bottom.
MM79-00-00
(4) Alternately turn bolts (1) clockwise one-quarter of a turn at a time, until
assembly can be freely removed.
(5) Remove pump and bolts.
B. Installation.
CAUTION: PACKING CAN BE DAMAGED IF IT IS NOT CAREFULLY INSTALLED ONTO OIL AND
SCAVENGE PUMP HOUSING.
(1) Install packing (5, Figure 402) onto oil and scavenge pump (4) by sliding
it over pump housing. Inspect packing for nicks and cuts before installing
pump.
(2) Install pump (4) into accessory gearbox port (6).
(3) If splined shaft does not easily engage the splined member in gearbox,
remove pump. Rotate splined shaft by hand, and try to install it again.
(4) Install three bolts (1) and washers (2). Torque bolts to 45-50 lb in.

MM79-00-00
* * * FOR ALL
Figure 402 Oil and Scavenge Pump - Removal and Installation

4. Scavenge Screens
A. Removal.
(1) Remove six scavenge screens (1, Figure 403) (CT7-2A) or five scavenge
screens (7, Figure 404, Figure 404A) (CT7-2D/-2D1/-2E1).
(2) Remove and discard six packings (2, Figure 403) (CT7-2A) or five packings
(4, Figure 404, Figure 404A) (CT7-2D/-2D1/-2E1).
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
(3) Remove B-sump scavenge screen (8, Figure 404, Figure 404A) as follows:
INSTALLING COUPLING NUTS; OTHERWISE, NUTS OR TUBES WILL BE DAMAGED.
(a) Using two wrenches, disconnect coupling nut (2) on B-sump delta
pressure tube (3) from oil pressure transmitter (1).
* * * FOR CT7-2E1
(b) Using two wrenches, disconnect coupling nut (11) on B-sump delta
pressure tube (3) from low oil indicator sensor (12).
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
(c) Remove bolt (10) from clamp (9).
(d) Loosen scavenge screen (8) and tube (3) as an assembly.
(e) Remove and discard one packing (4) from inboard side of the tube (3)
and scavenge screen (8).
(f) Remove scavenge screen (8) from tube (3). Remove and discard two
packings (6) from scavenge screen (8).
* * * FOR ALL
B. Installation.
(1) Install six packings (2, Figure 403) (CT7-2A) or five packings (4, Figure
404, Figure 404A) (CT7-2D/-2D1/-2E1) into scavenge screens (1, Figure 403)
MM79-00-00
(CT7-2A) (7, Figure 404, Figure 404A) (CT7-2D/-2D1/-2E1).

(2) Install six screens (1, Figure 403) (CT7-2A) or five screens (7, Figure
404, Figure 404A) (CT7-2D/-2D1/-2E1). Torque screens to 145-150 lb in.
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
(3) Install B-sump scavenge screen (8, Figure 404, Figure 404A) as follows:
(a) Install two packings (6) onto outer end of B-sump scavenge screen (8)
and insert screen (8) into B-sump delta pressure tube (3).
(b) Install one packing (4) onto B-sump scavenge screen (8) inboard of tube
(3).
(c) Hand-tighten screen (8) into pump housing.
(d) Hand-tighten coupling nut (2) on tube (3) onto oil pressure transmitter
(1).
* * * FOR CT7-2E1
(e) Hand-tighten coupling nut (11) on tube (3) onto low oil indicator
sensor (12).
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
(f) Install bolt (10) through clamp (9). Torque bolt to 45-50 lb in.
INSTALLING COUPLING NUTS; OTHERWISE, NUTS OR TUBES WILL BE DAMAGED.
(g) Using two wrenches, tighten (60° wrench-arc) coupling nut (2).
* * * FOR CT7-2E1
(h) Using two wrenches, tighten (60° wrench-arc) coupling nut (11).
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
(i) Tighten scavenge screen (8) to 145-150 lb in.
* * * FOR ALL

MM79-00-00
* * * FOR CT7-2A
Figure 403 Scavenge Screens - Removal and Installation

MM79-00-00
* * * FOR CT7-2D, CT7-2D1
Figure 404 Scavenge Screens - Removal and Installation

MM79-00-00
* * * FOR CT7-2E1
Figure 404A. Scavenge Screens - Removal and Installation

* * * FOR CT7-2D, CT7-2D1, CT7-2E1
5. B-Sump Delta Pressure Tube.
A. Removal.
(1) Using two wrenches, disconnect coupling nut (2, Figure 404, Figure 404A)
from oil pressure transmitter (1).
* * * FOR CT7-2E1

MM79-00-00
(3) Using two wrenches, disconnect coupling nut (11) from low oil indicator
sensor (12).
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
(4) Loosen B-sump scavenge screen (8). Then remove scavenge screen and B-sump
delta pressure tube (3) as an assembly from accessory gearbox port (5).
(5) Remove and discard one packing (4).
(6) Holding tube (3), remove scavenge screen (8).
B. Installation.
(1) Position B-sump delta pressure tube (3, Figure 404, Figure 404A) so that
coupling nut (2) end is toward oil pressure transmitter (1).
(2) Install two packings (6) into packing grooves at forward end of B-sump
scavenge screen (8).
(3) Insert scavenge screen (8) through connector of tube (3).
(4) Install packing (4) into remaining packing groove of scavenge screen (8).
CAUTION: BE CAREFUL WHILE INSTALLING SCAVENGE SCREEN (8). MISALIGNMENT MAY CAUSE
DAMAGE TO THE SCREEN OR TO CONNECTOR OF B-SUMP DELTA PRESSURE TUBE.
(5) Insert scavenge screen (8) with tube (3) into accessory gearbox port (5).
(6) Hand-tighten scavenge screen (8).
(7) Connect coupling nut (2) onto fitting of oil pressure transmitter (1).
Hand-tighten coupling nut.
* * * FOR CT7-2E1
(8) Connect coupling nut (11) onto fitting of low oil indicator sensor (12).
Hand-tighten coupling nut.
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
(9) Install bolt (10) through clamp (9). Hand-tighten bolt.
(10) Torque B-sump scavenge screen (8) to 145-150 lb in.
(11) Using two wrenches, tighten (60° wrench-arc) coupling nut (2).
* * * FOR CT7-2E1
(12) Using two wrenches, tighten (60° wrench-arc) coupling nut (11).
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
6. Oil Pressure Transmitter.
A. Removal.
(1) Use your hand, and disconnect the green cable electrical connector (1,
Figure 405, Figure 405A). If the electrical connector is difficult to
loosen, do as follows:
MM79-00-00
connector on the oil pressure transmitter (3).
(2) Remove B-sump delta pressure tube (17) (paragraph 5).
(3) Remove oil pressure transmitter (3) from accessory gearbox port (9).
(5) Remove washer (5) and spacer (4).
B. Installation.
(1) If oil pressure transmitter (3, Figure 405, Figure 405A) is being replaced,
do the following:
(a) Remove union from transmitter (3).
(b) Remove and discard packing from union.
(c) Install new packing on union.
(d) Install union on new transmitter (3). Torque union to 45-50 lb in.
NOTE: Spacer is installed on transmitter so that transmitter seats on accessory
gearbox with electrical connector at 10 o'clock position. If connector is
not at the 10 o'clock position, it will interfere with the installation of
the B-sump delta pressure tube.
(2) Install spacer (4) and washer (5) onto oil pressure transmitter (3).
(3) Install packing (6) onto transmitter (3).
(4) Screw transmitter (3) into accessory gearbox port (9).
(5) Hand-tighten transmitter (3) until there is metal-to-metal contact between
transmitter and gearbox.
(6) Torque transmitter (3) to 250-300 lb in.
(7) Install B-sump delta pressure tube (17) (paragraph 5).
(8) Connect the electrical connector (1) to the transmitter (3) as follows:
OCCUR.
SYSTEM CAN OCCUR.

MM79-00-00
maximum extent.

MM79-00-00
* * * FOR CT7-2D, CT7-2D1
Figure 405 Oil Pressure Transmitter - Removal and Installation

MM79-00-00
* * * FOR CT7-2E1
Figure 405A. Oil Pressure Transmitter - Removal and Installation

* * * FOR ALL
7. Oil Filter Impending Bypass Sensor.
A. Removal.
(1) Use your hand, and disconnect the green cable electrical connector (1,
Figure 406). If the electrical connector is difficult to loosen, do as
follows:
MM79-00-00
connector on the oil filter impending bypass sensor.
(2) Loosen two captive bolts (3).
(3) Remove oil filter impending bypass sensor (2).
B. Installation.
(1) Install packings (4, 5, Figure 406) onto oil filter impending bypass sensor
(2).
(2) Install impending bypass sensor (2) into gearbox and tighten two captive
bolts (3). Torque bolts to 45-50 lb in.
OCCUR.
SYSTEM CAN OCCUR.
maximum extent.

MM79-00-00
* * * FOR ALL
Figure 406 Oil Filter Impending Bypass Sensor - Removal and

Installation
8. Oil Filter and Bowl.
A. Removal.
(1) Wipe outer surface of filter bowl and surrounding area with clean rag
before removal to avoid contaminating oil system.
(2) Remove safety wire and unscrew oil filter bowl (1, Figure 407).
(3) Remove and discard oil filter element (4) and packings (2, 3).
B. Installation.
(1) Install packings (2, Figure 407) on oil filter bowl (1).

MM79-00-00
(2) Place packings (3) into packing grooves on oil filter element (4).
(3) Place element (4) into filter bowl (1).
(4) Install filter bowl (1) on gearbox. Tighten bowl until there is metal-to-
metal contact between flange of bowl and face of gearbox.
(5) Using 0.020 inch safety wire, secure filter bowl.

MM79-00-00
* * * FOR ALL
Figure 407 Oil Filter and Bowl - Removal and Installation

9. Cold Oil Relief Valve.
A. Removal.
(1) Remove two self-locking nuts (1, Figure 408) that secure cold oil relief
valve (2) to gearbox assembly (5).
(2) Thread a No. 10-32 bolt into center of relief valve (2). Using bolt, pull
relief valve (2) out of gearbox assembly (5). Remove bolt.
B. Installation.
CAUTION: THE COLD RELIEF VALVE (2, Figure 408) AND THE OIL COOLER BYPASS RELIEF
VALVE (10) ARE SIMILAR. THEY ARE NOT INTERCHANGEABLE. REFER TO
ILLUSTRATED PARTS CATALOG SEI-571 (CT7-2A) OR SEI-690 (CT7-2D/-2D1), AS
APPLICABLE, FOR CORRECT PART NUMBERS.
(1) Install packings (3, 4) into packing grooves of cold oil relief valve (2).
(2) Install relief valve (2) into port on gearbox assembly (5). Using two
locknuts (1), secure relief valve (2). Torque locknuts to 45-50 lb in.

MM79-00-00
* * * FOR ALL
Figure 408 Relief Valves - Removal and Installation

* * * FOR CT7-2E1
10. Low Oil Indicator Sensor.
A. Removal.
(1) Use your hand and disconnect electrical connectors (1, Figure 408A) from
the low oil indicator sensor (2). If the electrical connector is difficult
to loosen, do as follows:
MM79-00-00
connector on the low oil indicator sensor (2).
(3) Remove B-sump delta pressure tube (3) (paragraph 5).
(4) Remove two nuts (12) that secure the low oil indicator sensor (2).
(5) Remove low oil indicator sensor (2). Remove and discard packings (13, 14).
B. Installation.
(1) Install packings (13, 14, Figure 408A) into packing grooves of low oil
indicator sensor (2).
(2) Install low oil indicator sensor (2) into port on gearbox assembly (15).
Using two lock nuts (12) secure sensor (2). Torque nuts to 45-50 lb in.
(3) Install B-sump delta pressure tube (3) (paragraph 5).
(4) Install the blue electrical cable (1) to the low oil indicator sensor (2)
as follows:
OCCUR.
SYSTEM CAN OCCUR.
maximum extent.

MM79-00-00
* * * FOR CT7-2E1
Figure 408A. Low Oil Indicator Sensor - Removal and Installation

* * * FOR ALL
11. Oil Cooler Bypass Relief Valve.
A. Removal.
(1) Remove two self-locking nuts (11, Figure 408) that secure oil cooler bypass
relief valve (10) to gearbox assembly (5).
(2) Thread a No. 10-32 bolt into center of relief valve (10). Using bolt, pull
relief valve out of gearbox assembly (5). Remove bolt.
B. Installation.

MM79-00-00
CAUTION: THE OIL COOLER BYPASS RELIEF VALVE (10, Figure 408) AND THE COLD RELIEF
VALVE (2) ARE SIMILAR. THEY ARE NOT INTERCHANGEABLE. REFER TO
ILLUSTRATED PARTS CATALOG SEI-571 (CT7-2A) OR SEI-690 (CT7-2D/-2D1), AS
APPLICABLE, FOR CORRECT PART NUMBERS.
(1) Install packings (8, 9) into packing grooves of oil cooler bypass relief
valve (10).
(2) Install relief valve (10) into port on gearbox assembly (5). Using two
self-locking nuts (11), secure relief valve. Torque nuts to 45-50 lb in.
12. Oil Filter Bypass Valve.
A. Removal.
(1) Remove oil filter and bowl (para 8).
(2) Insert drive socket wrench extension into center of oil filter bypass valve
assembly (7, Figure 408). Attach a socket drive wrench to extension and
unscrew valve (7) from gearbox assembly (5).
(4) Remove two self-locking nuts (1) that secure cold oil relief valve (2) to
gearbox (5).
(5) Thread a No. 10-32 bolt into center of relief valve (2). Hold bolt and pull
relief valve out of gearbox assembly (5). Remove and set aside the No. 10-
32 bolt.
B. Installation.
(1) Install packing (6, Figure 408) on oil filter bypass valve assembly (7).
(2) Insert 3/8-inch drive socket extender into center of valve assembly (7).
Start valve threads in gearbox by turning wrench extender by hand.
(3) Torque valve assembly (7) to 145-150 lb in.
(4) Install oil filter and bowl (para 8).
A. Removal.
connector on the electrical chip detector.
(2) Loosen two captive bolts (3) until threads disengage from gearbox, but do
not remove bolts from electrical chip detector (2).

