PT6C 67CD LM e PDF

PREFACE
June 2004
Pratt & Whitney Canada
© 2001, 2004 Pratt & Whitney Canada, Corp.
Printed in Canada
Student :________________________________________________
Instructor _______________________________________________
PT6C-67C/D TRAINING USE ONLY PREFACE I

PRATT & WHITNEY CANADA
The CUSTOMER TRAINING CENTRE, Pratt and Whitney Canada, Longueuil, Quebec, Canada issued this docu-
ment.
This document is to be used for TRAINING USE ONLY. The data contained herein does not replace or supersede the
information contained in the appropriate airframe or engine maintenance manuals or other official publications.
For information concerning this manual, contact the P&WC Customer Training Department, by :
Tel: 1-450-468-7774, Fax: 1-450-468-7834, or Email: training.manager@pwc.ca
For technical queries, contact the P&WC technical support Help Desk (24 HOUR SERVICE):
Telephone : (USA & Canada) ............................ 1-800-268-8000

International Direct Access :............................ 1-8000-268-8000
General :............................................................. 1-450-647-8000
Fax :.................................................................... 1-450-647-2888
Pratt & Whitney Canada on the Internet : http://www.pwc.ca

There is a page for technical support and then for Customer Training with course schedule and enrolment forms.
PT6C-67C/D TRAINING USE ONLY PREFACE II

TABLE OF CONTENT
PREFACE .................................................................................... I BLEED VALVE CLOSING POINT CHECK ..................... 2.12 - 13
PRATT & WHITNEY CANADA ................................................... II GAS GENERATOR CASE ........................................... 2.14 - 2.15
TABLE OF CONTENT................................................................ III COMPRESSOR WASH ......................................................... 2.16
INTRODUCTION ...................................................................... VII COMPRESSOR WASH SYSTEM.......................................... 2.17
SCOPE ....................................................................................VIII COLD SECTION TROUBLESHOOTING ............................... 2.18
LINE MAINTENANCE COURSE ............................................... IX
LINE MAINTENANCE COURSE CONT’D..................................X CHAPTER 3 - COMBUSTION & TURBINE SECTION ........... 3.1
PT6C-67C UNINSTALLED SPECIFICATIONS.......................... XI HOT SECTION......................................................................... 3.2
ABBREVIATIONS ..................................................................... XII HOT SECTION COMPONENTS.............................................. 3.3
P&WC PUBLICATIONS........................................................... XIII COMBUSTION CHAMBER LINERS................................ 3.4 - 3.5
MAINTENANCE MANUAL...................................................... XIV COMPRESSOR TURBINE VANE RING.......................... 3.6 - 3.7
MAINTENANCE MANUAL (CONT’D) ...................................... XV COMPRESSOR TURBINE ...................................................... 3.8
SERVICE BULLETINS COMPLIANCE CODES ..................... XVI COMPRESSOR TURBINE BALANCING WEIGHTS............... 3.9
COMPRESSOR TURBINE BLADES ........................... 3.10 - 3.11
CHAPTER 1 - ENGINE OVERVIEW........................................ 1.1 COMPRESSOR TURBINE WASH......................................... 3.12
BAAC AB 139 INSTALLATION FEATURES ............................. 1.2 SHROUD HOUSING AND SEGMENTS ...................... 3.13 - 3.14
BELL UH1 INSTALLATION FEATURES .................................. 1.3 POWER TURBINE VANE RINGS................................ 3.15 - 3.16
PT6C-67C/D ENGINE LEADING PARTICULAR...................... 1.4 POWER TURBINES .................................................... 3.17 - 3.18
PT6C-67C/D LEADING PARTICULAR .................................... 1.5 AIR SYSTEMS....................................................................... 3.19
PT6C-67C/D DESCRIPTION................................................... 1.6 SECONDARY AIR SYSTEM.................................................. 3.20
PT6C-67C/D CROSS-SECTION ............................................. 1.7 EXHAUST CASE ................................................................... 3.21
ENGINE OPERATION ............................................................. 1.8 EXHAUST .............................................................................. 3.22
PT6C-67C/D ENGINE.............................................................. 1.9 HOT SECTION TROUBLESHOOTING.................................. 3.23
MAIN ENGINE BEARINGS.................................................... 1.10 HOT SECTION SEALING ...................................................... 3.24
MAIN BEARINGS .................................................................. 1.11
CASES AND FLANGES .............................................. 1.12 - 1.13 CHAPTER 4 - AGB & OUTPUT SECTION ............................. 4.1
ENGINE STATIONS ............................................................... 1.15 ACCESSORY GEARBOX ................................................ 4.2 - 4.5
PT6C-67C ENGINE COMPONENTS .......................... 1.16 - 1.24 OUTPUT SECTION ......................................................... 4.6 - 4.7
CHAPTER 2 - COMPRESSOR SECTION .............................. 2.1

COMPRESSOR SECTION .............................................. 2.2 - 2.3
COMPRESSOR INLET CASE ......................................... 2.4 - 2.5
COMPRESSOR ............................................................... 2.6 - 2.7
PRE-SWIRL SYSTEM ............................................................. 2.8
JET FLAP AIR INLET .............................................................. 2.9
COMPRESSOR BLEED VALVE .................................. 2.10 - 2.11
PT6C-67C/D TRAINING USE ONLY TABLE OF CONTENT III

TABLE OF CONTENT
CHAPTER 5 - OIL SYSTEM............................................ 5.1 - 5.3 CHAPTER 8 – PERFORMANCE ............................................ 8.1
OIL PRESSURE SYSTEM............................................... 5.4 - 5.5 PERFORMANCE CHECK ....................................................... 8.2
OIL PRESSURE REGULATION .............................................. 5.6 POWER ASSURANCE CHECK (Typical) ................................ 8.3
OIL FILTER .............................................................................. 5.7 HELICOPTER ENGINE CONDITION TREND MONITORING
BEARING COMPARTMENT SEALING............................ 5.8 - 5.9 (HECTM).................................................................................. 8.4
OIL SCAVENGE SYSTEM..................................................... 5.10 SAMPLE PLOT ........................................................................ 8.5
OIL SCAVENGE .................................................................... 5.11 ENGINE TROUBLESHOOTING .............................................. 8.6
BREATHER SYSTEM ............................................................ 5.12 TYPICAL OPERATING LIMITS................................................ 8.7
GEARBOX BREATHER ......................................................... 5.13 ENGINE PERFORMANCE TROUBLESHOOTING ......... 8.8 - 8.9
OIL SYSTEM TROUBLESHOOTING .................................... 5.14 MAINTENANCE CONCEPT .................................................. 8.10
ROTOR COMPONENTS SERVICE LIFE .................... 8.11 - 8.12
CHAPTER 6 - ENGINE INDICATING SYSTEM ...................... 6.1
ENGINE INDICATING SYSTEM .............................................. 6.2 CHAPTER 9 – FUEL SYSTEM ............................................... 9.1
PT6C-67C INDICATING SYSTEM SCHEMATIC ..................... 6.4 ENGINE FUEL AND CONTROL SYSTEMS............................ 9.2
PT6C-67C COCKPIT DISPLAY ............................................... 6.5 FUEL SYSTEM COMPONENTS ............................................. 9.3
PT6C-67D INDICATING SYSTEM SCHEMATIC ..................... 6.6 FUEL SYSTEM FEATURES .................................................... 9.4
PT6C-67D COCKPIT DISPLAY ............................................... 6.7 FUEL SYSTEM ........................................................................ 9.5
COMPRESSOR ROTOR (Ng) SPEED SENSOR ........... 6.8 - 6.9 FUEL MANAGEMENT MODULE..................................... 9.6 - 9.7
Nf SPEED AND TORQUE SENSOR ..................................... 6.10 FMM, FUEL PUMP SIDE......................................................... 9.8
PT6C-67C Nf SPEED AND TORQUE SENSORS......... 6.11-6.12 FUEL PUMP ............................................................................ 9.9
TORQUE SYSTEM CALIBRATION ............................. 6.14 - 6.15 FMM, FUEL METERING SIDE .............................................. 9.10
INTER TURBINE TEMP. INDICATION (ITT ................. 6.16 - 6.17 FMM SCHEMATIC (FUEL) .................................................... 9.11
ITT SYSTEM CALIBRATION ................................................. 6.18 FMM, GOVERNING SIDE (Automatic mode) ........................ 9.12
INLET TEMPERATURE SENSOR (T1) ................................. 6.19 FMM EEC GOVERNING........................................................ 9.13
DATA COLLECTION UNIT (DCU)................................ 6.20 - 6.21 GOVERNING SIDE (Cont’d) .................................................. 9.14
PT6C-67C FUEL SWITCH (DUAL FUNCTION) .................... 6.22 FMM AUTOMATIC MODE...................................................... 9.15
PT6C-67D FUEL SWITCH (TRIPLE FUNCTION) ................. 6.23 FUEL MANAGEMENT MODULE........................................... 9.16
OIL FILTER IMPENDING BYPASS INDICATION .................. 6.24 FUEL MANAGEMENT MODULE (MANUAL MODE)............. 9.17
MAIN OIL PRESSURE SENSOR .......................................... 6.25 MANUAL MODE SCHEDULE................................................ 9.18
MAIN OIL TEMPERATURE SENSOR ................................... 6.26 MANUAL MODE SCHEDULE................................................ 9.19
CHIP DETECTOR........................................................ 6.28 - 6.29 FUEL HEATER............................................................. 9.20 - 9.21
ECOLOGY FUEL ACCUMULATOR ............................. 9.22 - 9.23
CHAPTER 7 - IGNITION SYSTEM.......................................... 7.1 FUEL NOZZLES .................................................................... 9.24
IGNITION SYSTEM ......................................................... 7.2 - 7.4 FUEL COOLED OIL COOLER (FCOC) ................................. 9.26
IGNITER EROSION LIMITS .................................................... 7.5 FCOC SCHEMATIC .............................................................. 9.27
FUEL SYSTEM TROUBLESHOOTING ................................. 9.28
PT6C-67C/D TRAINING USE ONLY TABLE OF CONTENT IV

TABLE OF CONTENT
CHAPTER 10 – ELECTRONIC SYSTEM ............................. 10.1 CHAPTER 11 – MAINTENANCE PRACTICES .................... 11.1
ELEC. ENGINE CONTROL (EEC) PT6C-67C....................... 10.2 PT6C-67C SCHEDULE MAINTENANCE ......................11.2-11.3
ELEC. ENGINE CONTROL (EEC) PT6C-67D....................... 10.3 SERVICING ........................................................................... 11.4
ENGINE ELECTRONIC CONTROL PT6C-67C/D ................. 10.4 MAIN OIL PRESSURE ADJUSTMENT ................................. 11.5
ELECT. ENGINE CONTROL (EEC) PT6C-67C..................... 10.5 BORESCOPE INSPECTION ................................................. 11.6
ELECT. ENGINE CONTROL (EEC) PT6C-67D..................... 10.6 GUIDE TUBE ORIENTATION ................................................ 11.7
ENGINE CONTROL SYSTEM PT6C-67C ............................. 10.7 1ST STAGE COMPRESSOR BLADES.................................. 11.8
ENGINE CONTROL SYSTEM PT6C-67D ............................. 10.8 BLADE EROSION.................................................................. 11.9
ENGINE POWER MANAGEMENT PT6C-67C ...................... 10.9 FUEL FILTER....................................................................... 11.11
ENGINE POWER MANAGEMENT PT6C-67D .................... 10.10 OIL FILTER .......................................................................... 11.12
CONTROL SYSTEM PT6C-67C.......................................... 10.11 AGB SEALS ......................................................................... 11.13
CONTROL SYSTEM PT6C-67D.......................................... 10.12 OUTPUT SHAFT CARBON SEAL....................................... 11.14
EEC / AIRCRAFT SIGNALS PT6C-67C .............................. 10.13 ELECTRICAL WIRING HARNESS CONNETORS .............. 11.15
EEC / AIRCRAFT SIGNALS PT6C-67D .............................. 10.14 SAFETY CABLE (option) ..................................................... 11.16
EEC INTERFACE PT6C-67C............................................... 10.15
EEC INTERFACE PT6C-67D............................................... 10.16 CHAPTER 12 – GROUND BASE SOFTWARE .................... 12.1
CONTROL SYSTEM OPERATION PT6C-67C .................... 10.17 GROUND-BASED SOFTWARE (GBS-PWC‘) .............12.2-12.21
CONTROL SYSTEM OPERATION PT6C-67D .................... 10.18 GBS-PWC‘ EEC MODE, ANALYSIS..........................12.22-12.24
CONTROL SYSTEM OPERATION PT6C-67C .................... 10.19
CONTROL SYSTEM OPERATION PT6C-67D .................... 10.20
ENGINE GOVERNING LIMITS PT6C-67C.......................... 10.21
ENGINE GOVERNING LIMITS PT6C-67D.......................... 10.22
FAULT CODE DISPLAY PT6C-67C/D.................................. 10.23
FAULT DETECTION PT6C-67C/D 10.24
PT6C-67C FAULT DETECTION / ACCOMODATION........... 10.25
PT6C-67D FAULT DETECTION / ACCOMODATION........... 10.26
FAULT CODES PT6C-67C 10.28
FAULT CODE TROUBLESHOOTING PT6C-67C ................ 10.29
MAINTENANCE FAULT DISPLAY MODE PT6C-67D.......... 10.30
FAULT CODE PT6C-67D 10.31
FAULT CODE10.32 - 10.33
FAULT CODE TROUBLESHOOTING PT6C-67D ......10.34-10.35
ELECTRICAL WIRING DIAGRAM PT6C-67C...........10.36-10.38
ELECTRICAL WIRING DIAGRAM PT6C-67D...........10.40-10.43
CONNECTOR PIN/SOCKET ARRANG.(PT6C-67C/D) 10.44
PERMANENT MAGNET ALTERNATOR (PMA).........10.45-10.46
PT6C-67C/D TRAINING USE ONLY TABLE OF CONTENT V

BLANK PAGE
PT6C-67C/D TRAINING USE ONLY TABLE OF CONTENT VI

INTRODUCTION
INTRODUCTION
PT6C-67C/D TRAINING USE ONLY INTRODUCTION VII

SCOPE
This training manual contains information pertaining to the
description, operation, maintenance and troubleshooting of
the PTC-67C/D engines. This training manual is intended
for classroom use only and includes cross section drawings,
schematics and text.
A basic understanding of jet engine principles would be an

asset. This manual may be used for Line Maintenance or
Heavy Maintenance training.
Line Maintenance:
Includes engine description, operation and "on-aircraft"

maintenance.
This course is ATA 104 Level III

This course is EASA Part 147
Heavy Maintenance:
Is a combination of the Line Maintenance course plus Hot

Section Inspection training.
(Includes exhaust duct rotation).
This course is ATA 104 Level IV.

This course is not approved by EASA Part 147
PT6C-67C/D TRAINING USE ONLY INTRODUCTION VIII

LINE MAINTENANCE COURSE
COURSE SCHEDULE: Engine Construction:
Compressor Inlet Case
Courses duration: Compressor Section
5 days (30 hours) class time 8:15 to 15:30 Compressor Bleed Valve
Breaks:15 minutes at 10:00 and 14:00 Gas Generator Case
Lunch period:12:00 to 12:45 Cold Section Trouble-Shooting
Combustion Chamber Liner
COURSE OBJECTIVES: Compressor Turbine Vane Ring
Compressor Turbine
To teach the fundamentals and skills necessary to maintain Power Turbine Vane Rings
the engine. At the end of the course, the student should be Power Turbines
able to perform all Line Maintenance operations covered Hot Section Cooling
during the course. Exhaust Section
Hot Section Troubleshooting
COURSE SYLLABUS Compressor and Turbine Wash
Reduction Gearbox
Introduction: Accessory Gearbox
Registration and orientation
Video presentation Lubrication System:
Engine Oil System
Engine Overview: Oil Pressure Regulation
Engine Abbreviations Oil Filter and By-Pass Valve
Introduction To Publications Scavenge System
Introduction To Engine Bearing Compartment Sealing
Engine Features Accessory Gearbox Breather
Main Engine Bearings Oil System Troubleshooting
General Operation
Stations And Flanges
Engine External Components (Shop)
PT6C-67C/D TRAINING USE ONLY INTRODUCTION IX

LINE MAINTENANCE COURSE CONT’D
Indicating System: Electronic System:
General Description and operation
Compressor rotor speed (N1/NG) sensor Fault codes
Torque & Power Turbines speed (N2/NPT/NF) sensor Electrical wiring diagram
Torque Trimming Electrical wiring harness
Engine Temperature (ITT) Permanent magnet alternator
Temperature Trimming
Data Collection Unit (DCU) Maintenance Practices:
Oil system indication During this phase every trainee will have the opportunity
Chip Detectors to perform all the line maintenance, inspection and
Indicating System Troubleshooting. repair included in the engine Maintenance Manual.
This portion of the course is done in the training
Ignition System: centre shop on a production like engine.
General
Ignition Exciter Unit The Following is a List of Areas Covered:
High Tension Leads Compressor Bleed Valve Maintenance
Igniter Plugs Oil Filter, P3 Filter and Fuel Filter Inspection
Oil Pressure Adjustments
Engine Performance: Chip Detector Inspection
Power Assurances Lip Seals and Carbon Seal Replacement
HECTM Description Removal and Installation of External Accessories
Performance Troubleshooting Fuel Nozzles Removal and Inspection
Engine Operating Limits GBS practices
Cycle Life Calculation. Borescope Inspection
Fuel System: Exams:

Fuel System General Description and Features Closed book multiple choice exams are administered
Fuel Management Module (FMM) and Fuel Filter during the course.
Fuel Heater The student must obtain at least 70% to receive a Line
Ecology Fuel Accumulator Maintenance Certificate.
Fuel Nozzles Under EASA rules, one closed-book exam with a
Fuel Cool Oil Cooler (FCOC) passing score of 75%
Fuel System Troubleshooting
PT6C-67C/D TRAINING USE ONLY INTRODUCTION X

PT6C-67C/D UNINSTALLED SPECIFICATIONS
ENGINE MODEL PT6C-67C PT6C-67D

2.5 minute SHP 1872 N/A
(OEI) Max. ITT (°C) 835* N/A
Rating Max. NG/N1 (%) 106 N/A
Continuous SHP 1680 N/A
OEI Max. ITT (°C) 775 N/A
Rating Max. NG/N1(%) 102.3 N/A
Take-off SHP 1680 1692
(5 minutes) Max. ITT (°C) 775 810*
Twin Engine (PT6C-67C). Max. NG/N1 (%) 102.3 102.6*
Nf/Npt/N2 (%) 102 (CAT A) 101.5
Maximum SHP 1531 1585
Continuous Max. ITT (°C) 735 775
Twin Engine (PT6C-67C) Max. NG/N1 (%) 100 100
Starting Max. ITT (°C) 2 sec. 1100 1100
5 sec. 950 950
10 sec. 870* 870*
Min. Oil T. (°C) -50 -50
Transient Max. ITT (°C) 5 sec. 847 835
Max. NG/N1 (%) 5 sec. 107 106.3
Max. Nf/Npt/N2 (%) 10 sec. 111 110
* In normal operation the EEC will limit the operation to these values.
PT6C-67C/D TRAINING USE ONLY INTRODUCTION XI