MM79-00-00
NOTE: Rocking the electrical chip detector back and forth gently may be
necessary when removing it from the gearbox.
(3) Grasp and pull outward on knurled end of detector (2) to remove it from
gearbox. If detector is extremely difficult to remove, use an open-end
wrench for more leverage (view A). Remove and discard packing (6).
(4) Grasp knurled end of chip detector (2) in one hand and screen (5) in other.
Unscrew the screen (5) counterclockwise. Handle the chip detector (2)
carefully to avoid disturbing any debris that may have been captured in the
detecting gap (4).
(5) Examine the outer surface of the screen (5) and detecting gap (4) for
particles or debris.
(6) Analyze debris (72-00-00, FAULT ISOLATION).
(7) The screen (5) of chip detector (2) may be removed for inspection or
cleaning.
B. Installation.
CAUTION: SCREEN (5) MUST BE FULLY INSTALLED ON ELECTRICAL CHIP DETECTOR (2);
OTHERWISE, SCREEN WILL BE DAMAGED DURING INSTALLATION OF CHIP DETECTOR.
(1) Thread screen (5, Figure 409) onto electrical chip detector (2).
(2) Install packing (6) onto chip detector (2).
(3) Install chip detector into gearbox mounting flange (7).
(4) Tighten two captive bolts (3). Torque bolts to 45-50 lb in.
(5) Connect electrical connector (1) as follows:
OCCUR.
SYSTEM CAN OCCUR.
maximum extent.
coupling ring to fully cover the witness line, and to tighten the
connector to its maximum extent.

MM79-00-00
* * * FOR ALL
Figure 409 Electrical Chip Detector - Removal and Installation

14. C-Sump Forward Scavenge Tube.
A. Removal.
(1) Using two wrenches, disconnect coupling nut on C-sump forward scavenge tube
(6, Figure 410, sheet 1) from oil manifold.
(2) Remove torque and overspeed sensor (74-00-00).
(3) Remove two bolts (8) from tube clamp (7).
(4) Remove clamp (7).

MM79-00-00
(5) Remove bolt (4) from cushioned clamp (5).

(6) Remove bolt (3) from flange of scavenge tube (6).
(7) Remove scavenge tube (6). Discard packings (2).
B. Installation.
(1) Place two packings (2, Figure 410) on C-sump forward scavenge tube (6).
(2) Install scavenge tube (6). Install bolt (3). Do not torque. Connect
coupling nut to oil manifold; hand-tighten nut.
(3) Install clamp (5) and bolt (4). Torque bolt to 45-50 lb in.
(4) Place tube clamp (7) in position and secure it with two bolts (8). Torque
(5) Install torque and overspeed sensor (74-00-00).
(7) Using two wrenches, tighten (60° wrench-arc) coupling nut to oil manifold.

MM79-00-00
* * * FOR ALL
Figure 410 (Sheet 1) Oil Scavenge Tubes, B-Sump Drain Tube and C-Sump
Oil Supply Tube - Removal and Installation

MM79-00-00
* * * FOR ALL
Figure 410 (Sheet 2) Oil Scavenge Tubes, B-Sump Drain Tube and C-Sump
Oil Supply Tube - Removal and Installation
15. C-Sump Aft Scavenge Tube.
A. Removal.
(1) Using two wrenches, disconnect coupling nut on oil manifold from C-sump aft
scavenge tube (10, Figure 410, sheet 1).
(2) Remove Np sensor (74-00-00).
(3) Remove two bolts (8) from tube clamp (7).

MM79-00-00

(5) Remove bolt (9) from flange of scavenge tube (10).
(6) Remove scavenge tube (10). Discard packings (11).
B. Installation.
(1) Place two packings (11, Figure 410, sheet 1) on C-sump aft scavenge tube
(10).
(2) Install aft scavenge tube (10). Connect tube to coupling nut and hand-
tighten nut. Install bolt (9) handtight.
(4) Install Np sensor (74-00-00).
(5) Torque bolt (9) to 70-75 lb in. Using two wrenches, tighten (60° wrench-
arc) coupling nut.
A. Removal.
tube assembly (40, Figure 410, sheet 2) from mid C-sump scavenge oil tube
(27).
(2) Remove bolt (38) from cushioned clamp (39) and bracket (32).
(4) Disconnect coupling nut on scavenge tube assembly (40) from forward seal
pressure tube (43).
(5) Remove bolts (41) from flange of scavenge tube assembly (40).
(6) Remove scavenge tube assembly (40). Discard packings (42).
B. Installation.
(1) Place two packings (42, Figure 410, sheet 2) on seal pressure and scavenge
tube assembly (40).
(2) Install scavenge tube assembly (40) into exhaust frame (44). Install bolts
(41) in scavenge tube assembly (40) flange. Do not torque bolts.
(3) Connect coupling nuts on scavenge tube assembly (40) to mid C-sump scavenge
oil tube (27) and to the forward seal pressure tube (43).
(4) Place cushioned clamp (39) in position on bracket (32) and secure it with
bolt (38). Torque bolt to 45-50 lb in.
(5) Using two wrenches, tighten (60° wrench-arc) coupling nut that connects
tube assembly (40) to scavenge oil tube (27).

MM79-00-00

(6) Using two wrenches, tighten (60° wrench-arc) coupling nut that connects
tube assembly (40) to pressure tube (43).
(7) Torque bolts (41) in flange to 70-75 lb in.
17. Mid C-Sump Scavenge Tube.
A. Removal.
(1) Using two wrenches, disconnect coupling nut on mid C-sump scavenge oil tube
(27, Figure 410, sheet 2) from forward C-sump scavenge oil tube (22, sheet
1).
tube (40, sheet 2) from scavenge oil tube (27).
(3) Remove three bolts (24, 26, 29) from cushioned clamps (25, 28, 30).
(4) Remove scavenge oil tube (27).
B. Installation.
(1) Connect coupling nut on mid C-sump scavenge oil tube (27, Figure 410, sheet
2) to forward C-sump scavenge oil tube (22, sheet 1) handtight.
(2) Position cushioned clamp (25, sheet 2) on bracket of oil manifold (20,
sheet 1). Thread bolt (24, sheet 2) thru clamp (25) several turns. Do not
tighten.
(3) Position cushioned clamp (28) on clip support of compressor-to-diffuser
flange. Thread bolt (26) thru clamp (28) several turns. Do not tighten.
(4) Install coupling nut on seal pressure and scavenge tube (40) to mid C-sump
scavenge oil tube (1) handtight.
(5) Position cushioned clamp (30) to the diffuser-to-midframe clip support.
Thread bolt (29) thru clamp (30) several turns. Do not tighten.
(6) Using two wrenches, tighten (60° wrench-arc) coupling nuts.
(7) Torque bolts (24, 26, 29) to 45-50 lb in.
18. Forward C-Sump Scavenge Oil Tube.
A. Removal.
(1) Remove accessory gearbox (72-60-00).
(2) Using two wrenches, disconnect coupling nut on mid C-sump scavenge oil tube
(27, Figure 410, sheet 2) from forward C-sump scavenge tube (22).
(3) Remove forward C-sump scavenge tube (22, sheet 1). Discard packings (23).

MM79-00-00
B. Installation.
(1) Position forward C-sump scavenge oil tube (22, Figure 410, sheet 1) between
the scroll case and main frame.
(2) Install coupling nut on mid C-sump scavenge oil tube to forward C-sump
scavenge tube (22, sheet 1) handtight.
(3) Install accessory gearbox (72-60-00).
(4) Using two wrenches, tighten (60° wrench-arc) coupling nut.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
19. C-Sump Oil Supply Tube.
A. Removal.
(1) Using two wrenches, disconnect coupling nut on oil supply tube (18, Figure
410, sheet 1) from oil manifold (20).
(2) Remove four bolts (15) from flange of tube (18).
(3) Remove two bolts (13, 14) and clamps (12, 16).
(5) Remove tube clamp (7).
(6) Remove oil supply tube (18). Discard two packings (17).
B. Installation.
(1) Place two packings (17, Figure 410) on oil supply tube (18).
(2) Install tube (18). Connect coupling nut to oil manifold handtight. Secure
other end of tube by installing four bolts (15). Torque bolts to 70-75 lb
in.
(3) Install clamps (12, 16) and two bolts (13, 14). Torque bolts to 45-50 lb
in.
(5) Using two wrenches, tighten (60° wrench-arc) coupling nut to oil manifold.
* * * FOR CT7-2E1
20. C-Sump Oil Supply Tubes and Check Valve.
A. Removal.
(1) Using two wrenches, disconnect forward and aft coupling nuts on front C-
sump oil supply tube (1, Figure 410A). Remove supply tube (1).
(2) Remove four bolts (3) from flange of rear C-sump oil supply tube (4).
(3) Remove two bolts (5, 6).
MM79-00-00
(4) Remove assembled check valve (7) and rear C-sump oil supply tube (4).
Discard two packings (8).
(6) Using two wrenches, disconnect check valve (7) from rear C-sump oil supply
tube (4).
B. Installation.
(1) Install clamp (10) onto rear C-sump oil supply tube (4).
(2) Install two packings (8) onto supply tube (4).
(3) Install supply tube (4). Secure supply tube using four bolts (3). Torque
(4) Install check valve (7) onto supply tube (4) so that hex fitting on check
valve is next to coupling nut on supply tube (4).
(5) Using two wrenches, tighten (60° wrench arc) check valve to coupling nut.
(6) Install clamp (9) onto check valve (7).
(7) Install front C-sump oil supply tube (1). Connect coupling nuts at both
ends of the supply tube, handtight.
(8) Using two wrenches, tighten (60° wrench arc) coupling nuts at both ends of
supply tube (1).
(9) Install two bolts (5, 6). Torque bolts to 45-50 lb in.

MM79-00-00
* * * FOR CT7-2E1
Figure 410A. C-Sump Oil Supply Tubes and Check Valve - Removal and
Installation
* * * FOR ALL
21. B-Sump Drain Tube.
A. Removal.
(1) Using two wrenches, disconnect coupling nut on midframe and coupling nut on
exhaust frame (44) from B-sump drain tube (37, Figure 410, sheet 2).
(2) Remove bolt (35) and locknut (34) from clamp (36).

MM79-00-00
(3) Remove drain tube (37).

B. Installation.
(1) Position B-sump drain tube (37, Figure 410, sheet 2), and connect forward
coupling nut (at midframe) handtight.
NOTE: Be sure that clamp on compressor leakage discharge tube (45) is assembled
with loop facing 3 o'clock.
(2) Connect aft coupling nut on exhaust frame (44) onto drain tube (37)
handtight.
(3) Install bolt (35) through clamp (36). Install locknut (34) on bolt.
(4) Torque bolt to 45-50 lb in.
(5) Using two wrenches, tighten (60° wrench-arc) both coupling nuts.
22. Oil Supply Tube (Right-Hand).
A. Removal.
(1) Using two wrenches, hold B-sump oil inlet check valve (4, Figure 411) with
a wrench, and loosen coupling nut on oil supply tube (2).
(2) Loosen coupling nut (7) at the midframe.
(3) Remove tube (2).
B. Installation.
(1) Inspect oil supply tube (2, Figure 411) to be sure that inlet screen is in
place.
(2) Position tube (2) on engine.
(3) Loosely connect coupling nuts at B-sump oil inlet check valve (4) and at
midframe coupling nut (7).
(4) Using two wrenches, tighten (60° wrench-arc) coupling nuts. When tightening
coupling nut, hold valve (4) with a wrench.

MM79-00-00
* * * FOR ALL
Figure 411 Oil Supply Tubes; Left-Hand and Right-Hand - Removal and
Installation
23. Oil Supply Tube (Left-Hand).
A. Removal.
(1) Using two wrenches, hold B-sump oil inlet check valve (4, Figure 411) with
a wrench, and loosen coupling nut on oil supply tube (5).
(2) Loosen coupling nut at left-hand oil supply tube (3, Figure 412).
(3) Remove tube (5, Figure 411).
B. Installation.
(1) Position oil supply tube (5) as shown in Figure 411.
(2) Loosely connect coupling nuts to B-sump oil inlet check valve (4) and to
left-hand oil supply tube (3, Figure 412).

MM79-00-00
(3) Using two wrenches, tighten (60° wrench-arc) coupling nuts. When tightening
coupling nuts, hold valve (4, Figure 411) with a wrench.

MM79-00-00
* * * FOR ALL
Figure 412 Oil Manifold Assembly - Removal and Installation

24. B-Sump Oil Inlet Check Valve.
A. Removal.
(1) If necessary, one of the oil supply tubes may be loosened or removed to
make it easier to remove B-sump oil inlet check valve (4, Figure 411).
(2) Using two wrenches, hold valve (4) with a wrench while loosening coupling
nuts on oil supply tubes (2, 5).
B. Installation.
(1) If oil supply tube (2 or 5, Figure 411) was removed, replace it, leaving
connections loose.
(2) Position clamp (3) on B-sump oil inlet check valve (4).