ABBREVIATIONS
ARINC Aeronautical Radio INCorporated OAT Outside Air Temperature
BAAC Bell Agusta Aerospace Company OEI One Engine Inoperative (PT6C-67C)
BIT Built-In-Test O/S Over Speed
BOV Compressor Bleed Off Valve P2.5 Compressor Interstage pressure
CCW Counter Clock Wise P3 Compressor discharge Pressure
CW Clock Wise Pb Fuel Pressure (By-Pass returned to pump)
CLP Collective Pitch Pc Fuel Pressure (Control Pressure)
CSU Control Service Use PLA Power Lever Angle
CT Compressor Turbine Pm Fuel Pressure (Metered fuel)
DCU Data Collection Unit PMA Permanent Magnet Alternator
EEC Electronic Engine Control PMS Power Management Switch
EDS Engine Display System PPH Pounds Per Hour
EMI Electro Magnetic Interference Ps Fuel Pressure (Supply from pump)
FADEC Full Authority Digital Engine Control PT Power Turbine
FCOC Fuel Cool Oil Cooler PWC Pratt & Whitney Canada
FMM Fuel Management Module PWM Pulse Width Modulation(ITT gage PT6C-67D)
FMV Fuel Metering Valve Q Engine Torque at Output Shaft
FOD Foreign Object Damage RTD Resistance Temperature Device
GSE Ground Support Equipment TBO Time Between Overhaul
HECTM Helicopter Engine Condition Trend Monitoring TQ Torque Temperature
HPRV High Pressure Relief Valve T5 Temperature at station 5 (ITT, MGT)
HSI Hot Section Inspection Wa Air Mass Flow
IDS Integrated Display System Wf Fuel Flow
ITT Inter-Turbine Temperature (MGT, T5)
LRU Line Replaceable Unit
LVDT Linear Variable Differential Transformer
MGT Measured Gas Temperature (ITT, T5)
NF Power Turbine Speed (N2/NPT)
NG Compressor Rotor Speed (N1)
NPT Power Turbine Speed (N2/NF)
NR Rotor speed
PT6C-67C/D TRAINING USE ONLY INTRODUCTION XII

P&WC PUBLICATIONS
Pratt and Whitney Canada publish various documents and Special Instruction (SI):
manuals to support all the engines in service. Special instructions are produced by Customer Sup-
port to provide specific maintenance information to
Training Manual: specific
Training manual are published by the Customer Training customers.
Centre to assist the instructors in class.
Service Information Letter (SIL):
Illustrated Parts Catalogue (IPC): Service information letters are produced by Customer
Contains all part numbers and parts history information Support to inform all operators on new techniques,
along with identifying drawings for an engine series. To new products and other general information.
be used for ordering parts.
Publication Price List:
Maintenance Manual (MM): The publication price list contains the prices of all
The manual defines all the line and heavy maintenance P&WC publications and training material available to
tasks that can be done on the engine as well as various customers.
tests and adjustments.
For more information on publications contact:
Service Bulletin (SB):
Service bulletins contain data or instructions that are Pratt & Whitney Canada
used to make a modification to the engine or parts to Supervisor, Publications Customer Services (01CA4)
make them agree with the latest configuration. This data 1000 Marie Victorin
will cause a change in the part form, fit or function. Longueuil, Quebec
• PT6C-67C 41000 series Canada J4G 1A1
• PT6C-67D 43000 series
Telephone:........... 1-450-647-2705
Spare Parts Bulletins (SPB): Fax: ..................... 1-450-647-2702
Spare parts bulletins are published to advise for new E-Mail: ................. publications@pwc.ca
parts, fully interchangeable with existing parts.
Airworthiness Directive (AD):
Issued by Governmental Aviation Regulatory Agencies.
Commercial Support Program Notification (CSPN): Requires compliance to rectify potential problems affect-
Program issued to assist operators in the ing the airworthiness of the aircraft. AD’s refer to appli-
accomplishment of SB’s. cable SB’s for accomplishment instructions.
PT6C-67C/D TRAINING USE ONLY INTRODUCTION XIII

MAINTENANCE MANUAL
The Engine Maintenance Manual is completed using the Chapter 71: Power Plant Adjustment/Test
ATA 100: specifications and is divided into the following
chapters: 71-00-00 Power plant Fault Isolation, Adjustment, Test
and
Special Tools Cleaning
Consumable Materials
Introduction Chapter 72: Engine
Airworthiness Limitations (Life Limited Parts)
Chapter 05 Time Limits/Maintenance Checks 72-00-00 Engine. Approved Engine Fuels/Oils, Trouble-
Chapter 70 Standard Practices shooting, Servicing
Chapter 71 Power plant 72-00-50 Exhaust Rotation (PT6C-67C)
Chapter 72 Engine 72-20-00 Air Inlet
Chapter 73 Engine Fuel And Control Systems 72-30-00 Compressor
Chapter 74 Ignition System 72-40-00 Combustion
Chapter 75 Air System 72-50-00 Turbine
Chapter 77 Engine Indicating System 72-60-00 Accessory Gearbox
Chapter 79 Oil System
Chapter 73: Fuel & Control
The following is a further breakdown of these chapters:
73-00-00 Engine Fuel and Control Systems
Chapter 05: Time Limits / Maintenance checks 73-10-00 Fuel Distribution
73-20-00 Fuel Control
05-00-00 Time Limits/Maintenance Checks
05-10-00 Engine Operating Limits Chapter 74: Ignition System
05-20-00 Scheduled Maintenance Checks
05-50-00 Unscheduled Maintenance Checks 74-10-00 Ignition Exciter
74-20-00 Igniters & Cables
Chapter 70: Standard Practices
Chapter 75: Air System
70-00-00 Standard Practices
75-30-00 Compressor Bleed Valve
PT6C-67C/D TRAINING USE ONLY INTRODUCTION XIV

MAINTENANCE MANUAL (CONT’D)
Chapter 77: Engine Indicating System Pages:
77-10-00 Speed & Power Sensors The pages block number inside each chapter is used for
77-20-00 ITT System breaking the subjects within the manual to small topics
77-40-00 Data Collection Unit for ready reference and ease of use.
Chapter 79: Oil System The standard page blocks are as follows:
79-00-00 Oil System Pages 1 to 99 Description and Operation

79-10-00 Oil System Storage Pages 101 to 199 Fault isolation
79-20-00 Oil System Distribution Pages 201 to 299 Maintenance Practices
79-30-00 Oil System Indicating Pages 301 to 399 Servicing
Pages 401 to 499 Removal/Installation
Example: Pages 501 to 599 Adjustment/Test
Pages 601 to 699 Inspection/Check
A basic Chapter will be identified as 72 - 30 - 05 Pages 701 to 799 Cleaning/Painting
Pages 801 to 899 Approved Repairs
Indicates engine chapter
Example:
Indicates Compressor On page 72 - 30 - 05, page 201 we will find the mainte-
nance authorized on the compressor first stage blades.
Indicates Compressor Rotor
PT6C-67C/D TRAINING USE ONLY INTRODUCTION XV

SERVICE BULLETINS COMPLIANCE CODES
Category 1 Category 7
Do before the next flight. Do this SB when the supply of superseded parts is fully
used.
Category 2
Do the first time the aircraft is at a line station or Category 8
maintenance base that can do the procedure. Do this SB if the operator thinks the change is
necessary because of what he knows of the parts
Category 3 history.
Do before xxx hours/months or xxx cycles. This Cate-
gory may be expanded as required, to specify a mini- Category 9
mum and/or a maximum and/or repetitive interval/ Spare parts information only. Old and new parts are
inspection. directly interchangeable and operators can mix old and
new parts.
Category 4
Do this SB the first time the engine or module is at a Category CSU
maintenance base that can do the procedures, Used to evaluate new parts before final introduction in
regardless of the scheduled maintenance action or commercial service. Operators who participate should
reason for engine removal. include this SB at the next maintenance or overhaul of
the engine.
Category 5
Do this SB when the engine is disassembled and
access is available to the necessary sub-assemblies.
Do all spare part assemblies.
Category 6
Do this SB when the sub-assembly is disassembled
and access is available to necessary part.
PT6C-67C/D TRAINING USE ONLY INTRODUCTION XVI

CHAPTER 1 - ENGINE OVERVIEW
CHAPTER 1
ENGINE OVERVIEW
PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.1

BAAC AB 139 INSTALLATION FEATURES
Aircraft Description:
BAAC Helicopter AB139

12 / 15 passengers utility helicopter
Multipurpose
Twin Engine configuration
Dimensions:
Metric (Imperial)
Overall length 16,7 m (54’ 25 “)

Fuselage width 3,2 m (10’ 40 “)
Rotor diameter 13,8 m (45’ 27 “)
Propulsion:
2 PT6C-67C turboshaft engines
Weights:
Maximum Take-off weight 6 000 Kg (13 200 lbs)

Empty weight 3 400 Kg (7 500 lbs)
Useful load 2 600 Kg (5 700 lbs)
Performance:
Maximum speed (VNE) 300 Km/h (167 kts)

Ceiling 6 000 m (20 000 Ft)

BELL UH1 INSTALLATION FEATURES
Aircraft Description:
UH 1 series
12 / 14 passengers utility helicopter
Multipurpose
Single Engine
Dimensions:
Metric (Imperial)
Overall length 17.4 m (56’ 2”)

Fuselage width 3,2 m (10’ 40 “)
Rotor diameter 13,8 m (45’ 27 “)
Propulsion:
1 PT6C-67D turboshaft engine
Weights:
Maximum Take-off weight 4 318 Kg (9 500 lbs)

Empty weight 2 409 Kg (5 300 lbs)
Useful load 1 909 Kg (4 200 lbs)
Performance:
Maximum speed (VNE) 227 Km/h (128 kts)

Ceiling 3 170 m (10 400 Ft)

PT6C-67C/D ENGINE LEADING PARTICULAR
Description:
- Length .........................................1,6 m (64.3")

- Width...........................................0,7 m (25.2")
- Weight.........................................190 Kg (420 lbs)
- Total weight .................................212 Kg (468 lbs)
Engine Features:
- Free turbine, turboshaft engine

- Reverse flow annular combustion chamber
- Four stage axial and one stage centrifugal compres-
sor
- Single stage compressor turbine
- Dual stage Power Turbines
- Direct drive to A/C Transmission
- Interturbine gas temperature system (ITT)
- Electronic torque measuring system (torque shaft)
- Digital Electronic Control (EEC)
- Electro-hydro mechanical Fuel Management Module
(FMM).

PT6C-67D LEADING PARTICULAR

PT6C-67C/D DESCRIPTION
Construction:
- Non modular free-turbine turboshaft engine. Engine Integrated Oil System:
- Integral oil tank (inlet case)
Accessory Gearbox: - Regulated oil pressure system
- Driven by the compressor. - Engine mounted oil cooling system
- Provide drives for engine and aircraft accessories. - Sight glasses for oil level check
- Chip detection
Compressor: - Oil Pressure and temperature components
- 4 axial stages plus 1 centrifugal impeller.
- Compressor bleed valve (pneumatic and electronically Fuel & Control System:
controlled) - Electronic Engine Control (EEC)
- Jet flap inlet configuration - Fuel Management Module (FMM) with integral fuel
pump
Combustion Chamber: - Electronic torque measuring system (torque shaft)
- Annular - NG/N1 and NPT/NF/N2 and Torque sensors
- Reverse flow (for shorther and lighter engine) - Interturbine gas temperature system (ITT, MGT, T5)
- Data Collection Unit (DCU)
Compressor Turbine:
- Single stage (CCW rotation) Ignition System:
- Super Single Crystal Blades - High energy
- One exciter box
Power Turbines: - Two igniters
- Free Turbines - Two cables
- 2 stage turbines (CW rotation)
Exhaust:
- PT6C-67C: 60° up LH or RH configuration.
- BS 1019 for Left Hand and BS 963 for Right Hand
configuration
- PT6C-67D: 90° exhaust.
Output section:
- Direct drive to the aircraft transmission.

PT6C-67C/D CROSS-SECTION

ENGINE OPERATION
Description: Two spark igniters powered by a high voltage ignition unit
The PT6C-67C/D engine incorporates four stage axial ignite the fuel/air mixture. When the combustion is started
compressor and one stage centrifugal compressor driven the ignition is turned “OFF”.
by a single-stage compressor turbine. A high voltage
ignition unit and two spark igniters are used to start The resultant expanding gases are directed to the
combustion. A single channel, Digital Electronic Control compressor turbine and power turbines. The expanding
system, with an Electro-hydro-mechanical backup (FMM), hot gases from the combustion chamber reverse
ensures accurate control of the engine output speed and direction in the exit duct zone and pass through the
fast response changes in power demand. compressor turbine vane ring to the single-stage
compressor turbine.
Operation:
The stator vanes direct the hot gases towards the turbine
Inlet air enters the engine through an annular plenum blades at the correct angle, with a minimum loss of
chamber, formed by the compressor inlet case. A wrap- energy.
around inlet screen prevents entrance of large particles
of dirt or debris from entering the engine. The inlet air The still expanding gases continue forward to the
moves forward to the set of axial compressor and to the first-stage power turbine vane ring and turbine, then to
centrifugal impeller. the second stage power turbine vane ring and turbine.
The exhaust gas from the power turbine is finally directed
The air from the impeller passes through the diffuser tubes, through an exhaust duct to the atmosphere.
which turn the air 90° in direction and converts air velocity
to static pressure. This high-pressure air surrounds the The power turbine turns the output shaft located at the
combustion chamber and is used in the combustion front of the engine. The output shaft includes a phase
process. shift torque meter device with sensors that supply input to
the EEC for control and provides an accurate cockpit
The combustion chamber has perforations of various sizes indication of engine torque.
that allow entry of compressor delivery air. The flow of air
changes direction 180° as it enters and mixes with fuel. The lubricating oil is contained in the integral oil tank
Metered fuel is sprayed into a reverse flow annular located between the air inlet and the accessory gearbox.
combustion chamber through fourteen (14) fuel nozzles Oil under pressure is provided to all bearings and various
mounted around the gas generator case. The nozzles are locations for cooling, lubricating and cleaning by pressure
supplied with fuel by a fuel manifold and each has a built- pump and jets.
in flow divider.

PT6C-67C/D ENGINE

MAIN ENGINE BEARINGS
Function: Rotational Assemblies And Their Bearings:
Support major rotating assemblies.

Rotational Assemblies
Description:
Compressor Rotor Power Turbine & Shaft
There are 5 main bearings in the engine as follows:
No.1: Ball - Compressor No.3: Roller - Rear PT shaft
front
Ball Bearings No. 1 & 5:
No.4: Roller – Middle PT
No.2: Roller - Compressor shaft
- Absorbs axial and radial loads, position rotational
rear
assemblies in place.
No.5: Ball - Front PT Shaft
Roller Bearings No. 2, 3 & 4:
Maintenance
- Absorbs radial loads only. Permits axial movement
caused by thermal expansion. - None at field level on Bearings.
- Oil filter inspection / replacement.
All bearings are pressure lubricated. Cavities are drained by - Check oil level.
blow down, gravity or dedicated scavenge pump. - Make sure oil pressure is within recommended
range.
A flexible housing supports the No. 1 Bearing for
compressor rotor vibration dampening.

MAIN BEARINGS
5 4 3 2 1

CASES AND FLANGES
The PT6C-67C/D Engine Consist Of 6 Structural Cases: Main Disassembly Locations:
1) Accessory Gearbox Rear case Flanges “A” Through “G”

2) Accessory Gearbox Front case (diaphragm)
3) Inlet case A Output Housing Heavy
4) Gas generator case To Exhaust Case Maintenance
5) Exhaust case
6) Output module case C Exhaust Case Heavy
To Gas Generator Case Maintenance
D Power Turbines Housing Heavy
To Exhaust Case Maintenance
E Compressor Vane Ring Heavy
To Small Exit Duct Maintenance
F Gas Generator Case Overhaul
To Inlet Case
G Inlet Case Overhaul
To Accessory Gearbox Case

CASES AND FLANGES
D E
A C F G

PT6C-67C INSTALLATION

ENGINE STATIONS
ºC PSIA
1500 180
TAKE-OFF CONDITION
STANDARD DAY
1125 135
750 T 90
375 45
P
0 0
STATIONS
2.8
7 6 5 4 3 2.5 2 1
TEMPERATURE
PRESSURE

PT6C-67C ENGINE COMPONENTS
P2.8 FLAPPER VALVE
OIL FILLER CAP BREATHER OUTLET PORT

COMPRESSOR WASH FITTING
N1/NG SPEED SENSOR
FUEL HEATER
DUAL FUNCTION
SWITCH FMM
P3 CABIN BLEED PORT
SPARK IGNITER
ENGINE MOUNT
LEFT OIL LEVEL SIGHT GLASS

STARTER / GENERATOR PAD
MAIN
FUEL COOLED OIL COOLER (FCOC) OIL PRESSURE
SENSOR
PERMANENT MAGNET ALTERNATOR (PMA)

EXHAUST CASE
COMPRESSOR BLEED VALVE FUEL MANIFOLD
OIL STRAINER
T1 SENSOR
OIL PRESSURE
REGULATING VALVE
FUEL NOZZLE
GAS GENERATOR CASE

P3 CABIN BLEED PORT
WIRING HARNESS
CHIP DETECTOR
AIR INLET SCREEN

RIGHT OIL LEVEL SIGHT GLASS
DATA COLLECTION UNIT (DCU)
FUEL INLET
FUEL FILTER LOCK DRAIN

CHIP
STRAINER DETECTOR
OIL FILTER INPENDING
DATAPLATE
BYPASS INDICATOR
OIL FILTER
FUEL FILTER
OIL FILTER
DRAIN
PLA
FUEL COOLED
OIL COOLER
(FCOC)
DUAL FUNCTION PROBE
ECOLOGY FUEL ACCUMULATOR

ENGINE MOUNT

BORESCOPE
ACCESS
OUTPUT HOUSING
No 5 BEARING HOUSING
MATING FLANGE
OUTPUT SECTION
DATA PLATE
TORQUE SENSOR /
NF/N2 SPEED SENSOR
(PRIMARY)
TORQUE SENSOR /
NF/N2 SPEED SENSOR