MM79-00-00
(3) Position valve (4) between (2, 5) with arrow on valve pointing in direction
of flow shown in Figure 411. Attach clamp to support bracket (6) with bolt
(1).
(4) Hold valve (4) with a wrench and tighten (60° wrench-arc) coupling nuts.
(5) Using two wrenches, tighten (60° wrench-arc) any loose coupling nuts and
torque bolt (1) to 45-50 lb in.
25. Oil Manifold Assembly.
A. Removal.
(1) Remove the following parts to provide access to oil manifold assembly (9,
Figure 412):
(a) Particle separator blower (72-60-00).
(b) P3 hose and tube assembly (CT7-2A) or P3 tube (CT7-2D/-2D1) (75-00-00)
or rear P3 air tube (CT7-2E1) (75-00-00).
(c) Oil supply tube, left-hand (para 23).
(d) Mid C-sump scavenge tube (para 17).
(2) Using two wrenches, disconnect the following:
(a) B-sump scavenge tube (5) on midframe.
(b) C-sump forward scavenge tube (1).
(c) C-sump aft scavenge tube (2).
(d) C-sump oil supply tube (4).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
(3) Loosen two bolts (6) so that clamps (7) can rotate 90° to release oil
manifold assembly.
* * * FOR CT7-2E1
(4) Remove two bolts (13) and clamps (14).
* * * FOR ALL
(5) Release quick-disconnect pin from HMU (CT7-2A/-2D/-2D1) or FMU (CT7-2E1)
actuator link (73-00-00, REMOVAL AND INSTALLATION).
(6) Place IGV actuating ring so that vane levers and thrust bearing adjustment
screw do not prevent access to captive bolts (12) on oil manifold flange.
(7) Loosen captive bolts (12) and remove oil manifold assembly (9) from
accessory gearbox.
(8) If sealing material on adapter gasket (10) is damaged, remove two flathead
screws (11) and discard gasket.
B. Installation.
(1) If adapter gasket (10, Figure 412) is not attached to oil manifold assembly
(9), attach gasket, using two flathead screws (11). Tighten screws until
gasket firmly contacts oil manifold. Be sure that heads of screws are
MM79-00-00
0.004-0.022 inch below surface of gasket.

(2) Position oil manifold assembly (9) on accessory gearbox.
(3) Connect the following parts to the oil manifold assembly (9) handtight.
(a) C-sump aft scavenge tube (2).
(b) C-sump forward scavenge tube (1).
(c) C-sump oil supply tube (4).
(4) Position left-hand oil supply tube (3) as shown, and hand-tighten coupling
nuts.
(5) Hand-tighten B-sump scavenge tube (5).
(6) Connect oil manifold assembly (9) to accessory gearbox. Torque captive
bolts (12) to 45-50 lb in.
(7) Install quick-disconnect pin to HMU (CT7-2A/-2D/-2D1) or FMU (CT7-2E1)
actuator link (73-00-00, REMOVAL AND INSTALLATION).
(8) Using two wrenches, tighten (60° wrench-arc) coupling nuts, hand-tightened
in steps (3), (4), and (5).
(9) Reposition clamps (7) and tighten bolts (6) (CT7-2A/-2D/-2D1) or install
clamps (14) and bolts (13) (CT7-2E1) that secure oil manifold assembly (9)
to diffuser-midframe flange. Torque bolts to 45-50 lb in.
(10) Reinstall the following parts:
(a) P3 hose and tube assembly (CT7-2A) or P3 tube (CT7-2D/-2D1) (75-00-00)
or rear P3 air tube (CT7-2E1) (75-00-00).
(b) Particle separator blower (72-60-00).
(c) Mid C-sump scavenge tube (para 17).
26. Oil Tank Cap and Adapter.
A. Removal.
(1) Lift locking lever (1, Figure 413) from its sealing position, and turn
lever counterclockwise.
(2) Lift cap assembly (2) from adapter (5), and let cap hang loose near main
frame (12).
(3) Remove four screws (9).
* * * FOR FORMER CONFIGURATION
(4) Remove oil tank cap and adapter assembly (7) from main frame (12).
* * * FOR PRESENT CONFIGURATION
(5) If adapter assembly (7) is of present configuration, remove assembly (7)
from main frame (12) as follows:
(a) Be sure that level (1) is turned fully counterclockwise toward the OPEN
position.
(b) Seat cap assembly (2) onto adapter (5).
(c) Turn lever (1) fully clockwise toward the CLOSED position. This will

MM79-00-00
lock assembly (2) to the adapter (5). Do not press lever (1) down.
(d) Grasp lever (1) and firmly pull upward to remove adapter (5) from main
frame (12).
(6) Remove and discard packing (6) from adapter (5).
NOTE: • The former configuration cap and adapter assembly (7) uses either a
cotter pin or a tab (10) and key ring (11) arrangement to secure the
retaining cable (3) to the cap assembly (2).
• The present configuration uses only the tab (10) and key ring (11)
arrangement to secure the retaining cable (3) to the cap assembly (2).
(7) Disconnect retaining cable (3) from cap assembly (2) as follows:
(a) If cable (3) is connected by a cotter pin, straighten cotter pin and
remove from cap assembly (2).
(b) If tab (10) and key ring (11) arrangement is used, do the following:
1 Spread ends of key ring (11) until retaining cable (3) can be
removed.
2 Remove retaining cable (3) from key ring (11).
(8) Remove and discard packing (4) from cap assembly (2).
* * * FOR FORMER CONFIGURATION
(9) Remove and discard packing (8) from flapper valve (13) packing groove.
B. Installation.
(1) Install packing (4, Figure 413) into packing groove on cap assembly (2).
(2) Install packing (6) into packing groove on adapter (5).
(3) Connect retaining cable (3) onto cap assembly (2) as follows:
(a) If cable (3) is attached to cap assembly (2) with a cotter pin, attach
cable to cotter pin and then insert cotter pin into cotter pin hole on
cap assembly.
(b) If cable (3) is attached to cap assembly (2) with the tab (10) and key
ring (11) arrangement do the following:
1 Spread ends of key ring (11) so that loop of retaining cable (3) can
be inserted.
2 Insert loop of retaining cable (3) into key ring (11).
(4) Install adapter (5) into opening of main frame (12). Position adapter so
that cap cable retainer in screen of adapter is facing the 6 o'clock
position.
(5) Install four screws (9) through adapter (5) and into main frame to secure
adapter. Torque four screws to 18-22 lb in.
(6) Install cap assembly (2) into adapter (5) as follows:
(a) Turn locking lever (1) fully counterclockwise toward the OPEN position.
(b) Seat cap assembly (2) into adapter (5).
(c) Turn locking lever (1) fully clockwise toward the CLOSE position. This
will lock cap assembly (2). Do not press lever (1) down.
(d) Grasp locking lever (1) and firmly pull upward. If properly installed,
MM79-00-00
cap assembly (2) will remain locked on main frame (12).

(e) Press locking lever (1) down. The two bars on lever must be flush with
surface of cap assembly (2) to ensure cap assembly is locked.
B. Installation.
(1) Install packing (4, Figure 413) into packing groove on cap assembly (2).
(2) Install packing (6) into packing groove on adapter (4).
(3) Install packing (8) into packing groove of flapper valve. Be sure packing
is properly seated in packing groove.
(4) Connect retaining cable (3) onto cap assembly (2) as follows:
(a) Spread ends of key ring (11) so that loop of retaining cable (3) can be
inserted.
(b) Insert loop of retaining cable (3) into key ring (11).
(5) Install adapter (5), with flapper end first, into opening of main frame
(12).
NOTE: When flapper valve is facing upward, retaining cable (8) is at 12 o'clock
position.
(6) Position adapter (5) so that flapper valve (13) is facing toward the 12
o'clock position.
(7) Secure oil tank cap and adapter assembly (7) to main frame (12), using four
screws (9). Torque screws to 18-22 lb in.
(8) Install assembly (7) as follows:
(a) Turn locking lever (1) fully counterclockwise toward the OPEN position.
(b) Seat cap assembly (2).
(c) Turn lever (1) fully clockwise toward the CLOSE position. This will
lock cap assembly (2). Do not press lever down.
(d) Grasp lever (1) and firmly pull upward. If properly installed, cap
(e) Press down lever (1). The two bars on lever must be flush with surface
of cap assembly (2) to ensure cap is locked.

MM79-00-00
* * * FOR ALL
Figure 413 Oil Tank Cap and Adapter - Removal and Installation
27. Main Frame Oil Strainer.
A. Removal.
(1) Remove safety wire from main frame oil strainer (2, Figure 414).
TO PREVENT BEING BURNED BY HOT OIL, WEAR PROTECTIVE GLOVES WHEN DRAINING
OIL.

MM79-00-00
IRRITATION.
ATTENTION.
(2) Place an empty 2-gallon (minimum) container under main frame (5); then
remove oil drain plug (para 29).
(3) Allow oil to drain into container for at least 10 minutes.
(4) Remove two self-locking nuts (1).
(5) Remove oil stainer (2). Remove and discard packing (4).
B. Installation.
(1) Place packing (4, Figure 414) on oil stainer (2).
(2) Install stainer (2) into main frame (5). Install two self-locking nuts (1).
Torque nuts to 45-50 lb in.
(3) Install oil drain plug (para 29).
(4) Using 0.032 inch safety wire, safety wire oil strainer (2).
(5) Service oil tank (72-00-00, SERVICING).

MM79-00-00
* * * FOR ALL
Figure 414 Main Frame Oil Strainer and Oil Level Indicator - Removal
and Installation
28. Oil Level Indicator.
A. Removal.
OIL.

MM79-00-00
IRRITATION.
ATTENTION.
(1) Place an empty 2-gallon (minimum) container under main frame; then remove
oil drain plug (para 29).
(2) Allow oil to drain into container for a minimum of 10 minutes.
(3) Drain oil to below level of indicator (7, Figure 414).
* * * FOR CT7-2A, CT7-2D
(4) Remove six self-locking nuts (8) from each oil level indicator (7) from
studs on main frame.
(5) Remove indicator (7). Remove and discard packings (6).
* * * FOR CT7-2D1, CT7-2E1
(6) Remove oil level indicator guard (9) and oil level indicator (7) as
follows:
(a) Remove six self-locking nuts (8) from studs on main frame.
(b) Remove oil level indicator guard (9).
(c) Remove indicator (7). Remove and discard packings (6).
* * * FOR ALL
B. Installation.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
NOTE: Oil level indicators are installed at 3 and 9 o'clock positions on main
frame.
(1) Install two packings (6, Figure 414) on each of two oil level indicators
(7).
* * * FOR CT7-2A, CT7-2D
(2) Install oil level indicator (7) at 9 o'clock position over studs of main
frame. Secure indicator with six self-locking nuts (8). Follow torquing
sequence in Figure 414, torque nuts to 45-50 lb in.
(3) Repeat step (2) to install other indicator at 3 o'clock position over studs
of main frame.
* * * FOR CT7-2D1
(4) Install oil level indicator (7) and oil level indicator guard (9) over
studs at 9 o'clock position of main frame. Secure indicator and guard with
six self-locking nuts (8). Follow torquing sequence in Figure 414, torque
(5) Repeat step (4) to install indicator and guard at 3 o'clock position over
studs of main frame.
* * * FOR CT7-2E1

MM79-00-00
(6) Install two packings (6, Figure 414) on oil level indicator (7).
(7) Install oil level indicator (7) and oil level indicator guard (9) over
studs at 9 o'clock position of main frame. Secure indicator and guard with
six self-locking nuts (8). Follow torquing sequence in Figure 414, torque
* * * FOR ALL
(8) Install oil drain insert (para 30).
29. Oil Drain Plug.
A. Removal.
(1) Remove safety wire from oil drain plug (1, Figure 415).
OIL.
IRRITATION.
ATTENTION.
(2) Place an empty 2-gallon (minimum) container under main frame (5); then
remove plug (1).
B. Installation.
(1) Place packing (2, Figure 415) on oil drain plug (1).
(2) Install plug (1) on main frame (5). Tighten (15° wrench-arc) plug. Using
0.032 inch safety wire, safety wire plug.

MM79-00-00
* * * FOR ALL
Figure 415 Oil Drain Plug and Insert - Removal and Installation
30. Oil Drain Insert.
A. Removal.
(1) Remove safety wire from oil drain plug (1, Figure 415).
OIL.

MM79-00-00
IRRITATION.
ATTENTION.
(2) Place an empty 2-gallon (minimum) container under main frame; then remove
plug (1) at tank bottom.
(5) Remove nut (6).
(6) Screw plug (1) into oil drain insert (3) three turns minimum.
(7) Remove insert (3) by pulling on plug (1).
(8) Remove plug (1) from insert (3).
B. Installation.
(1) Inspect bore in main frame (5, Figure 415) where oil drain insert (3) is to
be installed. If nicks, burrs, and scratches are more than 0.005 inch deep,
blend high metal (GEK 9250, 70-42-00) to adjacent contour. Touch up blended
area with Alodine 1200S (GEK 9250, 70-43-07).
(2) Install packing (4) onto oil drain insert (3).
(3) Align hole in insert (3) with stud on main frame (5) and push insert into
main frame.
(4) Install nut (6). Torque nut to 45-50 lb in.
(5) Place packing (2) on plug (1).
(6) Install plug (1) in insert (3). Tighten (15° wrench-arc) plug.
(7) Using 0.032 inch safety wire, safety wire plug.
31. Oil Transfer Sleeves.
A. Removal.
(1) Remove accessory section module (72-60-00).
(2) Remove three screws (2, Figure 416) and three transfer sleeve lockplates
(1, 3, and 8).
(3) Using main frame transfer sleeve puller (21C7814G01) (9), remove transfer
sleeves as follows:
NOTE: There are two packings for each transfer sleeve. One packing, from each
transfer sleeve, is removed when the accessory section module is
removed.
(a) Install the larger diameter end of puller (9) into packing groove of
transfer sleeve (4).
MM79-00-00
(b) Using a gentle twisting and pulling motion on puller (9), remove
transfer sleeve (4). Remove and discard packing (5).
(c) Install the smaller diameter end of puller (9), into packing groove on
transfer sleeve (7).
(d) Using a gentle twisting and pulling motion on puller (9), remove
transfer sleeve (7). Remove and discard packing (6). Repeat steps (c)
and (d) for the remaining three transfer sleeves.
(4) Remove and discard packings (5) and (6).
B. Installation.
(1) Install packings (5, 6, Figure 416).
NOTE: Oil transfer sleeves PN 4041T56G01 are allowable with or without screens.
Sleeves PN 4041T56G01 without screens have been reworked and have a slot
across end of sleeve where screen was removed.
(2) Install oil transfer sleeves (4, 7). If a screen is present, do not push
down on the screen, and do not allow the transfer sleeve to go all the way
down.
(3) Install transfer sleeve lockplates (1, 3, 8) with three screws (2). Torque
screws to 18-22 lb in.
(4) Install accessory section module (72-60-00).