PT6C-67D ENGINE COMPONENTS
N1/NG SPEED SENSOR

BREATHER OUTLET OIL FILTER IMPENDING
OIL FILTER DRAIN BYPASS INDICATOR
OIL FILTER
RIGHT OIL LEVEL SIGHT GLASS FUEL HEATER
P2.8 FLAPPER VALVE DATA PLATE
INLET SCREEN FMM
OIL TANK DRAIN ENGINE MOUNTING PERMANENT MAGNET

PAD ALTERNATOR (PMA)
T5 TERMINAL SPARK IGNITER
FUEL COOLED OIL COOLER (FCOC)

STRAINER DATA COLLECTION UNIT (DCU)

TRIPLE FUNCTION CHIP
SWITCH DETECTOR LEFT OIL LEVEL SIGHT GLASS
COMPRESSOR BLEED VALVE
FUEL FILTER
T1 SENSOR
PLA
FUEL FILTER
LOCK/DRAIN
MAIN OIL
PRESSURE SENSOR
MAIN OIL SPARK IGNITER

TEMPERATURE SENSOR ECOLOGY FUEL ACCUMULATOR
& LOW OIL PRESSURE
SWITCH

EXHAUST CASE
T5 WIRING HARNESS
FUEL NOZZLE
FUEL MANIFOLD
P3 CABIN BLEED
AIR INLET SCREEN
OIL COOLING
FINS
COMPRESSOR
WASH RING
T5 TERMINAL

BORESCOPE
ACCESS PORT
OUTPUT HOUSING
NO.5 BRG HOUSING
OUTPUT SHAFT
OUTPUT SECTION
DATA PLATE
TORQUE SENSOR/
N2/NF SPEED SENSOR TORQUE SENSOR/
(PRIMARY) N2/NF SPEED SENSOR

CHIP DETECTOR
TRIPLE FUNCTION SWITCH FUEL NOZZLE

COMPRESSOR FUEL
FUEL HEATER GAS GENERATOR CASE
WASH RING MANIFOLD
JET FLAP HOLES

T1 SENSOR P3 CABIN BLEED
IGNITION IGNITER

CHAPTER 2 - COMPRESSOR SECTION
CHAPTER 2
COMPRESSOR SECTION
PT6C-67C/D TRAINING USE ONLY COMPRESSOR SECTION 2.1

COMPRESSOR SECTION
Function:
COMPRESSOR
- Supply correct amount of air at the necessary

pressure for the combustion process.
LEFT SIDE
- Drive all front mounted accessories using
compressor's rotation.
Subjects Covered:
- Compressor inlet case
- Compressor assembly
- Compressor bleed valve
- Compressor bleed valve closing point
- P2.8 bleed
- Pre-swirl system (jet flap piccolo holes) NO.1 BRG FLEXIBLE HOUSING
- Gas generator case
- Compressor section cleaning (compressor wash)
INLET CASE

COMPRESSOR SECTION
Operation:
The compressor draws air into the engine. The air is

compressed before delivery to the combustion chamber
area.
LEFT SIDE
Compressed Air Is Used To:
- Sustain combustion in order to supply the energy

necessary to drive the compressor and the power
turbine
- Supply cooling air for hot section components
- Supply air to seal bearing compartments
- Supply hot air for airframe services

GAS GENERATOR CASE

COMPRESSOR INLET CASE
Function:
PICCOLO HOLES
A
The Compressor Inlet Case:
- Directs air into the compressor.
OIL FILLER
- Support No. 1 bearing. LEFT SIDE
PORT
- Forms the oil tank.
- Piccolo holes in hollow struts generate pre-swirl. OIL PRESSURE
- Sight glasses allow for quick oil level check. REGULATING
- Cooling fins for additional oil cooling.
VALVE PORT
Description: OIL TANK
Three Major Components: COMPRESSOR

- Compressor inlet case INLET CASE
- No. 1 bearing flexible housing
- Air inlet screen.
Compressor Inlet Case:
The compressor inlet case is a circular, machined

aluminum casting. VIEW A
It forms an annular plenum chamber for the passage of air
to the compressor inlet.
When mated to the accessory gearbox, the rear face of
the inlet case and the front face of the accessory gearbox
rear housing form the space for the integral oil tank
(capacity 6.28 Liters / 1.66 US Gallon).
Six hollow struts with holes (piccolo holes) are equally

spaced within the inlet case plenum chamber. COOLING
FINS (OIL TANK)

COMPRESSOR INLET CASE
No. 1 Bearing Flexible Housing:
The flexible housing reduces propagation of vibrations

generated by the compressor rotor.
AIR INLET CASE
The No. 1 bearing, air seal and bearing housing are
installed in the center bore of the compressor inlet case.
The bearing housing is attached to the centerboard flange
by six bolts. NO.1 BRG
FLEXIBLE HOUSING
The No. 1 bearing outer race is installed in the bearing
flexible housing inner bore by an externally threaded
retaining nut, retaining ring and nut-locking sleeve
Air Inlet Screen:
The air inlet screen is a 0.250-inch (6.4 mm) open mesh

screen wrapped and bolted around the periphery of the
inlet case. It prevents unwanted material to enter the
compressor. The air inlet screen is a single wrapped
around screen.
Maintenance AIR INLET SCREEN

Scheduled:
- PT6C-67C: Clean and inspect the inlet screen for gen-

eral condition every 900 hours or 12 months.
- PT6C-67D: Clean and inspect the inlet screen for gen-
eral condition every 600 hours or 12 months.

COMPRESSOR
Function:
Operation:
Supply the combustion chamber with the correct airflow at
the necessary pressure for combustion and cooling. Axial stage accelerates the air, which is then decelerated
through stator vanes, thus increasing the air pressure. The
Notes: same process is repeated throughout all the compressor
stages.
- Rotation:..............................................CCW
- 100% Max NG/N1: ..............................38 200 RPM
The dynamic pressure (air velocity) generated by the
- Compression ratio (at Take-Off).: ........12 to 1
centrifugal impeller speed is converted into static pressure
- Wa at take-off ......................................12 lbs/sec.
by the divergent shape of the diffuser pipes. The air speed
is reduced and the compressor discharge pressure (P3) is
Description: increased.
- Four axial and one centrifugal type compressor The actual static pressure at the outlet of the diffuser
machined from a titanium forging. section will be over 150 Psi.
- The No. 1 bearing supports the front end of the com-
pressor assembly.
- The No. 2 bearing supports the rear end of the com- Maintenance
pressor assembly.
Scheduled:
Construction:
- Wash and rinse compressor at regular intervals.
- Four Integral Bladed Rotors (IBR) type axial rotors and
a centrifugal impeller. Unscheduled:
- Rotating components are held in place with tie rods
that extend through the compressor stages. - Check for FOD and erosion. Refer to engine mainte-
- Stator vanes are installed after each axial rotor. nance manual for inspection limits. Some repairs are
permitted on the first stage blades (details in Mainte-
nance Practices Chapter).

COMPRESSOR
FLANGE C GAS GENERATOR CASE P2.8 FLAPPER

FLANGE F
NO. 1
BEARING

PRE-SWIRL SYSTEM
Function:
- Change the relative angle of attack of the air entering

the compressor
- Improve surge margin at low compressor speed
Description:
- Hollow inlet case struts with holes (piccolo holes)

- Bleed air case
Operation:
When the bleed valve is opened, P2.8 air flows to the inlet
case hollow struts.
The piccolo holes located on the inlet case struts produce
P2.8 air jets that cause swirling of the incoming air before it
enters the compressor.
The swirl, turning in the direction of rotation of the

compressor, makes it easier to draw air in, thus increase
compressor performance at low speeds.
A P2.8 access port (one o'clock position) is used to check

the bleed valve closing point.

JET FLAP AIR INLET
INLET AIR INLET SCREEN
P 2.8
INTERSTAGE
AIR
PICCOLO
HOLES
P 2.8

Function:
- Prevents compressor stalls at low speeds.
Construction:
SCREEN COVER
- A spring loaded piston sliding inside the housing.
- Sealing done by a rolling diaphragm.
- P3 screen to prevent contamination.
- On the PT6C-67C, the EEC driven torque motor and
valve controls the closing point (N1/NG) of the bleed TORQUE
valve. MOTOR SCREEN
Operation:
- Two Forces Act On The Bleed Valve Piston: Px air NO OIL
pressure, proportional to P3 pressure or controlled by WATER ONLY
the torque motor valve, is provided to the bleed valve
to close the piston.
- A combination of P2.8 air pressure, from the interstage

compressor area, and an internal spring, to open the
piston. P3
- Px air, derived from P3, passes through a calibrated

orifice, then a torque motor valve to access the piston ADJUSTMENT SCREW
chamber. This cavity is also vented out at the torque
motor valve orifice.
PISTON RING
NOTE:
COMPRESSOR
• To prevent contamination of compressor bleed valve BLEED VALVE
internal passages, use only water to lubricate
screen preformed packing.

Pneumatic Operation:
100 MICRONS
SCREEN
At low engine N1/NG speeds Px is lower that P2.8 and the FROM EEC
spring tension and the valve remains opened. The P2.8 air
is directed towards the inlet case struts.
ADJUSTABLE
ORIFICE
When the engine accelerates normally, at pre-determined
conditions the Px pressure becomes greater than P2.8 and
spring tension then push the piston towards the closing ROLLING
P3 DIAPHRAGM
position.
Px
Electronic Control Operation:
In case of rapid N1/NG speed change (up or down) the

P2.8 P2.8
EEC controls the torque motor to modulate Px pressure
acting on the back of the piston in order to override the
action of the piston.
This prevents compressor stalls in transient speed and
makes the engine accelerate faster SEAT
PISTON
P2.8
Maintenance Maintenance
Scheduled: Unscheduled:
- PT6C-67C: Remove and clean screens every 900 - Check valve closing point as per maintenance manual
hours. chart and procedure.
- PT6C-67D: Remove and clean screens every 600 - Check for evidence of air losses at sealing faces and
hours. mating surface.
- Check valve seat/piston for damage.

BLEED VALVE CLOSING POINT CHECK
Closing Point Check:
92.5
- Connect the adapter and tube to the fitting located on
the P2.8 cap.
- Connect a digital pressure transducer or suitable PERFORMANCE LOSSES
instrumentation LE
90 AB
- Start the engine and stabilize at Ground-Idle, record E PT
OAT. C
REJECT AC
- Increase the engine N1/NG speed slowly and record
N1/NG speed when plenum pressure drops to 0. Psi. 87.5
Repeat to confirm the speed.
- Shut-down engine.
N1/Ng%
- Plot value on graph using the OAT and adjust valve as
required. 85
Adjustment:
82.5 REJECT
- Untight the locking screw.
- Turn the adjustment screw. (see Note)
- Tighten the locking screw (15 lb./inch maximum)
80
Note: COMPRESSOR STALLS
- 1/6 of a turn on the adjustment screw changes the -40 -30 -20 -10 0 10 20 30 40 ˚C
closing point by about 1.3% N1/NG. -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 ˚F
- CW to increase the closing point N1/NG speed. OUTSIDE AIR TEMPERATURE (OAT)
- CCW to decrease the closing point N1/NG speed
- Disconnect Compressor Bleed Valve electrical
connector during check.

BLEED VALVE CLOSING POINT CHECK
A
D
FW RUBBER
TUBE FLANGE F
BUBBLER WATER
METHOD B
P2.8
P2.8
PSI
METHOD A
DETAIL A

GAS GENERATOR CASE
Function:
- Major engine structural component "C" FLANGE IGNITER PORT

- Provide attachment for the engine to the aircraft. FUEL NOZZLE
- Supports various engine components. PORT
- Supports the compressor assembly.
- Contains the air pressure from the compressor.
- Support the fuel nozzles and the igniter plugs.
- Support drain valves.
- Provides cabin bleed port attachment.
- The diffuser pipes reduces air velocity and increases
static air pressure and also turn the airflow by 90°.
Description:
- Welded assembly of steel alloy machined parts and

sheet metal with a corrosion resistant coating.
- 21 brazed diffuser pipes.
- Support for the No. 2 bearing.
- 14 bosses for fuel nozzles.
- 2 bosses for igniter plugs. DIFFUSER PIPE (21)
- 2 bosses for drain valves.
- 1 boss for P3 air to FMM. DRAIN VALVE PORT
- Tubes for oil lubrication and for Bleed valve. STRAIGHTENING VANE
- 2 P3 cabin bleed ports at 3 and 9 o’clock.
- 2 Engine mounts.
- P2.8 Boss
LEFT SIDE

GAS GENERATOR CASE
Operation:
COMPRESSOR
The gas generator case contains the components BLEED VALVE
necessary for the fuel and air mixture necessary for PORT
combustion. The gas generator contains P3 air pressure
around the combustion chamber.
Two P3 operated drain valves installed at the six o'clock

position make sure no fuel stays in the gas generator case
after engine shutdown.
Two P3 Cabin bleed ports are available at 3 and 9 o'clock

position for connection to the aircraft heating system.
Maintenance
Scheduled:
- PT6C-67C: Check for cracks, corrosion and distortion

every 900 hours or 12 months.
- PT6C-67D: Check for cracks, corrosion and distortion
every 600 hours or 12 months.
Unscheduled:
- Check/clean drain valves.
OPEN CLOSED
DRAIN VALVE

COMPRESSOR WASH
Function: Performance Recovery Wash:
Remove salt and dirt deposits from the compressor gas This method of washing consists of injecting water based
path. cleaning agent into the compressor section (motoring with
starter) via the wash ring. Approved chemical additives are
Type Of Washes: used to remove dirt deposits, which cannot be removed
- Desalination wash using water only. Refer to the Engine Maintenance Manual
- Performance recovery wash for washing mixtures and procedures.
Caution: A 15-30 minute period is allowed for the cleaning agent to

soak in, followed by at least one rinse cycle (water).
Do not motor engine for more than 30 seconds. Observe
starter-cooling period (ref. Aircraft Maintenance Manual)
This method of washing should be carried out on a regular
basis, based on the operating environment and customer
Prior To Washing, Make Sure That: experience and on engine performance monitoring.
- Ignition is “OFF”
- Cabin bleed is “OFF” Note:
- Cooling period
- Refer to the Engine Maintenance Manual (chapter
71-00-00) for compressor wash procedure and wash
Desalination Wash (Rinse):
schedule recommendations (05-20-00).
- The washing mixture is injected into the compressor
This method of washing is used to remove salt deposits
section using the wash nozzle mounted over the
from the compressor section of the engine. The washing
inlet screen.
medium is normal drinking water.
- When the temperature is below +2°C (36°F), isopro-
pyl alcohol must be added to the water to prevent
It is strongly recommended that this procedure be carried
freezing. (refer to the Engine Maintenance Manual
out when operating in a salt laden environment. The wash-
for proper mixtures).
ing mixture is injected into the compressor section using the
- An engine drying run is required after internal or
engine mounted wash ring, installed over the inlet screen.
external washes.

COMPRESSOR WASH SYSTEM
PRESSURE TURBINE WASH

CLEANING
GAUGE SOLUTION
SHUTOFF SPRAY
VALVE RING
REGULATED
AIR PRESSURE
WATER

COLD SECTION TROUBLESHOOTING
Probable Cause Symptoms At Constant Power Action Required
NG/N1 ITT Wf
Restricted inlet Ý Ý Ý Clean and/or remove obstruction.

screen
Dirty compressor Ý Ý Ý Perform compressor wash /revise schedule.
Damaged Ý Ý Ý Return to an authorized overhaul facility if damage is beyond

compressor blades limit.
(erosion / FOD)
Compressor bleed Ý Ý Ý Check compressor bleed valve closing point, adjust as
valve stuck open or necessary. Inspect/clean screen. Replace compressor bleed
closes to late valve.
P3 leaks ÞÝ Ý Ý Check for external leaks on gas generator case.
Compressor bleed Loss of power (closing to late) Check compressor bleed valve closing point, adjust as
valve closing point or necessary. Inspect/clean screen. Replace compressor bleed
out of limit Compressor stall / surge (closing valve.
to early)
Compressor bleed Compressor stall / surge Check, replace compressor bleed valve
valve stuck closed
*Generally, cold section problems cause NG, ITT and Wf to increase. However, the above list includes some that will make
the engine react differently.

CHAPTER 3 - COMBUSTION & TURBINE SECTION
CHAPTER 3
COMBUSTION
&
TURBINE SECTION
PT6C-67C/D TRAINING USE ONLY COMBUSTION & TURBINE 3.1

HOT SECTION
Function :
Extract Energy From The Hot Expanding Gases To :
- Turn the compressor turbine

- Turn the power turbines
Description :
- Combustion chamber liners

- Compressor turbine vane ring
- Compressor turbine
- Power turbine vane rings
- Power turbines
- Exhaust case
Operation :
All components downstream of the gas generator case

make the hot section of the engine. Hot expanding gases
leaving the combustion chamber are directed towards the
compressor turbine blades by the compressor turbine
stator.
Thereafter, gases move across the power turbine stator and

hit the power turbine blades. Turbine rotation is transmitted
to the helicopter transmission via the power turbine shaft.
Gases leaving the power turbine are expelled to the

atmosphere through the exhaust duct.

HOT SECTION COMPONENTS
AFT

COMBUSTION CHAMBER LINERS
Function :
Provides an area for the combustion of the fuel/air mixture.

This makes an envelope that turns the gas flow 180°.
Description :
- Annular, reverse flow type combustion chamber made LEFT SIDE

of nickel alloy sheet metal
- 14 fuel nozzle adapter bosses
- 2 spark igniter bosses
- Cooling rings protect the combustion chamber walls
FUEL NOZZLE PORT
Operation :
OUTER LINER
P3 air enters the combustion chamber through holes in the
inner and outer liners. The shape, size and location, of
these holes provide the correct fuel/air ratio for all operating
conditions.
INNER LINER
The combustion chamber makes an envelope that turns the
gas 180°. This configuration allows installation of the
compressor and power turbine closer to the compressor
and within the combustion chamber area, thus making the
engine shorter and lighter.
Cooling rings direct P3 air inside the combustion chamber,

close to the walls, to form a flame barrier. In addition the IGNITER PORT
combustion chamber is protected with ceramic coatings.

COMBUSTION CHAMBER LINERS
Maintenance
Unscheduled :
OUTER
LINER
- Visually inspect liners for cracks, distortion, buckling P3
and burning conditions (borescope). P3
- Refer to engine Maintenance Manual for inspection CERAMIC COATING COOLING
P3
limits. RING
P3 P3
P3
INNER
LINER

COMPRESSOR TURBINE VANE RING (STATOR)
Function :
- Directs and increase speed of gases to the compres-

sor turbine at the optimum angle and speed.
- Convergent vanes change static pressure into velocity.
Description :
Nickel alloy casting with air-cooled core passages. The exit

area of the vanes is identified by a class number.
Operation :
The compressor turbine vane ring receives hot gases from

the combustion chamber. The converging vane airfoil
arrangement directs the air towards the exit, accelerating
and changing its direction simultaneously.
The vane ring is attached to the No. 2 bearing housing.