MM79-00-00
* * * FOR ALL
Figure 416 Oil Transfer Sleeves - Removal and Installation

32. C-Sump Oil Supply Tube Brackets.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
A. Removal.
(1) Remove locknuts (1, Figure 417) and bolts (6) from C-sump oil supply tube
lower bracket (5) and remove bracket.
(2) Remove locknuts (1) and bolt (6) from C-sump oil supply tube upper bracket
(7) and remove bracket.
B. Installation.
(1) Align C-sump oil supply tube lower bracket (5, Figure 417) with boltholes
29 and 30 to forward side of flange.
(2) Secure bracket (5) with bolts (6) and locknuts (1).
(3) Torque bolts to 70-75 lb in.
(4) Align C-sump oil supply tube upper bracket (7) with boltholes 33 and 34 to
MM79-00-00
forward side of flange.

(6) Torque locknuts (1) to 70-75 lb in.
* * * FOR CT7-2E1
C. Removal.
(1) Remove locknuts (1, Figure 417A) and bolts (4) from C-sump oil supply tube
lower bracket (3) and remove bracket.
(2) Remove locknuts (1) and bolt (4) from C-sump oil supply tube upper bracket
D. Installation.
(1) Align C-sump oil supply tube lower bracket (3, Figure 417A) with boltholes
29 and 30 to forward side of flange.
(4) Align C-sump oil supply tube upper bracket (5) with boltholes 33 and 34 to
forward side of flange.
(6) Torque locknuts (1) to 70-75 lb in.

MM79-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 417 Turbine Case-To-Exhaust Frame - Oil System Brackets

MM79-00-00
* * * FOR CT7-2E1
Figure 417A. Turbine Case-To-Exhaust Frame - Oil System Brackets

* * * FOR CT7-2A, CT7-2D, CT7-2D1
33. C-Sump Forward Scavenge Tube Bracket.
A. Removal.
Remove locknuts (1, Figure 417) and bolts (2 and 6) from scavenge tube bracket
B. Installation.
(1) Align scavenge tube bracket (3, Figure 417) with boltholes 39 and 40 to aft
side of flange.
(2) Secure bracket (3) with bolts (2 and 6) and locknuts (1).

MM79-00-00
(3) Torque locknuts to 70-75 lb in.

34. Oil Manifold Brackets.
A. Removal.
(1) Remove bolt (10, Figure 418) and clamp bracket (upper) (11).
(2) Remove bolt (2) and locknut (1) from bolthole 59, and remove locknut (1)
from stud in bolthole 58. Remove clamp bracket (lower) (12).
(3) Remove bolt (10) and bracket (11).
(4) Remove bolts (2) and locknuts (1) from boltholes 51 and 52.
(5) Remove bracket (12).
B. Installation.
(1) Align clamp bracket (lower) (12, Figure 418) with bolthole 59 and adjacent
stud 58.
(2) Secure bracket (12) to aft side of flange with one bolt (2) and two
locknuts (1).
(3) Torque nuts to 80-85 lb in.
(4) Align bracket (12) with boltholes 51 and 52.
(5) Secure bracket (12) to forward side of flange with bolts (2) and locknuts
(1).
(6) Torque locknuts to 80-85 lb in.
(7) Install two clamp brackets (upper) (11) on brackets (12). Secure with bolts
(10).
* * * FOR CT7-2E1
C. Removal.
(1) Remove two bolts (9, Figure 418A) and two clamps (10).
(2) Remove bolt (2) and locknut (1) from bolthole 59, and remove locknut (1)
from stud in bolthole 58. Remove bracket (10).
(3) Remove bolts (2) and locknuts (1) from boltholes 51 and 52. Remove bracket
(10).
D. Installation.
(1) Align bracket (10, Figure 418A) with bolthole 59 and adjacent stud 58.
(2) Secure bracket (10) to aft side of flange with one bolt (2) and two
locknuts (1).
(4) Align bracket (10) with boltholes 51 and 52.
(5) Secure bracket (10) to aft side of flange with bolts (2) and locknuts (1).
(7) Install two clamps (9) to the two brackets (10) with two bolts (8).

MM79-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 418 Diffuser Case-to-Midframe Assembly - Oil System Brackets

MM79-00-00
* * * FOR CT7-2E1
Figure 418A. Diffuser Case-to-Midframe Assembly - Oil System Brackets

* * * FOR ALL
35. Mid C-Sump Scavenge Tube Bracket.
A. Removal.
(1) Remove locknut (1, Figure 418) and bolt (2) from bolthole 11.
(2) Remove bracket (6).
B. Installation.
(1) Align bracket (6, Figure 418) with bolthole 11.
(2) Secure bracket (6) to aft side of flange with bolt (2) and locknut (1).
MM79-00-00
36. Seal Pressure and Scavenge Tube Bracket.

A. Removal.
(1) Remove locknut (33, Figure 410, sheet 2) and bolts (31) from boltholes 13
and 14 (Figure 418).
(2) Remove bracket (32, Figure 410, sheet 2).
B. Installation.
(1) Align bracket (32, Figure 410, sheet 2) with boltholes 13 and 14 (Figure
418).
(2) Secure bracket (32, Figure 410, sheet 2) on forward side of flange with
bolts (31) and locknuts (33).
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
37. Oil Temperature Detector.
A. Removal.
connector on the oil temperature detector (2).
(2) Remove oil temperature detector (2) from accessory gearbox housing (4).
B. Installation.
(1) Install packing (3, Figure 419) onto oil temperature detector (2).
(2) Install detector (2) into accessory gearbox housing (4) handtight.
(3) Tighten (15° wrench-arc) detector.
(4) Connect the electrical connector (1) to detector (2) as follows:
OCCUR.
SYSTEM CAN OCCUR.
MM79-00-00
maximum extent.

MM79-00-00
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
Figure 419 Oil Temperature Detector - Removal and Installation

* * * FOR CT7-2D1, CT7-2E1
38. Axis-G Oil Drain Tubes.
A. Removal.
(1) Disconnect coupling nut on drain tube (6, Figure 420) from drain lower tube
(4).
(2) Remove bolts (5) from brackets (9) and cushioned clamps (3).
(3) Loosen drain fitting (1). Remove fitting (1) and tube (4).
(4) Remove and discard packings (2).
(5) Loosen bottom clamp (7) and remove drain tube (6).
(6) Loosen top clamp (7) from drain seal cavity (10), and remove nonmetallic
hose (8).
B. Installation.
(1) Install top clamp (7, Figure 420) and nonmetallic hose (8) on the drain
MM79-00-00
seal cavity (10). Tighten clamp.

(2) Connect drain tube (6) on drain lower tube (4). Hand-tighten coupling nut.
(3) Install packings (2) onto drain fitting (1) and tube (4).
(4) Insert drain fitting (1) with tube (4) into swirl frame port. Hand-tighten
drain fitting (1).
(5) Install drain tube (6) into nonmetallic hose (8), and secure with bottom
clamp (7).
(6) Install bolts (5) through cushioned clamps (3) to brackets (9). Hand-
tighten bolts.
(7) Tighten (60° wrench-arc) coupling nut and drain fitting (1).

MM79-00-00
* * * FOR CT7-2D1, CT7-2E1
Figure 420 Axis-G Oil Drain Tubes - Removal and Installation

MM79-00-00
OIL SYSTEM - TEST
* * * FOR ALL
TASK 79-00-00-700-801
following repair or replacement of parts of the oil system and its components.
2. Leak Check of Tubes, Hoses, and Fittings.
A. Pressure-test combination hose and tube assemblies or hoses if part has been
repaired or disassembled or if leaks are suspected.
B. Pressure-test tubes as follows:
MIL-C-7024
SURFACES.
(1) Flush part thoroughly with calibrating fluid (MIL-C-7024, TYPE II) to be
sure it is clean.
TUBES.
(2) Restrict one end of tube or hose assembly, and build up pressure within it
to applicable test pressure (Table 501) using calibrating fluid. Maintain
the specified pressure for at least 2 minutes. Pressure drop/leakage not
allowed.
TABLE 501. TUBE AND HOSES PRESSURE TEST
MM79-00-00
OIL SYSTEM - TEST
Oil Tubes/Hoses Test psig

Manifold, Oil 600
Tube, Mid C-Sump Scavenge 300
Tube, Right-Hand Oil Supply 300
Tube, Left-Hand Oil Supply 300
Tube, C-Sump Forward Scavenge 300
Tube, C-Sump Aft Scavenge 300
Tube, C-Sump Oil Supply 300
Tube, B-Sump Drain 300
Tube, B-Sump Delta Pressure 100
* * * FOR CT7-2D1, CT7-2E1
Tube, Axis-G Drain Lower 100

* * * FOR ALL
(3) If part that fails test has high metal on sealing surfaces, it can be
blended (GEK 9250, 70-42-00); otherwise, it is not repairable. Replace
defective parts.
O-T-620
DAMAGE.
GOGGLES.
both directions.
(5) Cap all inlets immediately after flushing.
A. Remove electrical connector (green cable) from oil temperature detector.
B. Using a multimeter, check resistance between pins 1 and 2 on electrical
connector of oil temperature detector.

MM79-00-00
OIL SYSTEM - TEST
C. Resistance must be 95-100 ohms with oil temperature sensor at room

temperature.
D. Check for short circuits between the following pins:
•1 and 3
•2 and 3
•1 and ground
•2 and ground
E. No short circuits are allowed.
4. B-Sump Check Valve.
A. Connect inlet end of B-sump check valve (Figure 501) to a hose from test
stand. The outlet end of check valve will be vented to atmosphere.
SATURATED CLOTHING.
B. Supply Type I engine oil, heated to 65°-85°F (18°-30°C), at a pressure of 1.0-
1.2 psi to the inlet end. Oil flow through check valve must not exceed 1.0
cc/hr.
C. Increase oil pressure so that oil flow through check valve reaches 15
cc/minute. Oil pressure at this condition must be 2.0-4.0 psig.
D. Increase oil pressure so that oil flow through check valve reaches 0.7
gallons/minute. Oil pressure at this condition must not exceed 5.5 psig.
E. If check valve fails test, replace valve.
* * * FOR CT7-2E1
5. C-Sump Check Valve.
A. Make the connections for the test of the C-sump check valve (Figure 501) as
follows:
(1) Connect the in-line pressure gage Figure 502 to inlet end of the C-sump
check valve (place the gage as close to the valve as possible).
(2) Connect a hose from the test stand to the in-line pressure gage.
(3) Vent the outlet end of the check valve to the atmosphere.
SATURATED CLOTHING.

MM79-00-00
OIL SYSTEM - TEST
B. Heat the engine lubricating oil to 65°-85°F (18°-29°C).
C. Fill the reservoir with heated oil.
D. Do the C-sump check valve flow test as follows:
(1) Make sure the supply pump pressure is set at zero and turn the supply pump
on.
(2) Gradually increase the pressure to the point that the check valve changes
from dripping to a solid flow of oil (the pressure will decrease as the
valve opens).
(3) Monitor the pressure gage for the highest pressure. Record the highest
pressure reached (before the check valve opened). The pressure must be
12.0-18.0 psig.
(4) Increase the inlet pressure to 9.0 psig. Monitor the flow-meter and record
the flow at this pressure. Make sure the flow is a minimum of 0.80 gpm.
(5) Reduce the inlet pressure to 0 psig.
(6) Monitor the flow while the inlet pressure is increased to 1.0-1.2 psig. The
check valve may drip oil but no solid stream of oil is permitted.
E. If the C-sump check valve fails test, replace the check valve.

MM79-00-00
OIL SYSTEM - TEST
* * * FOR ALL
Figure 501 B-Sump and C-Sump Check Valve - Test

MM79-00-00
OIL SYSTEM - INSPECTION
* * * FOR ALL
TASK 79-00-00-200-803
This section provides inspection procedures for components of the oil system.
Before starting any of the following inspections, read INSPECTION section in the
2. Oil Cooler.
Go to Table 601.
TABLE 601. INSPECTION OF OIL COOLER
Max Repairable
A. Body (1, Figure 601, sheet
1) for:
(1) Cracks. None allowed. Not repairable. Replace cooler.
(2) Nicks, dents, and Any number, Same as usable Remove high metal
scratches. 0.015 inch deep, limits, with high (GEK 9250, 70-42-
metal.
B. Mounting flange (4) for:
(1) Nicks, dents, and Any number, Same as usable Remove high metal
scratches, except in 0.015 inch deep, limits, without (GEK 9250, 70-42-
sealing area. with high metal. high metal. 00).
NOTE: Sealing area of mounting flange can be inspected only if oil cooler seal (3) is
removed.
(2) Nicks, dents, and None allowed. Not repairable. Replace cooler.
scratches in sealing
area.
C. Oil cooler seal (3) for None allowed. Not repairable. Replace seal.
nicks and cuts in sealing
material.
* * * FOR CT7-2A, CT7-2D, CT7-2D1

D. Captive bolts (2) for Not allowed. Not repairable. Replace bolt
damaged threads. (REPAIR 001).
* * * FOR CT7-2E1
D. Captive bolts (2) for Not allowed. Not repairable. Replace cooler.
damaged threads.
* * * FOR ALL
E. Boss (5) (with captive
bolts (2) removed) for:
(1) Missing threads. Any number. Not applicable. Not applicable.
(2) Damaged threads. No crossed Any number. Plug all

MM79-00-00
threads or loose openings. Remove

material. loose material
and debris. Chase
threads, using a
0.250-28UNJF-3A
tap.
NOTE: Threaded inserts can be inspected only if seal (3) is removed.