Lugs on the vane ring are used to maintain the shroud
segments in place.
Vane ring class is the sum of the area, in square inches, of
all the openings between the vanes trailing edges. Different
classes are installed during engine test to bring N1/NG and
ITT within specified limits to achieve the engine
performance.
A smaller vane ring class (smaller area) accelerates the

speed of the air and therefore increases the speed of the
compressor turbine and compressor (N1/NG). Thus higher
N1/NG speed provides more air to the engine, more cooling
and a lower ITT.

COMPRESSOR TURBINE VANE RING (STATOR)
Effect Of Vane Ring Exit Area (Class) On ITT & N1/NG
(At Constant Power) :
Increase Area = N1/NG ß ITT Ý LEFT SIDE

Decrease Area = N1/NG Ý ITT ß
The compressor turbine vane ring is subject to the highest

SEALING
temperatures in the engine. P3 air traveling inside the vane
airfoils keeps them at a temperature lower than the gases SHROUD RING
flowing on the outside. After cooling, air is ejected in the gas SHROUD SEGMENT
path, through trailing edge slots built in the airfoil surface. HOUSING
INTERSTAGE
Maintenance SEALING
RING
Unscheduled :
- Visually inspect stator for cracks, distortion and burn-

ing conditions (borescope).
- Refer to engine Maintenance Manual for inspection
limits. SMALL EXIT DUCT
CRUSH
NOTE: SEALING
COMPRESSOR RING
TURBINE VANE
- Replacement vane ring must have a class number RING (STATOR)
identical to the original vane ring.

COMPRESSOR TURBINE
Function : Notes :
Rotation : .................................................................. CCW
Extract energy (66%) from the hot gases to drive the 100% N1/NG : ..............................................38,200 RPM
compressor. The compressor turbine disk is limited in cycles(refer to
Chapter Performance for details).
Description :
WEIGHT
Compressor Turbine:
- Machined from nickel alloy.
- Blades attachment by firtree serrations.
- Rivets used to retain the blades on the disk.
- Disk is splined to the compressor stub shaft (master
spline). MASTER
- Balanced on two planes with balancing weights. SPLINE
WEIGHT
Turbine Blades (43) :
- Single Cristal blades (SC blade, uncooled).
- Platinium aluminide corrosion resistant protective
coating.
Operation : CUP WASHER

RETAINING BOLT
Accelerated gases flows towards the turbine blades. The DATA PLATE
energy available in the gases is converted into rotational PERFORMANCE REFERENCE DATA
movement to the compressor and the engine accessories. 35050
NG
√θ
AT 1137
SHP
δ √θ
O
ITT TRIM 90.2 C 23 OHMS
COMPRESSOR TURBINE TRIM WEIGHTS
Nearly two thirds of all the energy available from the B 05 L B 08 H G 10 N N/R
products of combustion is needed to drive the compressor
ENG. BUILD SPEC. T.C.
and the accessories.
A B C
CL1 CL2 CL3
D E G
CL4 CL5

COMPRESSOR TURBINE BALANCING WEIGHTS
TRIM WEIGHT TABLE

C/T DISK REAR FACE TRIM WEIGHT CLASS A B C D E G
CLASS CLASS CLASS CLASS CLASS SINGLE
NO. 1 ALIGNED WITH FROM DATA PLATE
2 3 1 2 3 4 5 RIVET
MASTER PLANE 4
FRONT REAR 1 5 1 CL1
FACE FACE 6
7 2 CL1
8
9 3 CL1
10
NUMBER OF HOLES
4 CL1 CL2
EACH SIDE OF
ORIGINAL TRIM
C/T DISK FRONT FACE 5 CL1 CL1 CL2
WEIGHT LOCATION
MANUFACTURED HEADS 3 2
4 1
ON INSIDE OF RIM, BOTH 5 6 CL1 CL1 CL2 CL3
PLANE 6 LIGHT
PLANE 7 OFFSET 7 CL1 CL3 CL4 CL5
SINGLE
B FACE A 8 HEAVY
RIVET
9 OFFSET 8 CL3 CL4

10
TRIM WEIGHTS MUST BE EQUAL IN CLASS, POSITION AND

OFFSET BOTH PLANES A AND B ORIGINAL POSITION OF TRIM
WEIGHT (REF. DATA PLATE),
NOW OCCUPIED BY NEW
DETAIL WEIGHT.
FIRST SECOND THIRD FOURTH 40 2 3
39
WEIGHT WEIGHT WEIGHT WEIGHT C/T DISK ASSEMBLY 38 4
1
N/R NOT BALANCING RIM 37 5
B 05 L B 08 H G 10 N N/R
REQUIRED 36 5 6
HOLES
35 7
DENOTES WEIGHT OFFSET 34 8
IN RELATION TO FIRST HOLE
DENOTES TRIM WEIGHT CLASS OCCUPIED BY WEIGHT 33 5 9
A CLASS 1 RETAINING RIVET FROM HOLES
B CLASS 2 NO. 1 IN DIRECTION OF ARROW 32 10
C CLASS 3 NUMBER FROM 01 TO 40 DENOTES H. HEAVY OFFSET
D CLASS 4 POSITION OF FIRST RIVET RETAINING 11
L. LIGHT OFFSET
E CLASS 5 TRIM WEIGHT FROM NO. 1 IN N. NO OFFSET 12
G NO WEIGHT, RIVET ONLY DIRECTION OF ARROW (WEIGHT SYMMETRICAL)
ALTERNATIVE TRIM WEIGHT LOCATION 13
DETERMINED USING TRIM WEIGHT TABLE

COMPRESSOR TURBINE BLADES
Function : The sulphidation attack can be described in four levels:
Extract energy from the hot gases Stage 1 :

Mild sulphidation: Evident slight roughness of surface and
Construction : breakdown of the coating layer.
The compressor turbine blades are made from a nickel Stage 2 :

alloy, using a casting process known as Single Medium sulphidation: Heavy roughness of the surface,
Crystal. Base material is attacked, Blade integrity still not affected.
The blades have firtree retention design.
The blades are coated with platinium aluminide coating Stage 3 :
Severe sulphidation: Heavy roughness of the surface,
The blades are serialized for life tracking purpose. Built-up of blister, Base material is attacked, Blade integrity
is affected.
C.T. Blades Retirement Life :
Stage 4 :
- PT6C-67C : 10 000 Hours or 60% Creep life from Deep penetration with metal separation. Blade fracture
DCU. imminent. Unbalance of rotor assembly. Operation is
- PT6C-67D : 10 000 Hours or 60% Creep life from unsafe.
DCU.
Maintenance :
If sulphidation of the C.T blades is experienced a boroscope

inspection should be scheduled to monitor the
sulphidation stage.
The customer can reduce sulphidation progress by

establishing a regular Compressor Turbine wash (rinse).
This will be done in conjunction with the compressor
desalinization wash.

COMPRESSOR TURBINE BLADES
STAGE 1 - MILD SULPHIDATION STAGE 2 - OXIDE FAILURE

EVIDENT SLIGHT ROUGHNESS OF SURFACE ROUGHNESS OF SURFACE IS MORE EVIDENT
DUE TO SOME GROWTH AND BREAK DOWN AS BREAKDOWN OF THE OXIDE SCALE LAYER
OF THE OXIDE LAYER. CONTINUES. DEPLETION OF CHROMIUM FROM
DEPLETION OF CHROMIUM HAS NOT STARTED. UNDERLYING ALLOY HAS STARTED.
MECHANICAL INTEGRITY IS NOT AFFECTED MECHANICAL INTEGRITY STILL NOT AFFECTED.
STAGE 3 - SEVERE SULPHIDATION STAGE 4 - CATASTROPHIC ATTACK

OXIDATION OF THE BASE MATERIAL HAS DEEP PENETRATION OF SULPHIDATION ATTACK
PENETRATED TO SIGNICANT DEPTH. WITH LARGE BLISTER OF SCALE. LOSS OF
BUILD-UP OF BLISTER SCALE STRUCTURAL MATERIAL LIKELY TO RESULT
NOTICEABLE. MECHANICAL INTEGRITY IN BLADE FRACTURE.
SERIOUSLY AFFECTED.

COMPRESSOR TURBINE WASH
Function : Caution:
Do not motor engine for more than 30 seconds. Observe
Remove salt deposits from the turbine section of the engine
starter-cooling period (ref. Aircraft Maintenance Manual)
to minimize sulphidation of the turbine blades.
Method : Prior To Washing, Make Sure That :

- Ignition is “OFF”
Motoring wash with turbine wash tube inserted in igniter - Cabin bleed is “OFF”
port.
Note:
Description :
- Refer to the Engine Maintenance Manual (chapter
71-00-00) for compressor wash procedure and wash
The washing medium used is drinkable water. It is
schedule recommendations (05-20-00).
recommended that this procedure be carried out when
- The washing mixture is injected into the combustion
operating in a salt laden atmosphere.
chamber with a wash tube inserted in an igniter port
- When the temperature is below +2°C (36°F), isopro-
It is also recommended to perform the turbine wash in
pyl alcohol must be added to the water to prevent
conjunction with compressor wash. It is essential that the
freezing. (refer to the Engine Maintenance Manual
compressor section be washed first (refer to compressor
for proper mixtures).
section in this manual).
- An engine drying run is required after internal or
external washes.
Water is injected into the turbine section using a turbine
wash tube through one igniter port. Ensure that the arrow
sign on the tool tang is pointing towards the engine.
The procedure to perform the turbine wash is identical to

the compressor desalination wash. Refer to the Engine
Maintenance Manual chapter 71 for more details.

COMPRESSOR TURBINE WASH
ENGINE
SIDE
VIEW B
TURBINE WASH TUBE

PWC 70283 SPARK IGNITER
DETAIL A
DETAIL B SIMILAR

SHROUD HOUSING AND SEGMENTS
Function :
Supports 10 shroud segments and retaining ring to make a

close tolerance ring at the compressor turbine blade tips
and make the sealing between stations 3 and 5.
Description :
Machined from stainless steel with external and internal

holes for cooling of the compressor vane ring and shroud
segments.
The shroud housing is bolted to the small exit duct. The

sealing with the small exit duct is achieve by a special crush
seal.
Shroud Segments :
Machined from nickel alloy. A class number, to match

different compressor turbine diameter, identifies the
thickness of the segments.
Shroud segments are installed into the shroud housing

grooves and held in place with a retaining ring. The
segment class is selected to match compressor turbine
diameter.
They are then machined (by grinding) to achieve the

required tip clearance between the compressor turbine
blades and the segments within specified limits (.020").

SHROUD HOUSING AND SEGMENTS
SHROUD HOUSING CRUSH SEALING RING

POWER TURBINE
HOUSING
INTERSTAGE SEAL
RING
SHROUD SEGMENT
TIP
CLEARANCE
VANE RING
SEAL RING
COMPRESSOR
TURBINE (REF.)

POWER TURBINE VANE RINGS (STATORS)
Function : Operation :
Directs and increase the speed of the gases to the power Gases leaving the compressor turbine are accelerated
turbines at the optimum angle and speed. through the power turbine vane rings while rotating the
Convergent vanes change static pressure into velocity. power turbines.
Description : The power turbine vane ring is held in place by bolts fitted in
the exhaust case. The riveted inner baffle directs air close
Nickel alloy casting with a riveted sheet metal inner section to the power and compressor turbine disks for cooling.
used to direct air for cooling and also used to support an The selection of vane classes allows optimization of N1/NG
abradable seal (honeycomb). Installed inside the exhaust versus ITT during engine test.
case by lug to slot arrangements to prevent rotation.
Effect Of Vane Area Class On NG And ITT
First Stage Power Turbine Vane Ring : (At Constant Power) :
- Classed for performance efficiency. - Increase Area =N1/NG Ý ITT ß

- Coated with diffused aluminide coating. - Decrease Area =N1/NG ß ITT Ý
Second Stage Power Turbine Vane Ring : Maintenance
- Not classed. Unscheduled :

- Not coated.
- Refer to engine Maintenance Manual for inspection
limits.
NOTE:
- Replace with the same class

POWER TURBINE VANE RINGS (STATORS)
T5 PROBE SLOT
OW ANTIROTATION
AIRFL LUGS

POWER TURBINES
Extract energy (33%) from the gases to drive the aircraft The power turbines extract the energy necessary to drive
transmission. the transmission and main rotor.
Description : Firtree serrations provide a firm attachment and allow for

thermal expansion differences between the blades and
The two power turbines are made of forged nickel disks. disk.
Blades are retained in firtree serrations with rivets.
The rotational energy extracted by the power turbine is
Power Turbines : transmitted to the aircraft transmission through the power
- Machined from nickel alloy turbine shaft.
- Blades attachment by firtree serrations.
- Rivets used to retain the blades on the disk. Removal of the power turbine assembly is possible at field
- Disks coupled together. level to allow tear down for the hot section inspection.
- 2nd stage disk is splined to the power turbine shaft.
P.T. Blades Retirement Life :
Power Turbine Blades (44) each :
- Directionally solidified alloy (DS blade, uncooled) Note:
- Shrouded blades for reduced gas leakage at the tip Rotation: ................................................................CW
with and abradable seal (no segments). 100% NF/N2/NPT:................................... 21 000 RPM
- Diffused aluminide corrosion resistant protective Maximum speed:..................................... 111% (RPM)
coating.
Both power turbine disks are limited in cycles
(refer to chapter performance for details).
- PT6C-67C : 15 000 Hours or 50% of creep life from

DCU.
- PT6C-67D : 15 000 Hours or 50% of creep life from
DCU.

POWER TURBINES
W
FLO
AIR

AIR SYSTEMS
Secondary air system Hot section cooling
General : General :
The secondary air system consists of all the pressure air Internal passages in the engine guide P3 air for cooling of
that is not used directly to produce power. various hot section components like, combustion chamber,
turbine disks and vane rings.
Of All The Air Entering The Power Section :
3 ports located at 3, 6, 9 o'clock position on the gas
- Primary air system (power production) generator case can be used to deliver P3 air pressure for
- 25% is used in the combustion process. airframe application (heater, etc.).
- 60% is used to cool the combustion gasses.
- Secondary air system Operation :
- 8% is used for hot section cooling.
- 2% is used for labyrinth / carbon seals and P3 cooling air is taken from the gas generator section and
compressor bleed off valve. guided with various baffles to provide cooling and prolong
- 5% is allowed to airframe use. hot section components life. Once the air has been used for
cooling, it is evacuated in the gas path.
3 sources of air are used In the Secondary Air System :
Air that flows into bearing compartments is evacuated via
- P2.5 interstage air pressure. the oil scavenge system (described in chapter Oil System).
Sealing of No.1 Bearing cavity (described in chapter
Oil System). Maintenance
- P2.8 interstage air pressure.
Compressor bleed valve discharge pressure Unscheduled :
- P3 compressor delivery pressure.
Cooling of hot section parts - Ensure no leak exists on airframe air bleed system.
Sealing of bearing compartments (described in
chapter Oil System).
Operation of compressor bleed off valve
Operation of FMM
Cabin bleed (heating) 5% maximum.

SECONDARY AIR SYSTEM
A COOLING AIRFLOW THROUGH

COMPRESSOR TURBINE VANE

EXHAUST CASE
Function : Maintenance
Direct the exhaust gases to atmosphere. Scheduled :
Description : - PT6C-67C : Check for cracks and/or distortion every

900 hours or 12 months.
Heat resistant nickel base sheet metal construction. - PT6C-67D : Check for cracks and/or distortion every
600 hours or 12 months.
Operation :
Note:
Gases leaving the power turbine are finally expelled to the
- Exhaust rotation is possible at field level on the
atmosphere through the exhaust duct.
PT6C-67C only.
The exhaust case is used to collect and straighten the gas
flow as it exits the power turbine area. This ensures that all
exhaust gases are discharged directly to atmosphere in an
efficient manner.
Exhaust duct orientation:
- PT6C-67C 60º either side inboard

(Left BS 1019 - Right BS 963)
- PT6C-67D 90º

EXHAUST

HOT SECTION TROUBLESHOOTING
Probable Cause Symptoms At Constant Power Action Required
NG/N1 ITT Wf
Seal rings leak Þß Ý Ý Reposition or replace seal rings.

(C.T.Vane &
Interstage)
Gas leakage at ß Ý Ý
junction between Lap sealing faces. Replace parts if distorted
small exit duct and
vane ring
Burnt CT vane ring ß Ý Ý Replace vane ring
(larger throat area)
High CT tip ß Ý Ý Replace shroud segments to restore clearance.
clearance Replace turbine if blades are worn out
Eroded compressor ß Ý Ý Send assembly to an authorized facility for blade
turbine blades replacement
Note :
Hot section problems are all characterized by high ITT. NG usually goes down or remains constant.

HOT SECTION SEALING
A COOLING AIRFLOW THROUGH

COMPRESSOR TURBINE VANE

BLANK PAGE

CHAPTER 4 - AGB & OUTPUT SECTION
CHAPTER 4
ACCESSORY GEARBOX
&
OUTPUT SECTION
PT6C-67C/D TRAINING USE ONLY AGB & OUTPUT SECTION 4.1

ACCESSORY GEARBOX (AGB)
Purpose :
Provide Drive Pads For Engine Driven Accessories :
- Starter-generator
- Permanent Magnet Alternator (PMA)
- Fuel Management Module (FMM)
- Oil pumps
Drive the centrifugal breather impeller (oil separator)
Support Engine Mounted Accessories And Components :
- N1/NG speed sensor

- Fuel heater
- Oil filter
- Oil filter impending bypass indicator (pop-out)
- Oil Cooler (Fuel Cool Oil Cooler)
- Chip detector
- Cold start valve
- Oil pressure regulating valve
- Oil pressure sensor
- Oil temperature / low oil pressure switch
- Oil filler neck

ACCESSORY GEARBOX
BREATHER
OIL FILTER
INPUT SHAFT
NG/N1 SENSOR
STARTER / GENERATOR
PMA CHIP
STARTER/ DETECTOR
GENERATOR
PMA
FMM
FMM
OPTIONAL
OIL PUMP
GEAR
FCOC

ACCESSORY GEARBOX
Description : Accessory drive specification :
The Accessory Gearbox (AGB) consists of two machined Spline Speed

Aluminum casings, which are the front and rear housings. Drive Pad Rotation
Lubrication (RPM)
These housings are bolted together with the compressor Starter Wet type 11 896 CW
inlet case at Flange "G". Generator Oil mist
The front face of the AGB housing and rear face of the Permanent N/A TBA CW
compressor inlet case makes the integral oil tank. Magnet
Alternator
The AGB is driven by the compressor rotor (N1/NG)
Wet type TBA CW
FMM
Operation : Oil mist
10 roller type bearings support: Speed given at 100 % N1/Ng

- The starter generator gearshaft.
- The Permanent Magnet Alternator (PMA) gearshaft.
- The Fuel Management Module (FMM) gearshaft.
- The idler gear.
- The input gearshaft.
The oil pumps gear is supported by bushings.
Maintenance
Unscheduled :
- Accessory drive lip seals replacement

ACCESSORY GEARBOX
CARBON SEAL STARTER GEARSHAFT

OUTPUT SECTION
Function :
• Support the No 5 bearing

• Support two Torque/NPT/N2/NF sensors
• Connect mechanically the engine to the aircraft.
Description :
The output module consists of a machined Aluminum cas-

ing closing the engine. The housing is bolted to the Exhaust
case at Flange "A".
The rear face will be attached to the Torque tube which is

connected to the aircraft transmission.
A part of the output shaft, made of two concentric hollow

shafts with toothed wheels, is designed to provide the
torque signal by the proportional deflection of the output
shaft.