F. Threaded insert (2, Figure
601, sheet 2) for:
(1) Damaged threads. Up to one Same as usable Plug all
damaged or limits, with openings. Remove
missing thread crossed threads loose material
without crossed and loose debris. Chase
threads or loose material. threads, using a
material. 0.138-32 UNJC-3A
tap.
(2) Looseness. Not allowed. Not repairable. Replace cooler.
(3) Locking feature. Locking feature Not repairable. Replace cooler.
must prevent a
bolt from
threading
completely
through, using
fingers only.
NOTE: If there is a question about source of oil leak around telltale hole, do an
idle speed leakage check to determine if leak is from flange area or weep hole.
If leak comes from flange mating area, replace seal.
G. Oil or fuel coming from None allowed. Not repairable. Replace cooler.
telltale hole (6, Figure
601, sheet 1).

~------------------------------------------------------------------------------------------------------------------
MM79-00-00
* * * FOR ALL
(%J •••• • FOR eT7·2A •• •••
1 . e~
2 . ~"baI
,-3,
..,
J Oil coolei' sui
4' MourI:iIg ILInge 4
~: 80$$ (CQ 3)
6. T. . . lliH
2
••••• FOR CT7.2D!.2(I1/.2El •••• •
Figure 601 (Sheet 1) Oil Cooler - Inspection

MM79-00-00
* * * FOR ALL
Figure 601 (Sheet 2) Threaded Insert - Inspection

3. Oil and Scavenge Pump.
Go to Table 602.
TABLE 602. INSPECTION OF OIL AND SCAVENGE PUMP
Max Repairable
A. Housing (2, Figure 602)
for:
(1) Cracks. None allowed. Not repairable. Replace pump.
(2) High metal, burrs, Not allowed. Any amount. Blend high metal
and pickup. (GEK 9250, 70-42-
00).
(3) Scratches on OD. Any number, Not repairable. Replace pump.
0.005 inch deep
and 0.010 inch
wide, if they do
not connect
adjacent parts;
however, any
depth across
scavenge
discharge port
center web (6)
is allowed.
B. Free rotation of pump Must rotate Not repairable. Replace pump.
elements. freely.
C. Spline (3) for wear. 0.015 inch step Not repairable. Replace pump.
in spline.

MM79-00-00
D. Sheared shaft (4). Not allowed. Not repairable. Replace pump.

E. Mounting flange (7) for None allowed. Not repairable. Replace pump.
cracks.
F. Threads of jacking screw Jacking screw Not repairable. Replace pump.
holes (1) for damage. must thread
through hole
freely.
G. Nicks, dents, and scratches
on:
(1) Walls of packing Any number, Not repairable. Replace pump.
groove (5). 0.010 inch deep,
without sharp
edges.
(2) Floor of packing Any number, Not repairable. Replace pump.
without sharp
edges.

MM79-00-00
* * * FOR ALL
Figure 602 Oil and Scavenge Pump - Inspection

4. Scavenge Screens.
Go to Table 603.
TABLE 603. INSPECTION OF SCAVENGE SCREENS
Scavenge screens for:
A. Broken screen mesh (3, Not allowed. Not repairable. Replace screen.
Figure 603).
B. Nicks and burrs on seating Not allowed. Any number. Blend to
area (7). adjacent contour
(GEK 9250, 70-
42-00).
C. Damaged threads (2). Not allowed. Not repairable. Replace screen.
MM79-00-00
D. Wrench damage on each corner Any amount, if Not repairable. Replace screen.
of hex flat (1). screen can be
installed
properly.
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
E. Nicks and scratches on:

(1) Floor of packing Any number, Not repairable. Replace scavenge
grooves (6). 0.003 inch deep, screen.
without sharp
edges.
(2) Walls of packing Any number, Not repairable. Replace scavenge
grooves (6). 0.010 inch deep, screens.
without sharp
edges.
F. Nicks, dents, and scratches Any number, up Not repairable. Replace scavenge
on surfaces (4). to 0.005 inch screens.
deep, without
sharp edges.
G. Plugged vent hole (5). Not allowed. Any amount. Using 1/16-inch
diameter wire,
unplug hole;
then clean
scavenge screen
(CLEANING).
H. Wrench damage on corners of Any amount, Not repairable. Replace scavenge
square drive socket (8). without high screen.
metal, if
scavenge screen
can be installed
properly.

MM79-00-00
* * * FOR ALL
Figure 603 Scavenge Screens - Inspection

5. Oil Filter Impending Bypass Sensor.
Go to Table 604.
TABLE 604. INSPECTION OF OIL FILTER IMPENDING BYPASS SENSOR
Max Repairable
Oil filter impending
bypass sensor (3,
Figure 604) for:
A. Cracks. None allowed. Not repairable. Replace sensor.

MM79-00-00
B. Indication of Not allowed. Not repairable. Replace sensor.

leaks at
joints.
C. Loose Not allowed. Not repairable. Replace sensor.
electrical
connector
(2).
D. Bent pins Not allowed. Up to 1/8 inch out- Straighten pin.
(1). of-position. Check alignment with
mating connector.
E. Kinked or None allowed. Not repairable. Replace sensor.
sharply bent
pins (1).
F. Damaged Any number, without Same as usable Blend high metal
electrical high metal, if limits, with high (GEK 9250, 70-42-
connector (2) cross-threading will metal. 00).
threads. not occur.
* * * FOR CT7-2A, CT7-2D, CT7-2D1
G. Damaged Not allowed. Not repairable. Replace bolt (REPAIR
threads on 001).
captive bolts
(4).
* * * FOR CT7-2E1
G. Damaged Not allowed. Not repairable. Replace sensor.
threads on
captive bolts
(4).
* * * FOR ALL
H. Damaged Up to one damaged or Same as usable Mask all openings.
threads on missing thread with limits with crossed Remove loose
captive bolt no crossed threads, threads or loose material and debris.
bosses (5). or loose material. material. Chase threads, using
a 0.190-32 UNF-2A
tap.

MM79-00-00
* * * FOR ALL
Figure 604 Oil Filter Impending Bypass Sensor - Inspection

6. Oil Filter Bowl.
Go to Table 605.
TABLE 605. INSPECTION OF OIL FILTER BOWL
Oil filter bowl (2, Figure 605)
for:
A. Cracks. None allowed. Not repairable. Replace bowl.
B. Leaks. Not allowed. Not repairable. Replace bowl.
C. Stripped threads (4). One missing Not repairable. Replace bowl.
thread.
D. Nicks, dents, and scratches
on:
(1) Floor of packing Any number, Not repairable. Replace bowl.
without high
metal.
(2) Walls of packing Any number, Not repairable. Replace bowl.
without sharp
edges.
E. All other areas. Any number, Same as usable Remove high
0.015 inch deep, limits, with metal (GEK 9250,
without high high metal. 70-42-00).
metal.
F. Damage to the hex flats (1) Any amount, if a Same as usable Remove burrs
MM79-00-00
on bottom of bowl. wrench will limits, with (GEK 9250, 70-

hold. No burrs burrs. 42-00).
allowed.

MM79-00-00
* * * FOR ALL
Figure 605 Oil Filter Bowl - Inspection

7. Cold Oil Relief Valve and Oil Cooler Bypass Relief Valve.
Go to Table 606.
TABLE 606. INSPECTION OF COLD OIL RELIEF VALVE AND OIL COOLER BYPASS
RELIEF VALVE
Housing and seat of cold oil
relief valve (1, Figure 606) and
oil cooler bypass relief valve
(3) for:
A. Cracks. None allowed. Not repairable. Replace valve.
B. Nicks and scratches, except Any number, Same as usable Blend high metal
in packing grooves. 0.010 inch deep, limits, with (GEK 9250, 70-
without high high metal. 42-00).
metal.
C. Nicks and scratches in
packing grooves (2):
(1) Floor of packing Any number, Not repairable. Replace valve.
grooves. 0.003 inch deep,
without high
metal.
(2) Walls of packing Any number, Not repairable. Replace valve.
without high
metal.

MM79-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 606 (Sheet 1) Oil Cooler Bypass Relief Valve and Cold Oil Relief
Valve - Inspection

MM79-00-00
* * * FOR CT7-2E1
Figure 606 (Sheet 2) Oil Cooler Bypass Relief Valve and Cold Oil Relief
Valve - Inspection
8. Oil Filter Bypass Relief Valve Assembly.
Go to Table 607.
* * * FOR ALL
TABLE 607. INSPECTION OF OIL FILTER BYPASS RELIEF VALVE ASSEMBLY
Max Repairable
Relief valve assembly
(Figure 607) for:

MM79-00-00
A. Cracks. None allowed. Not repairable. Replace valve

assembly.
B. Nicks and Any number, 0.003 Not repairable. Replace valve
scratches on inch deep, without assembly.
sealing high metal.
surfaces.
C. Nicks and Any number, 0.010 Any number, 0.010 Blend high metal
scratches on all inch deep, without inch deep, with (GEK 9250, 70-42-
other areas. high metal. high metal. 00).
D. Clogged screen. Not allowed. Any amount. Clean the screen
(CLEANING).
E. Damaged screen. Not allowed. Not repairable. Replace valve
assembly.
F. Damaged threads. No crossed threads Any amount. Remove loose
or loose material. material and
debris. Chase
threads, using a
0.750-16 UNJF-3B
die.

MM79-00-00
* * * FOR ALL
Figure 607 Oil Filter Bypass Relief Valve Assembly - Inspection

A. To inspect the electrical chip detector (2, Figure 608) thoroughly, unthread
the screen assembly (8) from the chip detector.
B. Inspection the chip detector and the screen assembly (Table 608).
C. After the inspection, thread the screen assembly (8) on the electrical chip
detector (2). Hand-tighten the screen assembly.
TABLE 608. TABLE 608. INSPECTION OF ELECTRICAL CHIP DETECTOR
A. Electrical chip detector (2,
Figure 608) for:
(1) Cracks. None allowed. Not repairable. Replace
detector.
(2) Contamination. Not allowed. Any amount. Clean detector
(CLEANING).
(3) Continuity (use Must indicate Not repairable. Replace
multimeter continuity. detector.
connected to pins
1 and 2 and short
out detecting gap
(4)).
* * * FOR CT7-2A, CT7-2D, CT7-2D1
B. Captive bolts (3) for damaged Not allowed. Not repairable. Replace bolt
* * * FOR CT7-2E1

MM79-00-00
B. Captive bolts (3) for damaged Not allowed. Not repairable. Replace
threads. detector.
* * * FOR ALL
C. Captive bolt bosses for Up to one Same as usable Remove loose
damaged threads. damaged or limits with material and
missing thread crossed threads debris. Using a
without crossed or loose 0.250-28 UNF
threads or material. tap, chase
loose material. threads to
remove crossed
threads.
D. Screen (6) for:
(1) Breaks or tears. Not allowed. Not repairable. Replace screen
assembly (8).
(2) Debris. Not allowed. Any amount. Clean screen
(CLEANING).
(3) Screen frame (5) Not allowed. Not repairable. Replace screen
for cracks or assembly (8)
breaks.
E. Electrical connector (1) for:
(1) Bent pins. None allowed. Up to 1/8 inch Straighten pin.
out-of-position. Check alignment
with mating
connector.
(2) Kinked or sharply None allowed. Not repairable. Replace
bent pins (1). detector.
(3) Damaged threads. Any amount, Any amount with Remove high
without high high metal, that metal (GEK 9250,
metal, if can be reworked 70-42-00).
connector can to usable
be installed limits.
without cross-
threading to
mating part.
(4) Looseness. Not allowed. Not repairable. Replace
detector.

MM79-00-00
* * * FOR ALL
Figure 608 Electrical Chip Detector - Inspection

10. Oil Manifold Assembly.
Go to Table 609.
TABLE 609. INSPECTION OF OIL MANIFOLD ASSEMBLY
Max Repairable
A. Tubes (2, Figure 609 and
Figure 609A) for:
(1) Splits and cracks. None allowed. Not repairable. Replace assembly.
(2) Nicks, scratches, Any amount that Any amount, up Remove high metal
gouges, wear, and cannot be felt to 0.014 inch by blending along
chafing (except with a scriber reduction in axis of tube
chafing caused by having a 0.040 wall thickness, using a fine
tubing clamps). inch tip radius, with high metal, abrasive stone
without high if area has not (GEK 9250, 70-42-
metal. been previously 00).
blended.
(3) Chafing caused by Any amount, 0.005 Same as usable Remove high metal
tubing clamps. inch below limits, with by blending along
adjacent non- high metal, if axis of tube (GEK
defective area has not 9250, 70-42-00).
surface, without been previously
high metal. blended.
(4) Dents. Depth not to Not repairable. Replace assembly.
exceed 20% of
tube diameter on
a straight
section or on a
MM79-00-00
curved section
having a radius
twice the tube
diameter. On a
sharply bent
radius, depth not
to exceed 10% of
the tube
diameter.
(5) Flattened cross OD must not be Not repairable. Replace assembly.
section. less than 3/4 of
the original OD.
B. Hex coupling nut for:
(1) Cracks. None allowed. Not repairable. Replace assembly.
(2) Damage to corners. Any amount, Same as usable Blend high metal
without high limits, with (GEK 9250, 70-42-
metal, if two high metal. 00).
opposite corners
are not rounded,
so that a wrench
can be used.
(3) Nicks and burrs. Any amount, Any amount, with Blend high metal,
without high high metal. using a fine
metal. abrasive stone
(GEK 9250, 70-42-
00).
(4) Nicks, dents, burrs, One thread, Same as usable Remove high metal
and high metal on continuous or limits, with (GEK 9250, 70-42-
threads. cumulative, high metal. 00). Using a
without high bottoming tap,
metal or crossed chase threads.
threads.
(5) Shiny sealing Any amount, if Any amount. Pressure-test
surfaces. manifold assembly assembly (TEST).
passes pressure
test (TEST).
C. Fittings for:
(1) Cracks. None allowed. Not repairable. Replace assembly.
(2) Nicks, dents, Any number of Same as usable Blend sealing
scratches, ridges, circumferential limits, with surfaces using a
and pits on sealing defects no high metal. fine abrasive
surfaces. rougher than 63- stone,
microinch finish, maintaining
if assembly original contour
passes pressure (GEK 9250, 70-42-
test (TEST). Any 00). Pressure-
number of test assembly
superficial axial (TEST).
MM79-00-00
defects, without
high metal on aft
half (nearest
fitting threads)
of sealing
surface, if
fitting passes
pressure test
(TEST).
(3) Nicks, dents, Cumulative length Same as usable Blend high metal
scratches, gouges, of defects no limits, with (GEK 9250, 70-42-
and burrs on more than one high metal. 00). Using
threads. thread length, applicable die,
without high chase threads.
metal.
scratches, and inch deep, limits, with to adjacent
gouges on remaining without high high metal. contour, using a
surfaces of metal. fine abrasive
fittings. stone (GEK 9250,
70-42-00).
(5) Shiny, burnished Any amount, if Any amount. Pressure-test
sealing surfaces. manifold assembly assembly (TEST).
passes pressure
test (TEST).
(6) Stripped threads. The first thread Same as usable Blend high metal
may be missing, limits. (GEK 9250, 70-42-
if fitting can be 00). Using
used without applicable die,
cross-threading chase threads.
without high
metal.
D. Damaged threads on captive Not allowed. Not repairable. Replace bolt
bolts (1). (REPAIR 001).
E. Boss (3) (with captive
bolt (1) removed) for:
(1) Missing threads. Any number. Not applicable. Not applicable.
(2) Damaged threads. No crossed Any number. Cap or plug all
threads or loose openings. Remove
material. loose material
and debris. Chase
threads using a
0.250-28UNJF-3A
tap.
F. Adapter gasket (4) for Not allowed. Not repairable. Replace adapter
cuts, nicks, excessive gasket (REPAIR
compression set and 002).
separation of seals (5).

MM79-00-00
* * * FOR CT7-2E1
G. Damaged threads on bolts Not allowed. Not repairable. Replace bolt.
(1, Figure 609A).
H. Manifold gasket (manifold) Not allowed. Not repairable. Replace manifold.
(3) for cuts, nicks,
excessive compression, and
separation.
I. Grommet (4), missing or Not allowed. Not repairable. Replace oil
loose. manifold
assembly.

MM79-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 609 Oil Manifold Assembly - Inspection

MM79-00-00
* * * FOR CT7-2E1
Figure 609A. Oil Manifold Assembly - Inspection

* * * FOR ALL
11. Oil Tank Cap and Adapter.
Go to Table 610.
TABLE 610. INSPECTION OF OIL TANK CAP AND ADAPTER
Max Repairable
A. Cap assembly (1,
Figure 610) for:
(1) Cracks. None allowed. Not repairable. Replace cap
MM79-00-00
assembly.
(2) Nicks and
scratches on:
(a) Floor of Any number, 0.003 Same as usable Blend high metal
packing inch deep, without limits, with sharp (GEK 9250, 70-42-
groove sharp edges. edges. 00).
(2).
(b) Walls of Any number, 0.010 Same as usable Blend high metal
(2).
B. Adapter (4) for:
(1) Cracks. None allowed. Not repairable. Replace adapter.
(2) Broken screen Not allowed. Not repairable. Replace adapter.
(5).
(3) Nicks and
scratches on:
grooves sharp edges. edges. 00).
(6).
grooves sharp edges. edges. 00).
(6).
(4) Broken Not allowed. Not repairable. Replace cable.
retaining
cable (3).
* * * PRESENT CONFIGURATION
(5) Nicks and

scratches on:
(7).
(7).
C. Flapper valve for:
(1) Freedom of Must open and close Not repairable. Replace adapter.
movement. freely, and must be
flat when in a
MM79-00-00
closed position
against packing
groove (7).
(2) Distortion. Not allowed. Not repairable. Replace adapter.

MM79-00-00
* * * FOR ALL
Figure 610 Oil Tank Cap and Adapter - Inspection

12. Main Frame Oil Strainer.
Go to Table 611.
TABLE 611. INSPECTION OF MAIN FRAME OIL STRAINER
Oil strainer (Figure 611) for:
A. Cracks. None allowed. Not repairable. Replace oil
strainer.
B. Broken mesh on screen (2) Not allowed. Not repairable. Replace oil

MM79-00-00
strainer.
C. Nicks and scratches on
packing groove (1) on:
(1) Floor of packing Any number, Not repairable. Replace oil
groove (1). 0.005 inch deep, strainer.
without sharp
edges.
(2) Walls of packing Any number, Not repairable. Replace oil
groove (1). 0.010 inch deep, strainer.
without sharp
edges.
D. Burrs in packing groove (1). Not allowed. Any amount. Blend to
adjacent contour
(GEK 9250, 70-
42-00).
E. Clogged screen (2). Not allowed. Any amount. Clean oil
strainer
(CLEANING).

MM79-00-00
* * * FOR ALL
Figure 611 Main Frame Oil Strainer - Inspection

13. Oil Level Indicator.
Go to Table 612.
TABLE 612. INSPECTION OF OIL LEVEL INDICATOR
Max Repairable
Oil level indicator
(Figure 612) for:
* * * FOR CT7-2A, CT7-2D, CT7-2D1
A. Cracked Not allowed. Not repairable. Replace lens (REPAIR
lens. 003).
B. Clouded Oil level visible. Not repairable. Replace lens (REPAIR
lens. 003).

MM79-00-00
C. Dirt or Not allowed. Any amount. Clean glass (GEK

deposits 9250, 70-21-01).
on lens.
D. Nicks or Any amount, 0.015 Not repairable. Replace lens (REPAIR
scratches inch long by 0.015 003).
on lens, inch deep on edges of
or chipped lens only.
lens.
E. Damaged None allowed. Not repairable. Replace seals (REPAIR
internal 003).
seals
(indicated
by
leakage).
F. Stripped, None allowed. Not repairable. Replace screw(s)
damaged, (REPAIR 003).
or missing
screws.
G. Stripped None allowed. Not repairable. Replace front frame
or damaged (REPAIR 003).
PEM nut
inserts or
threads on
front
frame of
indicator.
* * * FOR CT7-2E1
A. Cracked Not allowed. Not repairable. Replace indicator.
lens.
B. Clouded Oil level visible. Not repairable. Replace indicator.
lens.
C. Dirt or Not allowed. Any amount. Clean glass (GEK
deposits 9250, 70-21-01).
on lens.
D. Nicks or Any amount, 0.015 Not repairable. Replace indicator.
scratches inch long by 0.015
on lens, inch deep on edges of
or chipped lens only.
lens.
E. Damaged None allowed. Not repairable. Replace indicator.
internal
seals
(indicated
by
leakage).
F. Stripped, None allowed. Not repairable. Replace indicator.
damaged,

MM79-00-00
or missing
screws.
G. Stripped None allowed. Not repairable. Replace indicator.
or damaged
PEM nut
inserts or
threads on
front
frame of
indicator.

MM79-00-00
* * * FOR ALL
Figure 612 Oil Level Indicator - Inspection

* * * FOR CT7-2D1
14. Oil Level Indicator Guard.
Go to Table 613.
TABLE 613. INSPECTION OF OIL LEVEL INDICATOR GUARD
Max Repairable
Oil level indicator
guard (Figure 613)
for:
A. Cracks. None allowed. Not repairable. Replace guard.
B. Nicks and Any number, 0.020 Same as usable Blend high metal (GEK
scratches. inch deep, without limits, with high 9250, 70-42-00).
high metal. metal.

MM79-00-00
* * * FOR CT7-2D1
Figure 613 Oil Level Indicator Guard - Inspection

* * * FOR ALL
15. Oil Transfer Sleeves.
Go to Table 614.
TABLE 614. INSPECTION OF OIL TRANSFER SLEEVES
Oil transfer sleeves (Figure 614)
for:
A. Cracks. None allowed. Not repairable. Replace sleeve.
B. Burrs on corners of packing Not allowed. Any amount. Blend burrs to
grooves. adjacent contour
(GEK 9250, 70-
42-00).
C. Nicks and scratches on:
(1) Floor of packing Any number, Not repairable. Replace sleeve.
without sharp
edges.
(2) Walls of packing Any number, Not repairable. Replace sleeve.
without sharp
edges.
D. Nicks and scratches in other Any number, Same as usable Blend high metal
areas. 0.020 inch deep, limits, with to adjacent
without high high metal. contour (GEK
metal. 9250, 70-42-00).

MM79-00-00
NOTE: Oil transfer sleeves PN 4041T56G01 are allowable with or without screens.
Sleeves PN 4041T56G01 without screens have been reworked and have a slot across
end of sleeve where screen was removed.
E. Broken screen (if present). Not allowed. Not repairable. Replace sleeve.
F. Broken spot welds at the None allowed. Not repairable. Replace sleeve.
screen ends (if present).

MM79-00-00
* * * FOR ALL
Figure 614 Oil Transfer Sleeve - Inspection

16. Oil Drain Plug.
Go to Table 615.
TABLE 615. INSPECTION OF OIL DRAIN PLUG
Max Repairable
Plug (Figure 615)
for:
A. Cracks. None allowed. Not repairable. Replace plug.
B. Damaged None allowed. Not repairable. Replace plug.

MM79-00-00
threads.
C. Damaged hex Any amount, if wrench Same as usable Remove burrs (GEK
flat. will hold, without limits, with burrs. 9250, 70-42-00).
burrs.

MM79-00-00
* * * FOR ALL
Figure 615 Oil Drain Plug - Inspection

17. Oil Drain Insert.
Go to Table 616.
TABLE 616. INSPECTION OF OIL DRAIN INSERT
Insert (Figure 616) for:
A. Cracks. None allowed. Not repairable. Replace insert.
B. Damaged threads. None allowed. Not repairable. Replace insert.
C. Nicks and scratches on:
(1) Floor of packing Any number, Any number that Blend high metal
groove. 0.005 inch deep, can be reworked to adjacent
without sharp to usable contour (GEK
edges. limits. 9250, 70-42-00).
(2) Walls of packing Any number, Not repairable. Replace insert.
without sharp
edges.
(3) Other areas. Any number, 1/64 Same as usable Blend high metal
inch deep, limits, with to adjacent
without high high metal. contour (GEK
metal. 9250, 70-42-00).

MM79-00-00
* * * FOR ALL
Figure 616 Oil Drain Insert - Inspection

Go to Table 617.
TABLE 617. INSPECTION OF B-SUMP CHECK VALVE
Max Repairable
Check valve (Figure
617) for:
A. Cracks. None allowed. Not repairable. Replace valve.
B. Damage to hex Any amount, if a Same as usable Remove burrs (GEK
flats (3). wrench will hold. No limits, with burrs. 9250, 70-42-00).
burrs allowed.
C. Missing or One full thread Same as usable Blend high metal and
damaged cumulative, missing limits, with high chase threads (GEK
MM79-00-00
threads (2). or damaged, without metal. 9250, 70-42-00).

high metal.
NOTE: • There are two configurations of B-sump check valves, one with an inlet screen
and one without the inlet screen. Except for the inlet screen the check valves
are identical and have the same part number.
• CONFIGURATION 1 is the check valve with the inlet screen.
• CONFIGURATION 2 is the check valve without the inlet screen.
* * * CONFIGURATION 1
D. Damaged or Not allowed. Not repairable. Replace valve.

distorted
inlet screen
(1).
E. Contamination. No loose foreign Any amount. Clean valve

objects allowed. (CLEANING).
Carbon buildup that
cannot be removed is
allowed if, oil flow
is within limits
(TEST).