OUTPUT SECTION
TORQUE PROBE THERMOCOUPLE HARNESS FUEL MANIFOLD ADAPTER

NO.5 BEARING ASSEMBLY AND NOZZLE ASSEMBLY
SUPPORT HOUSING
GAS GENERATOR CASE
T5 WIRING
TORQUE SHAFT EXHAUST DUCT HARNESS DIFFUSER TUBE
OUTPUT
SHAFT
OUTPUT
SECTION POWER
HOUSING TURBINE
SHAFT
POWER TURBINE
SHAFT HOUSING SECOND STAGE COMPRESSOR STUBSHAFT
POWER TURBINE POWER TURBINE
SECOND STAGE STATOR COMPRESSOR TURBINE STATOR
BEARING NO. 5 POWER TURBINE FIRST STAGE SINGLE STAGE COMPRESSOR TURBINE
CLASSIFIED FIRST STAGE POWER TURBINE STATOR

BLANK PAGE

CHAPTER 5 - OIL SYSTEM
CHAPTER 5
OIL SYSTEM
PT6C-67C/D TRAINING USE ONLY OIL SYSTEM 5.1

OIL SYSTEM
Function :
Supply a flow of filtered oil to the engine in order to cool,
lubricate and clean different components.
OIL FILLER NECK
AND CHECK VALVE
Description :
The engine lubrication system is a regulated system and
consists of : an integral oil tank, a pressure system, a
scavenge system, a cooling system and a breather system.
OIL FILTER
BYPASS INDICATOR
Oil Tank :
PRESSURE
- The oil tank is integral with the engine REGULATING VALVE
- It is the annular cavity created in the air inlet case and BREATHER
the accessory gearbox front cover. STRAINER
- A drain plug located at the bottom of the inlet case,
OIL FILLER CAP CHIP DETECTOR
permits drainage of the oil tank.
- Oil level indication is achieved by means of oil level
sight glasses on each side of the accessory gearbox OIL FILTER
- An oil filler neck equipped with a check valve prevent
loss of oil in the event of a cap not properly installed.
OIL LEVEL
Pressure System : SIGHT
A pressure-regulating valve regulates the oil pressure. GLASS
Scavenge System :
The scavenge system returns the oil to the gearbox by
means of : Gravity, blowdown or dedicated pumps.
All returned oil, flow by a magnetic chip detector, located at OIL TEMPERATURE
the inlet of the oil tank. OIL FILTER LOW OIL PRESSURE
FUEL COOLED
DRAIN OIL COOLER MAIN OIL PRESSURE SENSOR
Cooling System :
Done by engine mounted fuel heat exchangers and air inlet
fins (Fuel Cooled Oil Cooler FCOC and fuel heater).

OIL SYSTEM
Breather System : CAUTION:
P2.5 and P3 air pressures are used to pressurize various Do not mix different brands or types of oil because their
bearing cavities for sealing. The air/oil mixture from the different chemical structures can make them incompati-
bearing cavities is routed to the accessory gearbox via the ble.
scavenge system. The air is then separated from the oil and
vented overboard through the impeller type, centrifugal SEAT
breather.
COVER
Servicing : SPRING
COLD START
- Approved synthetic oils are listed in engine VALVE
maintenance manual (chapter 72-00-00).
- Check oil level within 10 minutes after shut down. PRESSURE
OIL FILTER REGULATING
- No scheduled oil drain period. BYPASS VALVE VALVE
Maximum Oil Consumption : COVER

- 0.25 lb/hr oil consumption should be measured over a
10-hour period (2.5 lb/10 hr.).
- 2.5 lb = 1.2 US quart or liter (approximately)
Oil tank capacity : ................ 8.0 litres / 8.45 US Quarts

Oil quantity ........................... 2.2 litres / 2.33 US Quarts
(Min to Max on oil level sight glass)
Normal oil pressure : ........... 90 - 130 Psi
Minimum pressure : ............. 60 Psi A
STRAINER
LOCATION
Oil Temperature Limits (Typical) :
Starting : ............................... - 50°C min.
Take off : ............................... 10°C to 140°C
Normal :.................................100°C to 130°C OIL PRESSURE
PUMP
Maximum (30 Minutes) : .....140°C
OIL PRESSURE
PUMP INLET
VIEW A SCREEN

OIL PRESSURE SYSTEM
Description : Pressure Regulating Valve (PRV) :
The oil pressure system has one pressure pump, a - Located next to the cold start valve
pressure regulating valve, a cold start valve, an oil filter, with - Field adjustable valve
bypass valve and bypass indication, various screens and - Used to set the oil system pressure to a predeter-
jets, a fuel cooled oil cooler and a fuel heater. mined value for a specified compressor speed and oil
temperature.
Operation : - This ensures :
- Every engine oil system exhibits similar perfor-
Oil is drawn from the tank, through a protective screen, to mance characteristics.
the inlet of the positive displacement, gear-type, pressure - Adequate lubrication is achieved throughout the
pump. entire operating range.
Cold start valve : The oil is then routed to the fuel cooled oil cooler, on the
AGB in order to maintain acceptable oil temperature.
- Located immediately at the outlet of the pressure
pump. The oil is used by the fuel heater to maintain proper fuel
- It provides a safeguard against excessive pressure temperature (details are given in the fuel system chapter).
build-up due to high oil viscosity in cold weather
operation. Oil pressure sensors located downstream of the fuel heater,
- The cold start valve opens at 200 Psig and returns oil provides the cockpit with system pressure indication, low oil
into the oil tank. pressure caution and oil temperature (details in indicating
chapter).
Caution:
The oil is then directed to the various locations of the
- Do not mix different brands or types of oil because engine.
their different chemical structures can make them All bearings are protected with last chance type strainers.
incompatible
- When changing from an existing oil to a “third gener-
ation” oil, P&WC strongly recommends that such a
change should only be made on a new or freshly
overhauled engine

OIL PRESSURE SYSTEM
BREATHER AIR BYPASS INDICATOR

TO EXHAUST
ENG CHIP
CHIP DETECTOR
STRAINER
OIL FILTER
CENTRIFUGAL
NO.4 BRG NO.3 BRG IMPELLER
OIL FUEL
TANK HEATER
NO.2 NO.1
BRG BRG
NO.5 BRG COLD START
VALVE
PRESS. REG.
VALVE
FUEL COOLED
OIL COOLER
(FCOC)
OIL TANK DRAIN
TO OIL PRESSURE
INDICATOR
AGB DRAIN
PRESSURE SCAVENGE PUMPS TO OIL TEMPERATURE

INDICATOR
BYPASS
PUMP VALVE
LOW OIL PRESSURE
OIL PRESS SWITCH

OIL PRESSURE REGULATION
Purpose:
Maintain oil pressure in a specific range for optimum PRESSURE SEAT
lubrication. REGULATING
VALVE
- Normal oil pressure: 90-130 Psi COLD START
- Minimum oil pressure: 60 Psi VALVE
Description:
Spring loaded pressure valve
Maintenance:
- Located at the top of the accessory gearbox the valve
is accessible from the outside.
- Rotation of the valve seat changes the spring tension
in order to increase or decrease the regulated pres-
sure.
Adjustment:
- Oil pressure check is done at 78.5% N1/NG. When oil
temperature is between 100 and 120°C, the observed TO FCOC
pressure should be between 105-110 Psi.
- Rotate the seat CW to increase oil pressure, or CCW
to decrease oil pressure.
- One full turn of the PRV = 10 Psi. OIL
PRESSURE
Note: PUMP
Do not adjust the oil pressure to compensate for
unsolved oil system problems.
Cold Start Valve:

- Prevent over pressurization of system during cold
weather starts.
- Set at 200 Psi
INLET SCREEN

OIL FILTER
Oil Filter :
- 10m micron, metallic mesh. COVER

- Non Cleanable.
- The main oil filter traps foreign particles picked-up by
the oil as it lubricates the various engine components.
- The filter is equipped with a bypass valve as a safe- OIL FILTER
guard against filter blockage.
- An impending bypass indication is provided prior to MAGNET
bypass valve actuation.
- Filter drain.
Impending Bypass Indicator : POP

OUT
- Indicate that the flow through the filter is restricted.
- Red button pop out at 18 to 24 Psid.
- Thermal lockout set at 37°C
THERMAL LOCKOUT
Bypass Valve :
Allow unfiltered oil to flow through the engine when the

pressure drop across the filter reaches 30 to 45 Psid.
Maintenance
Scheduled :
- PT6C-67C : Inspect and replace oil filter every 900

hours or 36 months. OIL FILTER
- PT6C-67D : Inspect and replace oil filter every 600 BYPASS
hours. VALVE
BYPASS

BEARING COMPARTMENT SEALING
Purpose : Maintenance :
Prevent oil from leaking outside the bearing cavities. Labyrinth and carbon seals are normally maintenance free
items. Premature wear would be an indication of severe
Description : unbalance or bearing distress, which would be evident to
the crew.
Air pressure is used to prevent oil from leaking into areas
where it is not required or where it would be detrimental to A malfunction of the oil system even though improbable,
the engine operation. may cause flooding of certain bearing cavities and possible
smoke at the exhaust or oil smell in the cabin.
The labyrinth air seal consists of two separate parts, one
stationary and one rotating. One of the two parts has Oil consumption is linked to labyrinth and carbon seal
machined grooves (knife-edges). problems
A very small clearance is maintained between the two parts No repair possible at field level.
and pressure air is allowed to leak between them to create
the required sealing. Symptoms Of Labyrinth /Carbon Seal Problems :
The carbon seal consists of one or two separate carbon Seal Location Symptoms
rings, inserted in a small housing. The shaft rotating in front
of the seal is fitted with a race. No. 1 bearing Oily inlet, compressor and Bleed
Labyrinth seal valve
Each carbon ring is spring loaded and can float into the Oil smell and/or smoke in the cabin
housing, this will permit the rings to stay in close relation
with the race. No. 2 bearing rear Oil smell and/or smoke in the cabin
Carbon seal
A very small clearance is maintained between the carbon No. 2 bearing front At HSI, cocked up oil around
rings and the rotating race. Air pressure is allowed to leak Carbon seal compressor turbine
between the carbon rings and the race to create the
required sealing. No. 3 bearing Possible smoke through exhaust on
Carbon seal start and shutdown

BEARING COMPARTMENT SEALING
P3 P3 P2.5
NO.3 BEARING NO.2 BEARING NO.1 BEARING

OIL SCAVENGE SYSTEM
Description : Accessory Gearbox :
3 of the 4 Pumps are dedicated to oil scavenging : A dedicated sump scavenges pump picks up the engine oil
- 1 pump scavenges the No. 3, 4 and 5 bearing cavity at the bottom of the accessory gearbox and returns it to the
- 1 pump scavenges the No. 2 bearing cavity oil tank.
- 1 pump scavenges the accessory gearbox (AGB)
A self-closing, magnetic chip detector is located at the inlet
No. 3, 4 And 5 Bearing Cavity : of the tank will provide the cockpit with an indication of
Engine oil pressure flowing through a venturi draws the oil potential engine distress by monitoring the oil for the
from the No. 3 bearing. The No. 4 and 5 bearing oil (by presence of ferrous metal contaminants or debris.
means of gravity) is collected at the bottom of the output
section. With external and internal lines, a scavenge pump Maintenance
return the oil to the oil tank.
No field maintenance.
No. 2 Bearing Cavity :
The No. 2 bearing cavity is scavenged using a combination
of scavenge pump and blowdown system. At low engine
speeds, the scavenge pump is sufficient to ensure proper
return of the oil from the cavity.
At higher speeds, the air introduced in the cavity at the

labyrinth seals creates a pressure in the line but the pump
can no longer evacuate the oil/air mixture. A bypass valve is
fitted on the scavenge pump inlet to reduce the flow
restriction created by the pump elements when the system
is in a "blowdown" mode.
The pump returns the oil to the AGB cavity. When the
pressure in the scavenge line overcomes the weight of the
relief valve, the ball lifts off its seat and allows air and oil in
excess, to drain directly into the accessory gearbox. The
relief valve prevents flooding of the No. 2 bearing cavity at
high engine power.

OIL SCAVENGE

BREATHER SYSTEM
Separate oil particles from air in the accessory gearbox Oil and air scavenged from the bearing cavities are directed
before evacuating the air overboard. to the accessory gearbox.
Description : The continuous flow of scavenged air and oil causes the
accessory gearbox to pressurize. Prior to venting the air/oil
- Rotary centrifugal air/oil separator mist to the atmosphere, the air must be separated from the
- Mounted on the starter generator gearshaft oil.
- Starter generator gearshaft rear end is sealed with a
carbon seal The pressure in the accessory gearbox forces the air/oil
- The centrifugal breather consists of a shrouded alumi- mist inside the breather impeller (air/oil separator).
num alloy impeller located by three pins to the face of The centrifugal force imparted by the impeller causes the
the starter-generator gear, and secured on the shaft heavier oil particles to be ejected back into the accessory
by a retaining ring. gearbox.
The relatively oil free breather air flows through the center
of the impeller and out to the atmosphere via a cored
passage in the accessory gearbox front housing.
The air is then directed towards the exhaust.

GEARBOX BREATHER
TO EXHAUST
BREATHER
IMPELLER
CARRIER
STARTER/
GENERATOR
GEAR
CARBON SEAL

OIL SYSTEM TROUBLESHOOTING
Symptoms Possible Cause And Fix
High oil pressure Check oil pressure indicating system.

Adjust/verify PRV.
Check oil level.
Check / Replace oil filter.
Low oil pressure Check indicating system.
Check for oil leaks.
Adjust/verify PRV.
Check oil level.
Oil pressure fluctuation Check oil pressure indicating system.
Replace of filter.
PRV sticking.
High oil temperature Check oil temperature indicating system.
Check FCOC for proper operation of the thermostatic valve.
Excessive oil discharged from overboard breather Oil level kept too high.
Starter generator Carbon seal (inside the AGB).
Oil leaks Blocked/restricted AGB breather tube
Oil level kept too high.
Excessive oil consumption Check for oil leaks.
Check exhaust and inlet case for traces of oil.
Blocked breather.
Note : Adjustment of oil pressure must be done only after complete troubleshooting of the oil system.

CHAPTER 6 - ENGINE INDICATING SYSTEM
CHAPTER 6
ENGINE INDICATING SYSTEM
PT6C-67C/D TRAINING USE ONLY ENGINE INDICATING SYSTEM 6.1

Function : Description :
- Provide the pilot with indications concerning the The engine indicating system, which consists of various
engine parameters during flight. sensors, probes and thermocouples mounted on the
- Provide the required data for engine condition trend engine, monitors engine performance.
monitoring and performance check on the ground.
Their signals are received by the cockpit instrumentation,
Subjects Covered : either directly through the wiring harness or indirectly
through the EEC.
- Compressor rotor speed signal (N1/NG)
- Power turbines speed signal (N2/NPT/NF) The speeds of the compressor rotor and the power turbines
- Engine Torque (Q) are monitored by magnetic pulse sensors. Compressor
- Engine Torque Shaft temperature (TQ) rotor speed (N1/NG), power turbines speed (N2/NPT/NF)
- Engine gas temperature (ITT/MGT/T5) and output shaft torque (Q) are monitored by these
- Data Collection Unit (DCU) sensors.
- Engine fuel filter impending bypass
- Engine low fuel pressure and temperature. The Interturbine Gas temperature (ITT/MGT/T5) sensing
- Engine oil filter impending bypass system monitors the engine gas path temperature, between
- Engine oil pressure & temperature the compressor turbine and the first stage power turbine
- Engine chip detector vane ring (station 5).
- T1 sensor
Other indicating systems will help the pilot in monitoring
information during the engine operation in order to warn the
pilot of abnormal situations.

DUAL FUNCTION
T1 SENSOR N1/NG SENSOR SWITCH (PT6C-67C)
OR
OIL FILTER TRIPLE FUNCTION
IMPENDING SWITCH (PT6C-67D)
BYPASS
CHIP
DETECTOR
ITT
MAIN OIL
TEMPERATURE MAIN OIL TEMPERATURE
SENSOR & LOW OIL PRESSURE SWITCH

PT6C-67C INDICATING SYSTEM SCHEMATIC
ENGINE ROTORCRAFT
FMM
DUAL
SWITCH
RS 422
DCU
PMA
PAMB
PAMBIANT
TRANSDUCER
NgA
Ng
SENSOR
Q/NfA
EEC RS 422
GSE
Nf/Q TQ
Q/NfB 28 VDC
BATTERY BUS
Q/NfC
Nf/Q RS 422
Q/NfD
T1 FUEL TEMPERATURE
FUEL FILTER BYPASS INDICATION
T5-T1 ENGINE OUT
NgB COCKPIT
AGB CHIP NgC DISPLAY
DETECTOR AND
DATA
RECORDING
MAIN OIL OPPOSITE ENGINE EEC SYSTEM
PRESSURE
SENSOR
LOW OIL PRESS. INDICATION

DUAL FUNCTION
OIL SENSOR MAIN OIL TEMP. INDICATION

PT6C-67C COCKPIT DISPLAY

PT6C-67D INDICATING SYSTEM SCHEMATIC
ENGINE ROTORCRAFT
FMM TRIPLE
FUNCTION
SWITCH
RS 422
DCU
PMA
PAMB
PAMBIANT
TRANSDUCER
NgA
Ng SENSOR
EEC RS 422
GSE
Q/NfA
Nf/Q Q/NfB
TQ 28 VDC
BATTERY BUS
Nf/Q RS 422
FUEL TEMPERATURE
T1 LOW FUEL PRESS. INDICATION
FUEL FILTER BYPASS INDICATION
T5-T1 ENGINE OUT GAUGES
NgB AND CAUTION
AGB CHIP PANEL
NgC
DETECTOR AND
NfC DATA
NfD RECORDING
MAIN OIL SYSTEM
PRESSURE
SENSOR
LOW OIL PRESS. INDICATION

DUAL FUNCTION
OIL SENSOR MAIN OIL TEMP. INDICATION

PT6C-67D COCKPIT DISPLAY
PRESSURE INDICATOR
ENGINE GREEN ARC 90 TO 130 psi
OI L YELLOW ARC 90 TO 130 psi 120
20 20 RED LINE 60 TO 145 psi 100
15 15 %
10 PSI C 10
RED TRIANGLE 130 psi
5 5 BARBER POLE 145 TO 200 psi TORQUE
0 0 80
5 0
TEMPERATURE INDICATOR
60
X10 GREEN ARC 10 TO 145 C 40 20
YELLOW ARC 145 TO 150 C
RED LINE 150 C
1. ENGINE OIL TEMP./PRESS. RED TRIANGLE 145 C
INDICATOR 4. TORQUE INDICATOR
RED LINE 100%
RGB PRESSURE INDICATOR

9 0 1
OI L GREEN ARC 80 TO 140 psi 8 2
10
20 20 RED LINE 25 AND 140 psi
7 3
20
15 15 6 5 4
110 N1 30
10 PSI C 10
5 TEMPERATURE INDICATOR
A 5
0 5
0 100 %RPM
90
40
50
RED LINE 150 C
80 70 60
X10 RED TRIANGLE 110 C
2. RGB OIL TEMP./PRESS.

INDICATOR 5. N1 TACH INDICATOR
YELLOW ARC 97.4 TO 100%
RED TRIANGLE 100%
N2 SCALE RED LINE 103.6%
N2 GREEN ARC 96.5 TO 102%
12 0 1 RED LINE 91% AND 110%
NR
11 2 YELLOW ARC 95 TO 96.5%
%RPM
10 X 10 3 AND 102 TO 110% 11 13
9 4 NR SCALE 9
8 5 ITT
7 6 GREEN ARC 91 TO 101.5% 7 CX100
RED LINE 104.6%
5 1
3
INSTRUMENT PANEL (REF.)

3. DUAL TACH. INDICATOR
DETAIL A 6. ITT INDICATOR

GREEN ARC 400 TO 775 C
YELLOW ARC 775 TO 810 C
RED DOT 810 C
BARBER POLE 870 TO 1,100 C
RED LINE 1,100 C

COMPRESSOR ROTOR (N1/NG) SPEED SENSOR
Description And Operation :
The speed sensor is located on the top left side of the AGB.
The compressor rotor speed (N1/NG) sensor is a triple coil

magnetic sensor which uses the starter generator gear
teeth in the accessory gearbox as its speed reference.
The sensor detects the passage of the gear teeth due to the
change in the magnetic flux density associated with the
proximity of the gear tooth in relation to the tip.
The sensor transmits an AC electrical signal with a

frequency proportional to compressor rotor RPM. Each of P7
the three coils is electrically independent and protected
against a short circuit in one of the other coils.
- Coil A provides speed signal to the EEC.
- Coil B provides speed signal to the cockpit.
- Coil C provides speed signal to the cockpit.
Maintenance :
The coils connected to the EEC are monitored all the time
when the EEC is operating and a fault code will be
displayed in case of defect. The EEC will write the fault in DETAIL A
the circular buffer (memory) of the DCU.
P7
b
TO EEC P1
Loss of N1/NG signal will trigger a critical fault and the EEC
B A C D E F
u
will revert automatically to manual mode of operation. E

F
TO A/C P11
K
The coils connected to the Aircraft Display System are L
wired directly to the cockpit. No fault codes are shown in

case of defect. Ng SPEED SENSOR

COMPRESSOR ROTOR (N1/NG) SPEED SENSOR

N2/NF/NPT SPEED AND TORQUE SENSORS
Description And Operation : Left Hand Sensor :
- One coil provides Torque and NF/N2/NPT signal to
The torque shaft assembly consists of two concentric shafts the cockpit for calculation (Back-up signal).(p11)
each having a toothed wheel located at one end. The - The second coil provides Torque and NF/N2/NPT
sensors detect the motion of the torque shaft teeth as a signal to the opposite EEC (remote).(p14)
result of the change in the magnetic flux associated with the
proximity of the torquemeter teeth with the sensor tip. Electrical signals from the sensors are interfaced directly to
the EEC via an electrical connector on the harness.
The outer shaft is used to reflect engine torque while the
inner acts as a reference shaft. The torsion deflection of the In case of temperature sensor problem, the EEC will
inner shaft results in a change in the angular position of its revert to a default value of 82×C. .
toothed wheel.
Maintenance
The magnetic sensors detect the variation in angular
position. The torque signal is a sinusoidal AC voltage where The coils connected to the EEC and the temperature
the phase of consecutive cycles varies in proportion to the sensor are monitored all the time when the EEC is
speed and to the transmitted torque (distortion of the operating, A fault code will be stored in the circular buffer
sinusoidal wave). (memory) of the DCU and will be displayed in the EDS in
case of defect of any part of this wiring.
A platinum-type temperature measurement resistor
provides automatic compensation for variation of shaft Coils connected to the Aircraft Display System are wired
temperature located in the sensor tip. The resistor directly to the cockpit. No fault codes are shown in case of
measures the torque shaft environment temperature defect.
(internal temperature) and sends the signal to the EEC.
Right Hand Sensor :

- One coil provides Torque and N2/NPT/NF signal to the
EEC for calculation (Main signal).
- The second coil provides Torque and N2/NPT/NF
signal to the cockpit display.(P11)
- The temperature sensor provides, to the EEC, a signal
proportional to the temperature surrounding the torque
shaft.

PT6C-67C NF-N2-NPT SPEED & TORQUE SENSORS
FW
D D
FW
A
B
LEFT HAND
NF/NPT
SPEED AND
TORQUE SENSOR
RIGHT HAND P9
NF/NPT
E F C D B A
SPEED AND
TORQUE SENSOR
P9 DETAIL A DETAIL B P10

PT6C-67D N2-NPT SPEED & TORQUE SENSORS
FW D
D FW
A B
DETAIL A DETAIL B
P9
E F C D B A
RIGHT HAND LEFT HAND

N2/NPT SPEED & N2/NPT SPEED &
TORQUE SENSOR TORQUE SENSOR
P9 P10

BLANK PAGE

TORQUE SYSTEM CALIBRATION
Calibration Purpose :
• Match indicated torque to dynamometer torque. Indicated U ntrim m ed
• Compensate for machining tolerances and minor Torque
material inconsistencies of the torque shaft. R ef.
500 N /m
Calibration : (370 lb/ft) Slope
(G ain)
At engine test, the engine indicated torque is compared with

the dynamometer torque. Any deviation from the reference
line requires a correction.
The trim values (Datum & Slope), established in the test
cell, are set in the DCU memory. The torque trim data,
stored in the DCU memory can be accessed by using the
Ground Support Equipment. D atum 500 N /m (370 lb/ft)
(B ias) D ynam om eter
Datum : Torque
Correction required bringing indicated torque to zero when

the engine does not produce any power.
Slope :
Correction required bringing the rate of change of indicated

torque identical to the rate of change of the engine pro-
duced torque.
Maintenance :
• No field adjustment

TORQUE SYSTEM CALIBRATION
N2/Nf/NPT SPEED
& TORQUE DATUM
SENSOR
TORQUE TRIM SETTING
SLOPE 0.899 DATUM 0.20%
LOCKING
PIN
REFERENCE TORQUE
SHAFT SHAFT
LOW TORQUE
HIGH TORQUE

INTER TURBINE TEMPERATURE INDICATION (ITT)
Purpose :
POWER TURBINE
Provide the pilot with an indication of the engine STATOR HOUSING
temperature between the compressor turbine and the first
stage power turbine stator (at station 5).
Components :
WIRING
- 8 probes Chromel / Alumel thermocouple Harness. HARNESS
- T5 Connection T5 PROBE CLIPS
- T1 probe as cold junction
- Electrical wiring harness.
- EEC.
- Aircraft indicating system.
Operation :
T5 is the average temperature of 8 specific locations

(thermocouple tips) within the gas path and therefore does
not represents the exact average temperature at station 5.
The actual temperature is calculated at engine test and is

used to determine engine acceptance. To obtain an
average reading (T5), the thermocouples are connected in TERMINAL
parallel.
As temperature increases, an increasing voltage (T5 signal)

is generated at the Chromel / Alumel junction of each
thermocouple. The average T5 signal is sent to the EEC
where it is processed, (calculated, trimmed, and formatted
in computer word). The signal is used by the EEC and EXHAUST
T5 WIRING DUCT
transmitted to the Indicating System.
HARNESS

INTER TURBINE TEMPERATURE INDICATION (ITT)
The trim value (correction factor), established in the test
cell, is set in the DCU memory. The programming
procedure is performed with the Ground Support
Equipment.
The ITT signal is transmitted to the aircraft indicating

system via the EEC
A back-up signal is sent directly to the indicating system to

be used as an alternate source of indication in case of EEC
malfunction.
Maintenance
Special Tool :
- Barfield tester TT1000 (TT1200) or equivalent.
Loop Resistance :
Disconnect all leads from T5 terminal block on the exhaust
case.
Measure loop resistance of T5 system between alumel and
chromel terminals.
Refer to Engine Maintenance Manual for resistance limits.
- 1.30 to 1.55 Ohms
Insulation Resistance :
Connect test set to alumel or chromel terminal and ground
(exhaust case), measure insulation resistance. ALUMEL
- 5,000 Ohms minimum
Heat Response (If Access To The Probes) : CHROMEL

Connect test set to alumel and chromel leads. Heat each
probe individually and verify for positive response.

ITT SYSTEM CALIBRATION
Purpose :
DATA PLATE
Provides a means to adjust the indication in order to get a
true and accurate representation of the engine temperature ITT TRIM 70 ºC
(Corrected for sampling error).

COCKPIT
Calibration : INDICATION DCU
The ITT temperature is trimmed down to a temperature TRIM
calculated to represent the engine temperature at take-off EEC
power. The trim value is programmed directly into the DCU
memory.
The amount of trimming is provided to the EEC in term of a

value in °C by the DCU during the initial EEC starting phase
only (Boot). The trim value (in °C) is indicated on the power TERMINAL T1 PROBE COLD
section data plate and in the engine logbook. JUNCTION
Note :
- Always clean connections carefully to ensure the sys-
tem's resistance is not disturbed.
- If several probes are broken or damaged, the loop
resistance would not necessarily fall outside the AL (-)
allowable tolerance. However, erroneous temperature CR (+)
indications could occur due to reduce sampling.

INLET TEMPERATURE SENSOR (T1)
Operation :
The T1 sensor incorporates cold junctions for the ITT

thermocouples and a platinum Resistance Temperature
Device (RTD) element (used for control limiter logic).
The active portion of the sensor is located near the inlet to

the compressor inlet scroll, thereby giving a signal
proportional to engine air inlet temperature (T1).
The T1 sensor also includes an electrical connector through

which all temperature signals are transmitted to the
Electronic Engine Control unit (EEC).
The incorporation of cold junctions in the T1 sensor for the

ITT thermocouple removes the necessity to use
thermocouple material in the main engine electrical
harness and thereby reducing the possibility of errors due
to secondary junctions.
PT6C-67C ......... 12 O’clock position

PT6C-67D ......... 3 O’clock position
A
P6
E
VIEW A

Function :
- Provide ITT. & Q trims values to the EEC, for property

differences in the measuring system.
- Stores Engine S/N.
- Stores Compressor cycles.
- Stores Compressor Turbine cycles.
- Stores Power Turbines cycles.
- Stores Compressor Turbine blade Creep life.
- Stores Power Turbine blade Creep life.
- Stores Engine running time (not flight hours)
- Stores Exceedances detected by the EEC
Description :
The DCU is an electronic device contained in a compact

metal container.
The DCU made by DOWTY Aerospace is installed on the

engine and interfaces with the EEC by a branch of the
electrical harness. The DCU and EEC are working with an
RS-422-A serial connection. The data stored in the DCU is
specific to the engine, for this reason the DCU should not
be transferred between engines.
P4
Operation :
The DCU is driven by the EEC and operates in three distinct

modes :
1. Power-up mode
2. Operational mode
3. Fault mode

Power-up Mode :
When the EEC energizes the DCU, an initialization and a
test sequence are performed. If the test is completed
correctly, the DCU enters in operational mode. If a fault is DCU
detected during the test sequence, the DCU enters in fault
mode.
Operational Mode :
At the end of the power-up sequence, the DCU return ITT &
Q trim values, Cycles, Identification to the EEC. Then the
DCU wait (sleep) for commands from the EEC.
Fault Mode : P4
During fault mode, the DCU will set the internal fault
indicator and will respond only to specific EEC commands.
Maintenance
Scheduled :
- Enter the accumulated cycles for each rotor Caution:
component in the Engine Logbook as per engine
maintenance manual. When you remove a DCU to replace it with another one,
Unscheduled: make sure that the Trim values (Q and ITT) and the
- Reprogramming of replacement DCU using a Accumulated Total Cycles and blade creep life that are in
dedicated harness and a computer or Ground Support its memory module are recorded. These values will then
Equipment with the appropriate software. be entered into the replacing DCU. If you can not get the
values from the DCU, you can get the Trim values from
Note: the engine Data Plates and the Accumulated Total Cycles
from the Engine Logbook.
The EEC writes the last total (Running time and Cycles)
in the DCU during the engine run-down when the EEC
detects a shutdown. The aircraft electrical power should
not be turn off before the engine stops.

PT6C-67C FUEL SWITCH (DUAL FUNCTION)
Purpose :
Provide signals to the pilot for: DUAL FUNCTION

- Fuel filter pre-blockage situation FUEL SWITCH
- Fuel temperature.
Description :
The dual function switch (fuel filter impending bypass and

fuel temperature) is installed at the top of the fuel-metering
module (FMM).
1. The fuel temperature sensor is a platinum resistor type

giving an indication of the fuel temperature at the outlet of
the fuel filter (outlet the fuel heater).
2. The differential pressure to activate the impending

bypass switch is 8 to 10 Psid. The switch gives an
electrical ground to the indicating system, in order to
illuminate the amber “FUEL FILT “ capsule of the caution
indication block.

PT6C-67D FUEL SWITCH (TRIPLE FUNCTION)
Purpose :
Provide signals to the pilot for : TRIPLE FUNCTION FUEL SWITCH

- Fuel filter pre-blockage situation
- Fuel temperature
- Low fuel pressure
Description :
The triple function switch (fuel filter impending bypass, fuel

temperature and low fuel pressure) is installed at the top of
the fuel-metering module (FMM).
1. The fuel temperature sensor is a platinum resistor type

giving an indication of the fuel temperature at the outlet
of the fuel filter (outlet the fuel heater).
2. The differential pressure to activate the impending

bypass switch is 8 to 10 Psid. The switch gives an
electrical ground to the indicating system, in order to
illuminate the amber “FUEL FILT “ capsule of the caution
indication block.
3. The low fuel pressure switch control a light that will

extinguish at 29 Psi (2.0 Bar) on a pressure rise, and will
illuminate at 25 Psi (1.7 Bar) on a pressure decrease.

OIL FILTER IMPENDING BYPASS INDICATION
Purpose :
Provide a visual indication to the pilot in case of oil filter pre

blockage situation.
Description :
The oil filter impending bypass indicator is installed next to

the oil filter on the accessory gearbox. A thermal lockout
spring will prevent the impending bypass to be activated if
the temperature is below 37°C (100°F), to prevent false
indication in cold start conditions.
The indicator pop-out red button will extend when the A

differential pressure is above 18 -24 Psid.
THERMAL LOCKOUT
UNFILTERED OIL
FILTERED
OIL OIL FILTER
IMPENDING
VIEW A BYPASS
NORMAL
CONDITION INDICATOR
POP OUT MAGNET

OVER PRESSURE
CONDITION NOTE:
INDICATOR BUTTON
INDICATOR RISE 3/16 WHEN
POPPED OUT ACTUATED.

MAIN OIL PRESSURE SENSOR
Purpose :
Provide oil system pressure
Description :
The engine is equipped with a oil pressure transducer.
Main Oil Pressure Sensor :
The oil pressure transducer is installed next to the dual

function sensor. The transducer sends an electrical signal
to the indicating system proportional to the oil pressure for
main oil pressure indication.
MAIN OIL PRESSURE SENSOR

MAIN OIL TEMPERATURE SENSOR
Purpose :
MAIN OIL TEMPERATURE
Dual function sensor provididing: SENSOR AND
- Oil system temperature indication (MOT) LOW OIL PRESSURE
- Low oil pressure (LOP) warning indication to the pilot. SWITCH
Dual Function Sensor :
The dual function sensor is installed on the left-hand side,

of the accessory gearbox.
1. Main Oil Temperature Sensor : The probe is a platinum

resistance temperature probe. The probe sends a signal
to the indicating system.
2. Low Oil Pressure Switch : The switch gives an electrical

ground, in order to illuminate a red warning light of the
indicating system.
The low oil pressure switch control a light that will

extinguish at 30 Psi (2.0 Bar) on a pressure rise, and will
illuminate at 22 Psi (1.5 Bar) on a pressure decrease.

BLANK PAGE

CHIP DETECTOR
Function :
STRAINER A
Indicate the presence of ferrous metal particles in the oil
system.
Description :
The chip detector is made of a self-closing valve housing

and a chip plug.
The self-closing valve housing permits the removal of the
chip plug without draining the oil cavity.
The chip plug has a quick disconnect feature which allows
removal without disconnecting the electrical plug.
Operation :
If enough ferrous metallic particles are collected to bridge

the gap between the magnets of the chip plug, an electrical
ground is provided and the caution “Engine Chip” capsule is
illuminated in the cockpit.
Maintenance DETAIL A
Scheduled :
- PT6C-67C : Check for metallic pick-up and clean and
perform operational check every 900 hours no calen-
dar
- PT6C-67D : Check for metallic pick-up and clean and
perform operational check every 600 hours or 12 CHECK VALVE CHIP DETECTOR
months.

CHIP DETECTOR
Unscheduled :
- Whenever a chip detector capsule is illuminated,
check for metal pick-up. The oil filter must also be
checked.
4 STRAINER
P16 J14
A 53
C 50
B 31
D 28

BLANK PAGE

CHAPTER 7 - IGNITION SYSTEM
CHAPTER 7
IGNITION SYSTEM
PT6C-67C/D TRAINING USE ONLY IGNITION SYSTEM 7.1

IGNITION SYSTEM
Function : Ignition Cables :
Provide the initial spark to ignite the fuel/air mixture. The two ignition cables carry the high voltage charge from
the exciter to the spark igniters.
Description : Each cable is made up of an insulated lead inside a flexible
metal braiding and is connected to the exciter at one end
The ignition system provides the engine with quick light-ups and to the igniter at the other by coupling nuts.
over a wide temperature range. The system consists of a
dual output ignition exciter, two high-tension cable Spark Igniters :
assemblies and two spark igniters.
The system is energized from the aircraft normal 28 volt DC Two spark igniters located at the 8 and 4 o’clock positions
supply but will generate sparks in the 9 to 30 volt range. respectively on the combustion chamber outer case, are
screwed through bosses on the case to locate in the
Operation : combustion chamber.
Ignition Exciter : Each igniter has a central electrode enclosed in a semi-

conducting material.
The ignition exciter is a sealed unit containing electronic
circuitry encased in an epoxy resin. It transforms the DC The electrical potential developed by the ignition exciter is
input into a pulsed high voltage output. It is a dual channel applied across the gap between the central electrode and
capacitor discharge type. the igniter shell, which acts as the ground. As this potential
increases a small current passes across the air gap.
The unit is a capacitor discharge ignition circuit that has the
capability of storing 1.25 Joule of energy at an output This current increases until the air between the central
voltage of 8.0 kV. The Ignition Exciter is classified as a low conductor and the shell ionizes. When ionization occurs, a
tension High-Energy device, and is designed for use with high energy is discharged across the gap in the form of a
semiconductor (shunted surface gap) plugs. spark.
The spark always occurs between the electrode and the

shell.