MM79-00-00
* * * FOR ALL
Figure 617 B-Sump Check Valve - Inspection

19. Oil Tubes.
Go to Table 618.
TABLE 618. INSPECTION OF OIL TUBES
Tube (Figure 618, sheets 1, 2, 3,
and 4) for:
A. Splits and cracks. None allowed. Not repairable. Replace tube.
B. Nicks, scratches, gouges, Any amount that Not repairable. Replace tube.
wear, and chafing. cannot be felt
with a scriber
having a 0.040
inch tip radius
on end, without
high metal.
C. Chafing caused by tubing Any amount, Same as usable Remove high
clamps. 0.005 inch limits, with metal by
below adjacent high metal, if blending along
non-defective area has not axis of tube
surface, been previously (GEK 9250, 70-
without high blended. 42-00).
metal.
D. Dents. Depth not to Not repairable. Replace tube.
exceed 20% of
tube diameter
on a straight
section or on a
curved section

MM79-00-00
having a radius
twice the tube
diameter. On a
sharply bent
radius, depth
not to exceed
10% of the tube
diameter.
E. Flattened cross section. OD must not be Not repairable. Replace tube.
less than 3/4
of the original
OD.
F. Hex coupling nuts for:
(2) Damage to corners. Any amount, Same as usable Blend high metal
without high limits, with (GEK 9250, 70-
metal, if two high metal. 42-00).
opposite
corners are not
rounded, so
that a wrench
can be used.
(3) Nicks and burrs. Any amount, Any amount, with Blend high
without high high metal. metal, using a
metal. fine abrasive
stone (GEK 9250,
70-42-00).
(4) Nicks, dents, One thread, Same as usable Remove high
burrs, and high continuous or limits, with metal (GEK 9250,
metal on threads. cumulative, high metal. 70-42-00). Chase
without high thread to usable
metal or limits, using a
crossed bottoming tap.
threads.
G. Male fitting for:
(2) Nicks, dents, Any number of Same as usable Blend sealing
scratches, ridges, circumferential limits, with surfaces
and pits on defects no high metal. maintaining
sealing surfaces. rougher than original
63-microinch contour, using a
finish, if fine abrasive
fitting passes stone (GEK 9250,
pressure test 70-42-00).
(TEST). Any Pressure-test
number of (TEST).
superficial
axial defects

MM79-00-00
without high
metal on aft
half (nearest
fitting
threads) of
sealing
surface, if
fitting passes
pressure test
(TEST).
(3) Nicks, dents, Cumulative Same as usable Blend high metal
scratches, gouges, length of limits, with (GEK 9250, 70-
and burrs on defects no more high metal. 42-00). Using a
threads. than one thread die, chase
length, without threads.
high metal.
(4) Nicks, dents, Any number, Same as usable Blend high metal
scratches, and 0.005 inch limits, with to adjacent
gouges on deep, without high metal. contour, using a
remaining surfaces high metal. fine abrasive
of fittings. stone (GEK 9250,
70-42-00).
(5) Shiny, burnished Any amount, if Any amount. Pressure-test
sealing surfaces. tube passes tube (TEST).
pressure test
(TEST).
(6) Stripped threads. The first Same as usable Blend high metal
thread may be limits, with (GEK 9250, 70-
missing if tube high metal. 42-00). Using a
can be used die, chase
without cross- threads.
threading,
without high
metal.
H. Packing grooves for nicks and
scratches on:
(1) Floor. 0.003 inch, Not repairable. Replace tube.
without sharp
edges. Tube
must pass
pressure test
(TEST).
(2) Walls. 0.010 inch, Not repairable. Replace tube.
without sharp
edges. Tubes
must pass
pressure test
(TEST).
I. Bracket on right-hand oil
MM79-00-00
supply tube (sheet 1) for:

(2) Deformation. Any amount, if Same as usable Cold-work
clip on bracket limits. bracket to
can retain usable limits
cable. (GEK 9250, 70-
47-05).
Fluorescent
penetrant-
inspect (GEK
9250, 70-32-02,
Class C). No
cracks are
allowed.
J. Damaged or distorted clip on
right-hand oil supply tube
for:
tube.
(2) Bends or Any amount, if Not repairable. Replace the
distortion. the clip can tube.
retain the
cable.
K. Flange on applicable tubes
(sheets 1, 2) for:
tube.
(2) Flatness of mating Flange must be 90% of the Rework the
surface. (Hold flat within original flange flange to the
flange against 0.005 inch. thickness to usable limits by
flat surface and remain after lapping or
insert a 0.005 rework. stoning, where
inch shim.) possible.
Inspect for
cracks; none are
permitted.
L. C-sump oil supply tube (sheet Not permitted. Any amount. Use a 0.09-0.10
2) for plugged drain hole. inch diameter
wire, and remove
the foreign
material from
the drain hole.

MM79-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1
Figure 618 (Sheet 1) Oil Tubes - Inspection

MM79-00-00
* * * FOR CT7-2A, CT7-2D, CT7-2D1

MM79-00-00
* * * FOR CT7-2E1

MM79-00-00
* * * FOR CT7-2E1

* * * FOR CT7-2D, CT7-2D1, CT7-2E1
Go to Table 619.
TABLE 619. INSPECTION OF B-SUMP PRESSURE TUBE
A. Coupling nut (1, Figure 619 (Refer to 72-00-00, Inspection of Tubes, Hoses, and
or Figure 619A), connector Fittings.)
end (2), tube (7, Figure
619) and B-sump delta
pressure tube (6, Figure
619A).
B. Clamp (6, Figure 619) for None allowed. Not repairable. Replace tube.
cracks in parent metal or in
braze.
C. Connector (4, Figure 619 and
Figure 619A) for:
(1) High metal at Not allowed. Any amount if Remove high
connector ends 75% of original metal (GEK 9250,
(2). surface remains 70-42-00).
undamaged.
(2) Nicks and Any amount, up Not repairable. Replace tube.
scratches on to 0.003 inch
sealing surfaces deep, without
(3) and chamfers sharp edges.
(5).

MM79-00-00
* * * FOR CT7-2D, CT7-2D1
T401.QEi61. 1
Figure 619 B-Sump Delta Pressure Tube - Inspection

MM79-00-00
* * * FOR CT7-2E1
Figure 619A. B-Sump Delta Pressure Tube - Inspection

21. Oil Pressure Transmitter.
Go to Table 620.
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
TABLE 620. INSPECTION OF OIL PRESSURE TRANSMITTER
A. Oil pressure transmitter
(Figure 620 or Figure 620A)
for:

MM79-00-00
(1) Cracks. None allowed. Not repairable. Replace

transmitter.
(2) Leaks. None allowed. Not repairable. Replace
transmitter.
(3) Nicks, dents, Total length of Same as usable Blend high metal
scratches, defects no more limits, with (GEK 9250, 70-
gouges, burrs, than 1/2 of one high metal. 42-00).
and stripped thread length,
threads (2). without high
metal.
B. Electrical connector (4) for:
(1) Contamination or Not allowed. Any amount. Clean connector
moisture. (CLEANING).
(2) Bent pins (5). None allowed. Up to 1/16 inch Straighten pin.
with mating
connector.
(3) Damaged threads Any number, Any number that Blend high metal
(3). without high can be reworked (GEK 9250, 70-
metal, if to usable 42-00).
connector can limits.
be installed
normally with
its mating
part.
(4) Swollen Not allowed. Not repairable. Replace
insulation. transmitter.
(5) Looseness. Not allowed. Not repairable. Replace
transmitter.

MM79-00-00
* * * FOR CT7-2D, CT7-2D1
I. 1Mlon
2. Thn,ds
l. Th1'eldl
4. £1eetrl(.11 c_tor
S. 'I.
US
VIEW IN DIRECTION OF A
..,......
Figure 620 Oil Pressure Transmitter - Inspection

MM79-00-00
* * * FOR CT7-2E1
Figure 620A. Oil Pressure Transmitter - Inspection

Go to Table 621.
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
TABLE 621. INSPECTION OF OIL TEMPERATURE DETECTOR
Max Repairable
A. Detector (Figure 621) for:
(1) Cracks. None allowed. Not repairable. Replace detector.
(2) Leaks. None allowed. Not repairable. Replace detector.
(3) Continuity and Refer to TEST
short circuits. for procedures
and limits.
B. Electrical connector for:
(1) Contamination or Not allowed. Any amount. Clean connector
moisture. (CLEANING).
with mating
connector.
(3) Damaged threads. Any number, up Any number, up to Blend high metal
to 1 cumulative 1 cumulative (GEK 9250, 70-42-
thread total, thread total, 00).
without high that can be
metal, if reworked to
connector can be usable limits.
installed

MM79-00-00
normally with
its mating part.
(4) Swelling of Not allowed. Not repairable. Replace detector.
insulation or
evidence of
leakage.
(5) Looseness. Not allowed. Not repairable. Replace detector.
C. Mounting threads for damage. One-half of 1 Same as usable Blend high metal
thread in length limits, with high (GEK 9250, 70-42-
(total), without metal. 00).
high metal.

MM79-00-00
* * * FOR CT7-2D, CT7-2D1, CT7-2E1
Figure 621 Oil Temperature Detector - Inspection

* * * FOR CT7-2E1
23. Low Oil Pressure Indicator Sensor.
Go to Table 622.
TABLE 622. INSPECTION OF LOW OIL PRESSURE INDICATOR SENSOR
Low oil pressure indicator sensor
(Figure 622) for:
A. Cracks. None allowed. Not repairable. Replace sensor.
B. Nicks and scratches except Any number, Same as usable Blend high metal
in packing grooves (2). 0.010 inch limits, with (GEK 9250, 70-
deep, without high metal. 42-00).
high metal.
C. Nicks and scratches in
packing grooves (2):
(1) Floor of packing Any number, Not repairable. Replace sensor.
grooves. 0.003 inch
deep, without
high metal.
(2) Walls of packing Any number, Not repairable. Replace sensor.
grooves. 0.010 inch
deep, without
high metal.
D. Electrical connector (3)
for:
(1) Contamination, Not allowed. Any amount. Clean connector

MM79-00-00
moisture, or oil. (CLEANING).

with mating
connector.
(3) Damaged threads. Any number, up Any number, up Blend high metal
to 1 cumulative to 1 cumulative (GEK 9250, 70-
thread total, thread total, 42-00).
without high that can be
metal, if reworked to
connector can usable limits.
be installed
normally with
its mating
part.
(4) Swelling of Not allowed. Not repairable. Replace sensor.
insulation or
evidence of
leakage.
E. Damaged threads (4). None allowed. Not repairable. Replace sensor.
F. Mounting flange (5) for:
(1) Nicks, dents, and Any number, Same as usable Remove high
scratches except 0.015 inch limits, with metal (GEK 9250,
in sealing area. deep, without high metal. 70-42-00).
high metal.
(2) Nicks, dents, and None allowed. Not repairable. Replace sensor.
scratches in
sealing area.
G. Port (7) for:
Nicks, dents, and scratches None allowed. Not repairable. Replace sensor.
on contact surface.

MM79-00-00
* * * FOR CT7-2E1
Figure 622 Low Oil Pressure Indicator Sensor - Inspection

MM79-00-00
OIL SYSTEM - CLEANING
* * * FOR ALL
TASK 79-00-00-100-802
This section provides instructions for cleaning components of the oil system.
Practices Manual GEK 9250, 70-20-00.
Table 701 contains the parts cleaning summary for the components of the oil
system.
B-Sump Check Valve --- Para 5
B-Sump Delta Pressure Tube --- Para 6
Cold Oil Relief Valve 70-21-01 ---
Electrical Chip Detector --- Para 4
* * * FOR CT7-2E1
Low Oil Indicator Sensor 70-21-01 ---
* * * FOR ALL
Main Frame Oil Strainer 70-21-02 ---

Oil and Scavenge Pump 70-21-01 ---
Oil Cooler --- Para 3
Oil Cooler Bypass Relief Valve 70-21-01 ---
Oil Drain Insert 70-21-02 ---
Oil Drain Plug 70-21-02 ---
Oil Filter Bowl 70-21-01 ---
Oil Filter Impending Bypass Sensor 70-21-01 ---
Oil Level Indicator 70-21-01 ---
Oil Level Indicator Guard 70-21-01 ---
Oil Pressure Transmitter --- Para 7
Oil Tank Cap and Adapter 70-21-01 ---
Oil Temperature Detector --- Para 7
Oil Transfer Sleeves 70-21-01 ---
Oil Tubes 70-22-03 ---
Relief Valve Assembly 70-21-01 ---

MM79-00-00
Scavenge Screens 70-21-01 ---

3. Oil Cooler.
A. Plug or cap all openings.
P-D-680
SURFACES.
B. Flush or spray-wash external surface with dry cleaning solvent to remove
grease, oil, and dirt. Blow dry, using filtered, compressed air.
C. Set up oil cooler (Figure 701) for flushing as follows:
NOTE: Be sure gasket is secured on oil cooler with two screws before installing
oil cooler adapter plate LMT 823.
(1) Install adapter plate LMT 823 onto applicable oil cooler, using three
captive bolts. Hand-tighten three captive bolts. Torque bolts to 45-50 lb
in.
NOTE: Flushing oil cooler in opposite direction of normal oil flow will dislodge
any debris imbedded in oil passages.
(2) Connect fluid-in hose to oil-out port of oil cooler, and fluid-out hose to
oil-in port so that flow direction is opposite to oil flow in oil cooler
under normal engine conditions.
(3) Using appropriate size bolt, secure a ball vibrator Model BB-100 or
equivalent onto adapter plate LMT 823 to help in dislodging additional
debris.
(4) Place assembled equipment and oil cooler on bench.
D. Flush oil cooler as follows:

MM79-00-00
(1) Set flow rate of calibrating fluid at 3620 lb/hr.

MIL-C-7024
SURFACES.
(2) Using calibrating fluid, flush oil cooler.
(3) Every 10 minutes, draw 1 liter sample of fluid.
(4) Pour sample fluid through a 5.0 µm Millipore filter (type SM) or
equivalent.
NOTE: • A 600-micron particle is equal to a 0.024 inch in size.
• Debris 600-microns or larger indicates that engine electrical chip
detector screen has been damaged. Other debris of this size or larger may
be lodged in the oil cooler making the cooler unsuitable for cleaning.
(5) Inspect debris accumulated in Millipore filters. If debris is 600-microns
or larger, remove and inspect electrical chip detector for damaged screen
(INSPECTION) and replace cooler.
(6) If debris is less than 600-microns, continue cleaning procedure by taking
samples of fluid every 10 minutes. Change Millipore filter until subsequent
filter sample is judged to be clean by visual inspection.
(7) Constantly monitor differential pressure across the oil cooler.
Differential pressure must be 48-66 psig after Millipore filter sample is
judged to be clean. If differential pressure limit is exceeded, repeat
flushing procedure. If differential pressure limit is exceeded after second
flushing, replace oil cooler.