IGNITION SYSTEM
S PA R K IGNITER COMB USTION C H AMBER LINER
GAS GENER ATOR HOUSING
INPUT CON NECTOR
IGNITION E XCITER
S PA R K IGNITERS
H. T. OUTPUT
CON NECTORS
IGNITION C A BLE S

IGNITION SYSTEM
Specifications : Caution :
Should a spark igniter be dropped, internal damage,
- Number of plugs Two
possibly not detectable by test, can occur.
- Input voltage 28 VDC
Recommendation is to replace the spark igniter.
- Input current 3.0 amps maximum
- Spark rate at 30 VDC 3.5 sparks/second
- Stored energy 1.25 Joule per channel Warning :
- Duty cycle Continuous Wait 6 minutes after switching ignition “OFF” before
- Output voltage 8,000 Volts handling any ignition components.
Maintenance
Scheduled :
- Remove and check igniter plugs for cleanliness and
erosion. Do a functional check to verify operational
capabilities every 600 hours.
- PT6C-67C : Visually check ignition cables for chafing,
burning, wear, corrosion and security every 600
hours.
- PT6C-67D : Visually check ignition cables for chafing,
burning, wear, corrosion and security every 600 hours
or 12 months.
Unscheduled :
- All ignition components are “on-condition” type mainte-
nance.

IGNITER EROSION LIMITS
0.300 IN. MAX. A
A A
MAX WEAR 0.015" WORN OUT

SECTION A-A
P3 COOLING HOLES
NEW IGNITER
SECTION A-A

BLANK PAGE

CHAPTER 8 – PERFORMANCE
CHAPTER 8
PERFORMANCE
PT6C-67C/D TRAINING USE ONLY PERFORMANCE 8.1

PERFORMANCE CHECK
Function : Procedure:
- Determine Outside Air Temperature (OAT) and P. Alt
Permits verification of engine condition over a wide range of (Pressure Altitude, Altimeter set at 29.92 Hg/1013
ambient temperatures without exceeding any limits. mb).
- Determine target torque (flight manual)
Schedule : - Check that : Cabin bleed air, Generator, Air condition-
ing of engine being tested are “OFF”.
Performance Check Should Be Performed : - Set and stabilize engine target torque, for at least one
- After engine installation. minute
- At regular interval as per flight manual. - Record observed N1/NG and ITT values
- Repeat procedure for the other engine
Description : - Determine N1/NG and ITT limits (flight manual)
- Calculate the margins (maximum values minus
All forms of engine deterioration can cause increased ITT observed values)
and fuel consumption at a given power. Compressor - If N1/NG and ITT Margins are equal or greater than 0,
deterioration, causes increase of N1/NG at given power. the engine performance is assured
Hot section deterioration, causes decreases in N1/NG at .
given power settings. Typical Power Assurance Example
The physical aspects of the installation significantly Obtain the values for following steps 1, 2 and 3.
influence the performance parameters of an installed OAT : +20°C PALT : Sea Level
engine. For this reason, the engine performance
procedures are detailed in the applicable Flight Manual. Engine NO. 1 NO. 2
The charts (curves) establishes acceptable engine 1 Target torque 82 %

parameter limits for different atmospheric conditions. The NG ITT NG ITT
check is performed at a given power (normalized torque).
The N1/NG and ITT figures obtained are then compared to 2 Observed 95% 692°C 95.5% 697°C
the curves from the aircraft flight manual.
3 Maximum 96.5% 732°C 96.5% 732°C
4 Margin (3 - 2=) 1.5% 40°C 1.0% 35°C

POWER ASSURANCE CHECK (TYPICAL)
In hover or light on wheels Generator “OFF” Heater “OFF”
Engine tested in fly condition Opposite engine in Idle Stabilize the power one minute
Record parameters carefully. Do not exceed any limits Repeat check on opposite engine
Enter chart in the torque side, move down to intercept P.Alt proceed to the right to intercept OAT line, move up to obtain the
“not to exceed” value for temperature and N1/NG. If either engine exceed the allowable temperature or N1/ NG perform the
test again after stabilization of 4 minutes. Cause of problem should be determined as soon as practical.
For Example : Torque = 82%, P.Alt = Sea level, OAT = 20°C The maximum allowed Temperature = 732°C The maximum
NG = 96.5 %
Engine Torque in % Maximum ITT in °C Maximum NG speed in %
+++70++++80++++90++++100 600++++650++++700++++750++++800 80++++85++++90++++95++++100
50 50
40 40
30 30
20 20
-1,000
10 10
0 S.L
0 0
1000
-10 -10
2000
-20 -20
3000
4000 -30 -30
5000
P alt in feet OAT in °C OAT in °C
6000
7000

HELICOPTER ENGINE CONDITION TREND MONITORING (HECTM)
Note : Data Acquisition :
This program will be available at a later date. The accuracy of the HECTM process depends on the
quality of the data entered in the computer system.
Function :
Automatic HECTM data collection system TBA..
HECTM Is A Maintenance Tool Which Allows The User To
Monitor The Engine Performance And Will : Data Entry And Calculation :
HECTM data can be processed using an IBM PC or com-
- Permit early detection of engine deterioration patible, with PWC supplied HECTM program.
- Help determine trouble area
- Increase dispatch reliability
Plotting And Trend Analysis:
- Perform repairs at the most economical time. Once the margins are established, the computer does the
plotting and displays the result on the screen or sends it to a
Description : printer. Analysis of the trend reveals extent of deviation and
possible need for corrective action.
HETCM is a process of periodically recording engine and
aircraft instrument parameters and comparing them to a
computer reference model.
Under specific ambient conditions, engine parameters such

as; a Compressor Rotor speed (N1/NG), Turbine Gas
Temperature (ITT) are predictable. The difference between
the actual engine parameters and the computer model
values will be plotted as 2 margins using a graphical chart
method.
Once a trend is established by plotting these margins, any

deviation would indicate some engine deterioration.
Analysis of the trend reveals extent of deviation and
possible need for corrective action.

SAMPLE PLOT
NI MARGIN ( 1.8 )
0.0
1.0
2.0
3.0
4.0
ITT MARGIN ( 32 )
0
15
30
45
60
HRS 1 9 17 25 33 41

ENGINE TROUBLESHOOTING
Effective engine troubleshooting implies monitoring engine Engine Limits :
parameters on a regular basis, using performance check
and helicopter engine condition trend monitoring. In case of exceedance of limits of any sort such as N1/NG,
ITT, Torque, N2/NF, the DCU will log the value and the
Effective Troubleshooting May Be Divided Into Four amount of time spend above the limit.
Steps :
The maintenance personnel should refer to the tables
1-Evaluate the symptom. published in the Engine Maintenance Manual for the action
required.
2-Logically isolate the possible cause of the problem.
3-Try quick fixes when possible.
4-Determine the corrective action required to resolve the

problem.
Remember that troubleshooting is done by comparing

engine parameters with a set of reference values for a good
engine or by looking at the trend of the parameters of one
engine over a period of time.
Note:
Any serious troubleshooting should begin with the
calibration of the instruments used in the process.

TYPICAL OPERATING LIMITS
1100
847
1050
INTERTURBINE GAS TEMPERATURE (˚C)
835
STARTING CONDIDITONS ONLY
2 1 MIN. OEI
2
INTERTURBINE GAS TEMPERATURE (˚C)

AREA C
ALL CONDITIONS EXCEPT STARTING

810
1000
AREA A
AREA 790 AREA

B C
950
AREA 775
A
900 NO ACTION NO ACTION REQUIRED AREA

REQUIRED B
CONTINOUS
870 OEI
735
2 5 10 15 20 5s
1
TIME (SECONDS) 1 2 22 3 4 5 30
TIME (MINUTES)
AREA A 1- PERFORM A VISUAL INSPECTION OF THE POWER TURBINE BLADES AND AREA A 1- RECORD MAGNITUDE AND DURATION IN ENGINE LOGBOOK.
VANE THROUGH EXHAUST DUCT. CHECK FOR FREE ROTATION OF THE TURBINES. 2- DETERMINE AND CORRECT CAUSE OF OVERTEMPERATURE.
2- RECORD IN ENGINE LOG BOOK. 3- DO A HOT SECTION INSPECTION WHEN THERE IS A
CUMULATIVE DURATION OF 15 MINUTES AND RESET DCU
NOTE: (REF. 72-00-00, INSPECTION; HOT SECTION INSPECTION).
TROUBLE SHOOTING IS RECOMMENDED (REF. 72-00-00, TROUBLESHOOTING) AREA B 1- RECORD IN ENGINE LOG BOOK, DETERMINE AND CORRECT
WHEN TEMPERATURE IS CONSISTENTLY IN AREA A CAUSE OF OVERTEMPERATURE.
AREA B 1- PERFROM HOT SECTION INSPECTION (REF. MM 72-00-00) 2- DO A HOT SECTION INSPECTION WHEN THERE IS A
CUMULATIVE DURATION OF TWELVE HOURS AND RESET DCU
2- RECORD MAGNITUDE AND DURATION IN ENGINE LOG BOOK. (REF. 72-00-00, INSPECTION; HOT SECTION INSPECTION).
AREA C 1- RETURN ENGINE WITH DCU TO AN OVERHAUL FACILITY FOR AREA C 1- RETURN ENGINE WITH DCU TO AN OVERHAUL FACILITY FOR
OVERTEMPERATURE INSPECTION/REPAIR IN ACCORDANCE OVERTEMPERATURE INSPECTION/REPAIR IN ACCORDANCE
WITH THE OVERHAUL MANUAL (REF. 72-00-00, LIGHT OVERHAUL).
WITH THE OVERHAUL MANUAL (REF. 72-00-00, LIGHT OVERHAUL).

ENGINE PERFORMANCE TROUBLESHOOTING
Engine
Parameters Probable Cause Action Required Remarks
ITT NG
Restricted inlet screen Do an inspection or a repair
Impeller dirty compressor Do a compressor wash
Foreign Object Damage or Do a borescope inspection Remove the engine if
rubs FOD limits are exceeded
Compressor Bleed Off Valve Do an inspection or a repair Check compressor bleed
stuck open off valve closing point.
Ý Ý Adjust as necessary.
Inspect/clean screen.
Replace compressor
bleed off valve.
Aircraft/Engine torque indi- Do an inspection or a repair One engine only

cating system
Aircraft/Engine torque indi- Do an inspection or a repair - OAT Pressure Alt. gage
ß ß cating system
Aircraft/engine ITT indicating Do an inspection or a repair
ß system

ENGINE PERFORMANCE TROUBLESHOOTING
Engine
Parameters Probable Cause Action Required Remarks
ITT NG
Ý or ß Aircraft/Engine NG indicating system Do an inspection or a repair
CT stator burned or flow area increased Do a borescope inspection of the

CT stator
Ý ß
Oxidation of CT blades tip or damage Do a borescope inspection of the CT

caused by rubs blades
Deterioration of hot section Do a borescope inspection
Air leaks from airframe or engine sys-
tems
Aircraft/engine ITT indicating system
Gas generator case leaks at : Do an inspection or a repair
fuel nozzles, flanges, bosses
Air leaks at gas generator case drain
Ý valves
Defective fuel nozzles or bad spray pat-
tern
Combination of Cold and Hot sections Do a borescope inspection. Deterioration of both sections could
deterioration make Ng seem unchanged
Note :
An increase in ITT. without changes to other parameters can be the result of a defective fuel nozzle. This can cause a
change in the combustion pattern and modify the distribution of the temperature.

MAINTENANCE CONCEPT
Features : The Engine has two levels of maintenance :
- 5000 hours TBO interval On Aircraft :

- No scheduled Hot Section Inspection (HSI) (only On
Condition). Trending required. - Servicing (daily, pre and post flight basis)
- Minimal line maintenance by reduction of scheduled - Periodic inspections (scheduled basis)
on-aircraft maintenance - Replacement of LRU’s (Line replaceable unit)
- No scheduled off-aircraft maintenance - Compressor wash.
- Helicopter Engine Condition Trend Monitoring - Replacement of Accessory drive seals.
(HECTM)
Off Aircraft :
Maintainability Highlights :
- Replacement of Output shaft Carbon seal.
- On condition borescope inspection. - Heavy maintenance in shop environment (hot section
- Five borescope access ports. inspection, repair and replacement of internal engine
1. Access to compressor. components beyond HSI level).
2. Access to combustion chamber liner, compressor - HSI kit available
turbine vane ring and blades. - Exhaust duct rotation.
3. Access to power turbine vane ring and blades.
4. Access to the Accessory Gearbox. Line Maintenance tool kit:
5. Access to the output module.
- Ferrous metal chip detection. - Kit number : PWC 70816
- Display of control system fault
All scheduled line maintenance can be done with the

engine installed in the aircraft.
Daily maintenance will be limited to visual checks of oil

level, oil filter impending by-pass indicator.
Periodic inspection is mainly visual inspection including

replacement of oil and fuel filters.

ROTOR COMPONENTS SERVICE LIFE
Description : Start :
Certain engine rotating parts are subject to low cycle Each time the engine is started, and it is followed by a flight,
fatigue due to cyclic operation of the engine. Additionally, it is logged as one start.
other factors such as high-frequency fatigue and
metallurgical changes related to time rather than flight Flight :
cycles, have to be considered. Each time the aircraft performs the following mission:
ground, air, ground, it is logged as one flight.
As a result, these parts must be replaced when the cycle
count limit is reached. In normal operation the EEC based Eight rotating components have Cycle limitations :
on an algorithm, similar to the formula below, calculates the - Stub shaft compressor 20,000 Cycles
cycles and the total is stored in the DCU memory. Access to st
- 1 Stage Compressor disk 20,000 Cycles
the values should be possible trough the cockpit indicating nd
- 2 Stage compressor disk 20,000 Cycles
system. rd
- 3 Stage compressor disk 20,000 Cycles
th
In case of malfunction the operator must track and - 4 Stage compressor disk 20,000 Cycles
calculate manually the cycles. - Centrifugal impeller 20,000 Cycles
- Compressor Turbine disk 12,000 / 10,000 Cycles
Rotary-wing aircraft operation often includes abbreviated - 1st Stage Power Turbine disk 12,000 / 10,000 Cycles
engine cycles. - 2nd Stage Power Turbine disk 12,000 / 10,000 Cycles
The definition of abbreviated cycle is:
Legend (For above figures only) : PT6C-67C / PT6C-67D
Idle – Takeoff – Flight – Landing – Idle –
Note:
whereas a normal of full cycle includes the foregoing plus
an engine start and a shutdown. It is the operator responsibility to ensure that no
cycle life limit is exceeded.
To simplify record keeping, during manual calculation, it is Note:
necessary that the operator only log hours, engine starts - Compressor Turbine Blade 60% Creep or 10,000 hrs,
and aircraft flights. whichever comes first.
Operators must, in addition, record each use of the OEI - Power Turbine Blade 1 st Stage 50% Creep or 15,000
rating (if any) and verify the condition reached and the hrs, whichever comes first.
action to be taken as per graph from the M.M.
The definitions of starts and flights are as follows:

ROTOR COMPONENTS SERVICE LIFE
In case of DCU malfunction the Component life is calculated manually in accordance with the following formula :
Accumulate d
é æ No . of Flights - No . of Starts ö ù
Total = ê No . of starts + çç ÷÷ + ( No . Of OEI Rating Excursions X Ext ' d cycle factor ) ú X Flight count factor
ë è Abbreviate d factor ø û
Cycles
Example For Compressor Turbine Disk:

From Maintenance Manual From Engine Log Book Cycles From DCU
Abbreviated Cycle Factor 10 Number of Starts 5 3245
Flight Count Factor 1.0 Number of Flights 15
Extended Cycle Factor 2.0 Number of OEI Excursions 1
(PT6C-67C)
Calculation :
é æ 15 - 5 ö ù
ê5 + ç 10
÷ + (1 X 2 ) ú X 1 .0 = Manual Calculated Cycles + DCU Cycles
ë è ø û
é æ 10 ö ù
ê 5 + ç 10 ÷ + ( 2 ) ú X 1 .0 = (5 + 1 + 2) X 1.0 = 8 Manual Calculated Cycle + 3245 DCU Cycles = 3253 new Cycle Value
ë è ø û
Creep Life Fomula:

The following formula calculates percentage of expired blade creep life for the manual counting method:
FlightHours
æ ------------------------------------------------------ö X 100% (Calculated to the nearest 0.001%)
Percent Blade Creep Used =
è CreepLifeLimit ( hrs )ø

CHAPTER 9 – FUEL SYSTEM
CHAPTER 9
FUEL SYSTEM
PT6C-67C/D TRAINING USE ONLY FUEL SYSTEM 9.1

ENGINE FUEL AND CONTROL SYSTEMS
Function: Control Systems Features :
Provide the engine with clean fuel at the required pressure - No main rotor droop (Isochronous governing)
and flow to permit control of the engine power. - Reduced pilot workload
- Optimized engine power
Types Of Fuel And Additives: - Improved engine response
- Precise engine control
Approved fuels and additives are specified in the Engine - Troubleshooting fault codes
Maintenance Manual, chapter 72-00-00.
The engine fuel and control systems consist of the following
Aviation Gasoline: units :
The use of Aviation Gasoline (AVGAS) must be restricted Fuel System Components :
to emergency purposes only. AVGAS shall not be used for
more than 150 hours during any period between engine - Fuel pump and filter as part of the FMM.
overhauls. - Fuel heater
- Fuel Management Module (FMM).
Caution: - Fuel Cooled Oil Cooler (FCOC)
- Ecology Fuel Accumulator.
Additives such as tetraethyl lead and phosphorus
- Fuel manifold.
compounds, usually common to gasoline fuels such
- 14 Fuel nozzles with integral flow dividers.
as AVGAS, are harmful to hot section parts from a
corrosion, sulfidation and metallurgical strength
Electronic Components :
standpoint. Use of above fuel is not recommended.
Description : - Electronic Engine Control (EEC) (airframe mounted)
- Permanent Magnet Alternator (PMA)
The PT6C-67C/D Turboshaft engine is equipped with a - Compressor Rotor speed sensor (N1/NG)
single channel Electronic Control (EEC system). - Torque & Power Turbine speed sensors (Q & N2/NF)
- Gas Temperature (ITT) sensing system
This integrated powerplant control system incorporates all - Data Collection Unit (DCU)
control units and accessories for complete automatic and - Interconnecting harnesses
manual control of the engine.