MM79-00-00
* * * FOR ALL
Figure 701 Oil Cooler Flushing Set-up

A. Clean electrical connector as follows:

MM79-00-00

TT-I-735
SURFACES.
SAFETY CONTAINER.
CONTINUITY.
MIL-C-81302
GOGGLES.
(1) Hold spray nozzle 4-6 inches from connector, and spray connector with
solvent MS-160, isopropyl alcohol or trichlorotrifluoroethane.

MM79-00-00

(2) Drain excess liquid immediately from connector. Using dry, filtered
compressed air, blow-dry connector.
B. Clean electrical chip detector (2, Figure 702) and screen (6) as follows:
(1) Using a lint-free towel, clean detecting gap (4).
P-D-680
SURFACES.
DIZZINESS.
(2) Cover the electrical connector with protective cap.
O-T-620
DAMAGE.
GOGGLES.
(3) Using dry cleaning solvent or trichloroethane, flush the screen (6).
(4) Using dry, filtered compressed air, blow-dry screen (6) and detecting gap
(4).

MM79-00-00
* * * FOR ALL
Figure 702 Electrical Chip Detector - Cleaning

A. Remove any loose foreign material from B-sump check valve (Figure 703) by
tapping inlet and against a wooden table top or equivalent.
NOTE: • There are two configurations of B-sump check valves, one with an inlet screen
and one without the inlet screen. Except for the inlet screen the checks
valves are identical and have the same part number.
• CONFIGURATION 1 is the check valve with the inlet screen.
• CONFIGURATION 2 is the check valve without the inlet screen.
CAUTION: BE CAREFUL NOT TO DAMAGE INLET SCREEN WHEN LOOSENING CARBON WITH SCRIBER;
OTHERWISE, B-SUMP CHECK VALVE MAY BE DAMAGED.
B. Using a scriber, probe inlet end of check valve to loosen carbon buildup. Do
not damage inlet screen.

MM79-00-00
Using a scriber, probe inlet end of check valve to loosen carbon buildup.
* * * FOR ALL
C. Lightly tap inlet end of check valve against a wooden table top to knock out
loosened carbon.
O-T-620
D. Wash inlet end of check valve with solvent to remove remaining carbon
deposits.
E. Repeat steps (B) through (D) until all reachable carbon buildup is removed.

MM79-00-00
* * * FOR ALL
Figure 703 B-Sump Check Valve - Cleaning

* * * FOR CT7-2D, CT7-2D1
OBSERVE WARNING IN PARAGRAPH 4. WHEN USING DRY CLEANING SOLVENT.
A. Wipe exterior with lint-free towel soaked in dry cleaning solvent P-D-680.
B. Flush tube in both directions with solvent P-D-680.
OBSERVE WARNING IN PARAGRAPH 4. WHEN USING COMPRESSED AIR.
C. Blow internal and external surfaces dry, using dry filtered, compressed air.
7. Oil Temperature Detector and Oil Pressure Transmitter.
A. Clean electrical connector as follows:
TT-I-735
MM79-00-00
SURFACES.
SAFETY CONTAINER.
CONTINUITY.
MIL-C-81302
GOGGLES.
NOTE: Electrical connector will be cleaned only if inspection shows that
connector is contaminated or if moisture is found in connector.
(1) Hold spray nozzle 4-6 inches away from connector, and spray connector with
solvent MS-160, isopropyl alcohol TT-I-735, or trichlorotrifluoroethane
MIL-C-81302.
(2) Drain excess liquid immediately or blow dry, using dry, filtered, low-
velocity, compressed air.
B. Clean external surfaces as follows:

MM79-00-00
(1) Cover the electrical connector with protective cap.

P-D-680
SURFACES.
DIZZINESS.
(2) Wipe external surfaces with lint-free towel soaked with dry cleaning
(3) Using dry, filtered compressed air, blow-dry external surfaces.

MM79-00-00, REPAIR 001
OIL SYSTEM - REPLACEMENT OF CAPTIVE BOLT - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 79-00-00-300-801
This procedure provides instructions for replacing captive bolts on the electrical
chip detector, oil cooler, oil filter impending bypass sensor, and oil manifold
assembly.
2. Procedure.
CAUTION: DO NOT REMOVE DAMAGED CAPTIVE BOLT THROUGH ITS BOSS. THREADS OF BOSS CAN
BE DAMAGED.
(3) Select appropriate die from Table 801 and chase threads of damaged captive
bolt.
TABLE 801. SIZE OF DIE
Captive Bolt
Part Number Die
3032T44P02 0.190-32 UNJF-3B inch
3032T53P01 0.250-28 UNJF-3B inch
(4) Remove captive bolt from boss by pulling bolthead away from part and
turning bolt counterclockwise (CCW) until threads of captive bolt engage
threaded hole in boss. Turn bolt CCW until it is disengaged.
(5) Inspect boss (INSPECTION) for damaged threads.
B. Install new captive bolt into hole of boss.

MM79-00-00, REPAIR 002
OIL SYSTEM - REPLACEMENT OF ADAPTER GASKET ON OIL MANIFOLD ASSEMBLY - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
TASK 79-00-00-300-802
This procedure provides instructions for replacing the adapter gasket on the oil
manifold assembly.
2. Procedure.
A. Remove two flathead screws (1, Figure 801). Discard screws if damaged.
B. Remove and discard adapter gasket (2).
C. Install new gasket (2) onto flange (3) of oil manifold assembly. Secure gasket
(2) with two screws (1).
D. Tighten screws until gasket makes metal-to-metal contact with flange (3).
Heads of screws must be 0.004-0.022 inch below surface of gasket.

MM79-00-00, REPAIR 002
OIL SYSTEM - REPLACEMENT OF ADAPTER GASKET ON OIL MANIFOLD ASSEMBLY - REPAIR
* * * FOR CT7-2A, CT7-2D, CT7-2D1
1. R"thead ac;rew (qty 2 )

2. Adap!er gasket
3. .......
3
2
OIL MANIFOLD ASSEMBlY
Figure 801 Adapter Gasket - Replacement

MM79-00-00, REPAIR 003
OIL SYSTEM - REPLACEMENT OF OIL LEVEL INDICATOR COMPONENTS - REPAIR
* * * FOR ALL
TASK 79-00-00-300-803
This procedure provides instructions for replacing components of oil level
indicator.
2. Procedure.
A. Disassemble oil level indicator (Figure 801) as follows:
(1) Remove ten screws (1) from back frame (2).
(2) Separate front frame (5) from back frame (2).
(3) Remove lens (4) from front frame (5).
(4) Remove and discard two internal seals (3) from front frame (5) and back
frame (2).
B. Assemble oil level indicator as follows:
(1) Install two internal seals (3) one onto front frame (5) and one onto back
frame (2).
(2) Install lens (4) into front frame (5).
(3) Assemble back frame (2) to front frame (5) and secure with ten screws (1).
Hand-tighten screws (1).
(4) Using torquing sequence (view A), torque screws to 5-10 lb in.

MM79-00-00, REPAIR 003
OIL SYSTEM - REPLACEMENT OF OIL LEVEL INDICATOR COMPONENTS - REPAIR
* * * FOR ALL
Figure 801 Oil Level Indicator - Repair


SEI 570 - MM Rev. 24

Hochgeladen von

Dokumentinformationen

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

SEI 570 - MM Rev. 24

Hochgeladen von

Copyright:

Verfügbare Formate

SEI - S79

MAY 31, 1981

HISTORY OF RMS IONS

PAGEBLOCK LOCATION DESCRIPTION OF CHANGE

INTRODUCTION INTRODUCTION Non-Technical Change: Removed duplicate

INTRODUCTION INTRODUCTION Technical Change: Added tool numbers to

INTRODUCTION INTRODUCTION Nontechnical Change: Removed unnecessary

INTRODUCTION INTRODUCTION Nontechnical Change: Updated quality

05-21-00 ENGINE - PIECE- 05-21-00-200-802 Nontechnical Change: SGML/Format

72-00-00 ENGINE - 72-00-00-870-802 Nontechnical Change: Updated quality

72-00-00 ENGINE - TEST 72-00-00-760-803 Nontechnical Change: Updated quality

72-00-00 ENGINE - INSPECTION 72-00-00-200-801 Nontechnical Change: Updated quality

72-00-00 ENGINE SECTION - 72-00-00-100-803 Nontechnical Change: Updated quality

72-00-00 ENGINE - REPAIR - 72-00-00-300-802 Nontechnical Change: Updated quality

UNCOUPLING OF ELECTRICAL layout of figures throughout the

72-30-00 COLD SECTION MODULE 72-30-00-870-801 Nontechnical Change: Updated quality

72-30-00 COLD SECTION MODULE 72-30-00-400-801 Technical Change: Removed instructions

72-30-00 COLD SECTION MODULE 72-30-00-400-801 Nontechnical Change: Updated quality

72-31-00 A-SUMP OUTPUT SHAFT 72-31-00-200-801 Nontechnical Change: Updated quality

72-31-00 A-SUMP OUTPUT SHAFT 72-31-00-100-801 Nontechnical Change: Updated quality

72-34-00 MAIN FRAME, FRONT 72-34-00-200-801 Nontechnical Change: Updated quality

72-34-00 MAIN FRAME - 72-34-00-300-807 Nontechnical Change: Updated quality

72-35-00 ACTUATING SYSTEM 72-35-00-200-801 Nontechnical Change: Updated quality

72-35-00 ACTUATING SYSTEM 72-35-00-300-801 Nontechnical Change: Updated quality

72-36-00 COMPRESSOR STATOR 72-36-00-400-801 Nontechnical Change: Updated quality

72-36-00 COMPRESSOR STATOR 72-36-00-300-801 Nontechnical Change: Updated quality

72-37-00 IGV, STAGE 1, AND 72-30-00-300-803 Nontechnical Change: Updated quality

STAGE 2 ACTUATING RINGS - layout of figures throughout the

72-38-00 COMPRESSOR ROTOR 72-38-00-200-801 Nontechnical Change: Updated quality

72-38-00 COMPRESSOR ROTOR 72-38-00-300-801 Nontechnical Change: Updated quality

72-39-00 DIFFUSER AND 72-39-00-200-801 Nontechnical Change: Updated quality

72-39-00 DIFFUSER AND 72-39-00-100-801 Technical Change: Added NOTE statement

72-39-00 DIFFUSER AND 72-39-00-300-801 Nontechnical Change: Updated quality

72-39-00 DIFFUSER AND 72-39-00-300-804 Nontechnical Change: Updated quality

72-40-00 HOT SECTION MODULE 72-40-00-870-801 Nontechnical Change: Updated quality

72-40-00 HOT SECTION MODULE 72-40-00-400-801 Nontechnical Change: Added effectivities

72-40-00 HOT SECTION MODULE 72-40-00-400-801 Nontechnical Change: Updated quality

72-40-00 HOT SECTION MODULE 72-40-00-200-801 Nontechnical Change: Updated quality

72-41-00 STAGES 1 AND 2 GAS 72-41-00-600 Nontechnical Change: Updated quality

72-50-00 POWER TURBINE 72-50-00-870-801 Nontechnical Change: Updated quality

MODULE - DESCRIPTION AND layout of figures throughout the

72-50-00 POWER TURBINE 72-50-00-400-801 Nontechnical Change: Updated quality

72-50-00 POWER TURBINE 72-50-00-200-801 Nontechnical Change: Updated quality

72-52-00 POWER TURBINE ROTOR 72-52-00-200-801 Nontechnical Change: Updated quality

72-60-00 ACCESSORY SECTION 72-60-00-870-801 Added new model CT7-2E1 data as

72-60-00 ACCESSORY SECTION 72-60-00-870-801 Nontechnical Change: Updated quality

72-60-00 ACCESSORY SECTION 72-60-00-200-801 Technical Change: Added inspection

72-60-00 ACCESSORY SECTION 72-60-00-200-801 Nontechnical Change: Updated quality

72-60-00 ACCESSORY SECTION 72-60-00-300-803 Technical Change: Added new procedure to

72-61-00 ACCESSORY DRIVE 72-61-00-400-801 Added new model CT7-2E1 data as

72-61-00 ACCESSORY DRIVE 72-61-00-400-801 Nontechnical Change: Updated quality

72-61-00 ACCESSORY DRIVE 72-61-00-100-801 Technical Change: Added axis-BB carbon

72-61-00 ACCESSORY DRIVE 72-61-00-800-001 Nontechnical Change: Updated quality

GE PROPRIETARY INFORMATION - Not to be used, disclosed to others or reproduced without

73-00-00 FUEL SYSTEM - 73-00-00-870-801 Nontechnical Change: Updated quality

73-00-00 FUEL SYSTEM - 73-00-00-400-802 Nontechnical Change: Updated quality

73-00-00 FUEL SYSTEM - TEST 73-00-00-700-801 Nontechnical Change: Updated quality

73-00-00 FUEL SYSTEM - 73-00-00-200-801 Nontechnical Change: Updated quality

73-00-00 FUEL SYSTEM - 73-00-00-100-801 Nontechnical Change: Updated quality

73-00-00 FUEL SYSTEM - 73-00-00-300-803 Nontechnical Change: Updated quality

73-00-00 FUEL SYSTEM - 73-00-00-300-804 Nontechnical Change: Updated quality

74-00-00 ELECTRICAL SYSTEM - 74-00-00-400-801 Nontechnical Change: Updated quality

74-00-00 ELECTRICAL SYSTEM - 74-00-00-200-801 Nontechnical Change: Updated quality

74-00-00 ELECTRICAL SYSTEM - 74-00-00-300-808 Nontechnical Change: Updated quality