FUEL SYSTEM COMPONENTS
FUEL HEATER
FUEL FILTER
FMM
FUEL NOZZLE
FUEL MANIFOLD


FUEL SYSTEM FEATURES
Features :
- Depending on aircraft configuration, the aircraft supply

fuel with or without electrical boost pumps.
- Fuel Management Module (FMM) operative under

EEC (normal) or manual control.
- Low-pressure pump provides adequate inlet pressure

at high-pressure gear pump.
- Fuel heater
- Low-pressure fuel filter with Impending Bypass Switch

(8-10 PSID), Low fuel pressure, Fuel Temperature and
Bypass Valve (15-17 PSID).
- Gear type high-pressure fuel pump.
- Fuel Cooled Oil Cooler (FCOC)
- Ecology Fuel Accumulator.
- 7 single orifice (simplex) and 7 dual orifice (duplex)

fuel nozzles with integral flow dividers.(PT6C-67C)
- 10 single orifice (simplex) and 4 dual orifice (duplex)

fuel nozzles with integral flow dividers (PT6C-67D).
Note :
The FMM requires no adjustments.

FUEL SYSTEM
FUEL METERING SECTION

P3 BYPASS FUEL METERING
VALVE VALVE
BYPASS FLOW
LOW PRESSURE FCOC

PUMP GEAR PUMP
ECOLOGY
ACCUMULATOR
JET PUMP
DUAL OR DRIVE FROM AGB
TRIPLE
FUNCTION
SWITCH
AIRCRAFT FUEL HEATER
SHUT-OFF
VALVE
BYPASS VALVE FUEL
NOZZLES
BOOST
PUMP
LOW PRESSURE
HIGH PRESSURE
METERED
FUEL TANK FUEL FILTER BYPASS

FUEL MANAGEMENT MODULE
Function :
FUEL FILTER DUAL FUNCTION
The Fuel Management Module (FMM) works in conjunction
with the Electronic Engine Control (EEC) to control metered TORQUE MOTOR SWITCHES
fuel flow over the entire operational range of the engine.
Description : FROM FUEL

HEATER
The FMM manufactured by Woodward Governor Company
is installed on the accessory gearbox of the engine. It is an TO FUEL
electro-hydro-mechanical unit, which controls the fuel flow HEATER
delivered to the engine. It uses EEC signals, Power Lever MAIN FUEL
Angle (PLA), P3 pressure and N1/NG speed, as input SUPPLY INLET
parameters. FUEL FILTER
LOCK DRAIN
Note: OVERSPEED SOLENOID
The FMM has an integral fuel pump which delivers Nf/N2/Npt
CONNECTOR SHUT-DOWN
high-pressure fuel to the metering portion of the unit.
SOLENOID
The FMM operates in two basic modes of operation:
1) Automatic Mode
2) Manual Mode AUTO / MANUAL
SOLENOID
• In both modes the pressurized fuel is routed to the RETURN TO
Fuel Metering Valve (FMV) and to the bypass valve, TANK
which keeps a constant pressure differential across
the FMV.
• In automatic mode the FMV is controlled by a torque
motor, which is commanded by the EEC.
• In manual mode the FMV is controlled by a 3D-cam
actuated by the PLA (twistgrip).

Features :
- Enables engine starting and shutdown.
- Controls fuel flow as a function of power demand.
- Fail fixed with limited power change during transition

from EEC mode to manual mode.
- Full power selection range available in manual mode

as well as EEC mode.
- The FMM limits the rate of acceleration to prevent

engine surge during manual control mode.
- The FMM operates in N1/NG speed governing modes.

When in manual mode
PLA P3
METERED
FUEL

FMM, FUEL PUMP SIDE
Provide clean fuel under pressure to the Fuel Management Fuel enters the pump through the filter element. In the event
Module (FMM) of filter blockage, a spring-loaded piston-type bypass valve
provides an alternative route for unfiltered fuel. The gear
Description : type pump pressurizes the fuel.
- The fuel pumps are integral to the FMM
- Dual stage pump : Excess fuel (bypass) from the control side is returned to the
- Regenerative pump (low pressure) pump inlet through an ejector type pump. One carbon face
- Positive displacement gear type pump (high pump) type seal prevent fuel from leaking out of the pump.
- Pump gears are sealed with bronze bushings and
carbon seals Fuel bypass return is also used to ensure that a minimum
amount of pressure is maintained on the bushings to
Pump Capacities (Typical) reduce fuel leakage when the pump pressure increases.
N1/NG Fuel Flow Low Pressure High Pressure

Caution:
Ensure Fuel Filter bowl drain valve (lock) is pulled before
10 % 70 pph 50 Psig 150 Psig removing filter bowl.
100 % 2,200 pph 150 Psig 700 Psig
Maintenance
Filter :
- Filter bowl is lock by the drain valve. Scheduled :
- 10 micron (m) non-metallic disposable type filter.
- PT6C-67C : Inspect and replace fuel filter every 900
Impending By-Pass Indication: hours or 36 months.
A switch, activated at 8 to 10 Psid provides fuel filter pre- - PT6C-67D : Inspect and replace fuel filter every 600
blockage caution signal to the pilot. The pressure is taken hours.
between the outlet of the regenerative pump (low pressure
and the outlet of the fuel filter Unscheduled :
Filter By-Pass Valve : - FMM replacement in case of excessive fuel leak from
Piston type bypass valve set to open at 15 to 17 Psid if filter the carbon seal (See Maintenance Manual).
gets restricted

FUEL PUMP
LOCK PIN
FUEL FILTER
LOCK SLOT
FUEL
FILTER BOWL
GEAR PUMP
(HIGH PRESSURE)
REGENERATIVE PUMP
(LOW PRESSURE)
CARBON SEAL

FMM, FUEL METERING SIDE
Internal Components Operation : Fuel Metering Valve (FMV) :
High Pressure Relief Valve : The FMV is rotated by the Torque Motor system in EEC
mode or by the 3D Cam linkage in manual mode.
The relief valve protects the control and pump from
abnormal high pressures. The overpressure is discharged Rotation of the valve sets the metering window width.
back to the pump interstage (Pb). The valve is set to open
at 750 Psid. The valve moves axially as a function of P3 to set the
metering window height position.
Bypass Valve :
Minimum Fuel Flow Orifice :
The bypass valve is a differential pressure-regulating valve.
The valve maintains a constant pressure drop across the The Minimum Fuel Flow orifice prevents the engine to
fuel-metering valve (50 Psid). The valve bypasses excess receive not enough fuel during deceleration or during initial
fuel to the pump interstage (Pb). start and prevent engine flameout. The minimum flow is set
at approximately 65 PPH.
Pc Regulator :
Wf/P3 Torque Motor Servo-Valve :
The Pc regulator provides regulated control pressure to the
Torque Motor servo valve, the Tachometer (3-D Cam), the The Torque Motor is used to position the FMV arm and
speed bias tracking servo, and the speed setting servo. valve. The Torque Motor is a dual nozzle flapper servo-
valve operated by the EEC. In auto mode, the EEC
The valve minimizes the effects of inlet pressure variation. calculates the desired Wf/P3 ratio. The calculation
The Pc pressure regulator maintains the control pressure at considers the pilot input, ambient conditions, and engine
200 Psid above the fuel pump interstage pressure. parameters.
The EEC provides the required electrical current to the

torque motor, in order to position the servo-valve. The input
current is proportional to the torque required to locate the
servo-valve at the appropriate position. The force applied by
the servo-valve changes the angular position of the FMV
arm.

FMM SCHEMATIC (FUEL)
PC REGULATOR
Pc Pb
SPRING MAX
FLOW
Pb STOP
FUEL
METERING
VALVE Ps
Pb
Pm MIN FUEL
FLOW
FUEL METERED ORIFICE
METERING FUEL
VALVE
BYPASS
VALVE
MAX Pb
P3 BELLOWS PLA
P3
Pb
HPRV
MANUAL Pb
SHUTOFF
VALVE SHUTDOWN
MIN SOLENOID
Ps SUPPLY VALVE VAPOR
VENT
Pm METERED
PC REGULATED
Pb BYPASS
METERED
SERVO PRESSURE FUEL OUTLET
P3 AIR PRESSURE PRESSURIZING
& SHUTOFF
VALVE
RETURN
TO TANK

FMM, GOVERNING SIDE (AUTOMATIC MODE)
Mode Select Solenoid, Servo, And Linkage : Because the manual mode cam linkage engages the FMV
arm before the Torque Motor servo pulls away the max.
The mode select system provides a smooth transition ratio stop, the transfer of authority is accomplished with
between the EEC mode and the manual mode. minimal fuel schedule change.
When electrical power to the mode select solenoid is Tachometer And Speed Setting System :
removed, the valve moves up and the fuel scheduling
control is changed from EEC to manual mode. The primary component of the tachometer and speed
setting system is the NG governor. The governor provides
When power is restored, control by the EEC is also stable NG speed control in response to the power lever
restored. angle in manual mode. The governor is part of the NG
speed tracking system in EEC mode.
The mode select system consists of a solenoid, a servo-
valve (MSSV), a 3-D cam with linkage, the Torque Motor A pair of flyweights senses NG speed. The flyweights, in
(servo-valve), and the Fuel Metering Valve (FMV). The FMV response to input NG speed, positions the speed servo to
has a EEC control arm and a manual control arm. provide governed fuel flows.
When the mode select solenoid valve is de-energized, it The governor provides stable NG speed control in manual
supplies control pressure (Pc) to the backside of the MSSV mode by adjusting the axial position of the 3-D cam.
piston. This causes the MSSV linkage to engage the 3-D
cam and contact the manual mode lever on the FMV arm. As the input NG speed increases, the flyweights force
increase. The flyweight force compresses the tachometer
And it also supplies control pressure (Pc) to the speed bias spring slightly, covering the servo drain port.
brake to lock the speed bias servo. The MSSV will bleed the
control pressure (Pc) from the Torque Motor, and the speed The Pc pressure is unable to drain away and pressurizes
bias pilot valve into drain pressure (Pb). the servo head area, pushing the servo toward the
flyweights. The servo compresses the spring until the force
When the Torque Motor supply changes from Pc pressure balances the flyweights at the null position.
to Pb pressure, the pressure on the head end of the Torque
Motor drops to Pb, and Pc on the rod end of the Torque
Motor servo moves against the max. Stop.

FMM EEC GOVERNING
Ps
MAX STOP MIN STOP VIEW B-B

OVERSPEED
PC OVERSPEED SOLENOID
SERVO VALVE MAX
EEC FUEL Pb FLOW
VALVE SERVO Pb STOP
Pb FUEL
INC. METERING
SPEED BIAS Ng GOV. VALVE
EEC PILOT VALVE TOP VIEW
INPUT VIEW B-B Pm
TORQUE MOTOR
SERVO VALVE PC
MIN
INCREASE Ng
PLA INPUT TACHOMETER

SE
P3
REA
ON D E C WF
SP
E
Pb MODE SELECT
A
SERVO VALVE
ED
Ps SUPPLY
B
DECREASE Ng Pm METERED
I NC R E A SE W
F PC REGULATED
D
Pb BYPASS
Ng PC Pb SERVO PRESSURE
3D CAM GOVERNOR Pb P3 AIR PRESSURE
PC
FLY WEIGHT
MODE
BLEED SELECT
TO Pb SOLENOID
VALVE
Ng GOVERNOR

GOVERNING SIDE (CONT’D)
Power Lever Linkage And Speed Setting Pilot Valve : Shutdown Solenoid Valve And Power Lever Shutoff
Valve :
The power lever linkage and speed setting pilot valve
positions the 3-D cam and the speed bias servo. When energized by the cockpit switch, the shutdown
The linkage consists of a series of mechanical links that are solenoid will open a port allowing metered pressure (Pm) to
attached to a face gear. drain into Pb causing the pressurizing valve to close.
The face gear is mounted in the housing wall and engages Shutdown can also be achieved by moving the power lever
a mating gear mesh on the 3-D cam. The face gear in the shutoff position, this will rotate the shutoff valve and
positions the 3-D cam. open a port allowing supply pressure (Ps) to drain into
bypass flow (Pb) causing the pressurizing valve to close.
The force on the linkage is applied by the speed setting
valve. The linkage has a feedback link to null the pilot valve N2/NF Overspeed Solenoid and Servo Valve :
when the cam is in the proper position. When the power
lever is rotated, it moves the speed setting pilot valve off the The overspeed system is actuated by energizing the
null position. overspeed solenoid to port supply pressure (Ps) to the
overspeed servo valve. Ps pressure moves the servo
This will either port Pc pressure to the speed setting servo, causing the fuel-metering valve to rotate and reduce the
or open the servo to Pb. This will cause the speed setting metered fuel flow to the engine.
servo to move, rotating the 3-D cam, and feeding back the
cam position with the feedback link. When the cam moves To recover, the overspeed solenoid is de-energized
to the position commanded by the power lever, the returning the overspeed servo pressure to Pb. This allows
feedback link will reposition the speed setting pilot valve in the servo to retract and transfer control of the fuel-metering
its null position. valve to the torque motor.
Pressurizing Valve :
The pressurizing valve provides two functions. The first

function is to keep a minimum pressure in the control for
proper operation. The second function is to seal metered
(Pm) flow from the manifold area during engine shut down.
It open at 125 PSI.

FMM AUTOMATIC MODE
Ps
PC REGULATOR
MAX STOP MIN STOP OVERSPEED OVERSPEED
SERVO VALVE SOLENOID
PC PC Pb
EEC FUEL Pb MAX
VALVE SERVO FLOW
Pb STOP
Pb INC.
FUEL Ps
SPEED BIAS METERING
EEC PILOT VALVE VIEW B-B VALVE
INPUT Pb
TORQUE MOTOR Pm
SERVO VALVE TACHOMETER PC
SPEED PC MIN
MAX
SETTING NG GOV.
SERVO TOP VIEW
BYPASS
MIN VALVE
MAX Pb MODE SELECT
Pb
SERVO VALVE
PLA P3
NG Pb
GOVERNOR PC Pb Pb HPRV
Pb SPEED SETTING Pb
PC PILOT VALVE
PC SHUTDOWN
MIN SHUTOFF SOLENOID
VALVE VALVE VAPOR
MODE VENT
SPEED BIAS SELECT
SERVO SOLENOID
RVDT VALVE
MIN MAX METERED
FUEL OUTLET
Pc
Pb PRESSURIZING
Ps SUPPLY SPEED & SHUTOFF
Pm METERED BIAS VALVE
PC REGULATED BRAKE Pb RETURN TO TANK
Pb BYPASS
SERVO PRESSURE
P3 AIR PRESSURE

Operation : The response of engine power versus PLA position is
dependent upon the position of the speed bias servo at the
The EEC controls the torque motor, which modulates the time of transfer from AUTO mode operation.
EEC fuel valve servo (rotation). Engine compressor dis-
charge pressure (P3) is applied to bellows assembly, which During MANUAL mode starts the PLA is placed at the 55°
axially positions the FMV. neutral position. In case of adverse starting conditions,
engine start enrichment is available via the PLA movement.
The product of angular rotation and axial position of the
FMV controls the metered fuel flow to the engine. In auto-
matic mode the manual backup mode continually tracks the Transfer Operation Mode :
actual NG speed in order to minimize the change in engine
power if a transfer to MANUAL mode should occur. Transition from AUTO to MANUAL mode and vice versa is
possible through the transfer operation mode.
Manual (Backup) Mode :
When running in AUTO mode, the mode select solenoid is
In MANUAL mode, the PLA movement force is multiplied by energized and the torque motor controls the rotational posi-
the speed setting servo, which sets the rotational position of tion of the FMV.
the 3D cam of the N1/NG speed governor.
When the electrical power is removed from the mode select
The N1/NG speed governor flyweights control the axial solenoid, the mode select servo valve disables the AUTO
position of the 3D cam in response to changes in engine mode.
gas generator speed. The 3D-cam follower arm reacts
against the FMV return spring to set the angular position of When the mode select solenoid is re-energized the switch
the FMV. over process is completed with minimum changes to the
engine power. The AUTO / MANUAL transfer results in
The P3 bellows assembly positions the FMV axially and the maximum of 10% torque transients.
combination of axial and rotational position determines the
metered fuel flow to the engine.

FUEL MANAGEMENT MODULE (MANUAL MODE)
Ps
PC REGULATOR
MAX STOP MIN STOP OVERSPEED OVERSPEED
PC SERVO VALVE SOLENOID PC Pb
EEC FUEL Pb MAX
VALVE SERVO FLOW
Pb STOP
Pb INC. FMV Ps
SPEED BIAS METERING
EEC PILOT VALVE VIEW B-B VALVE
INPUT Pb
TORQUE MOTOR PC Pm
SERVO VALVE TACHOMETER
SPEED PC MAX MIN
SETTING NG GOV.
SERVO TOP VIEW
BYPASS
MIN VALVE
MAX Pb MODE SELECT
Pb SERVO VALVE
PLA P3
NG PC Pb
Pb Pb
GOVERNOR HPRV
Pb SPEED SETTING Pb
PC PILOT VALVE PC
SHUTDOWN
MIN SHUTOFF SOLENOID
VALVE VALVE VAPOR
MODE VENT
SPEED BIAS SELECT
SERVO SOLENOID
RVDT VALVE
MIN MAX METERED
FUEL OUTLET
Pc
Pb PRESSURIZING
Ps SUPPLY SPEED & SHUTOFF
Pm METERED BIAS VALVE
BRAKE Pb RETURN TO TANK
PC REGULATED
Pb BYPASS
SERVO PRESSURE
P3 AIR PRESSURE

MANUAL MODE SCHEDULE
During manual operation, for training or in emergency, the
pilot will have to adjust the engine power up or down by
moving the power lever (PLA) acting on the Power levers.
The pilot has full authority to increase or decrease the

power. The amount of travel required for a certain amount
of power will be proportional and linear in the complete
range of PLA.
If the pilot react to quickly, the engine acceleration or

deceleration will be adjusted by the FMM in order to prevent
surge or flameout.

MANUAL MODE SCHEDULE
High power
Ng % Mid power
Low power
Neutral
Position
Range
100
50
C
U
T
O
F
0 F
-5 0 5 10 15 52.5 57.5 100
PLA Position in degrees

FUEL HEATER
Function : Note:
- Do not cross Fuel line during installation
Preheat the fuel to prevent fuel filter restriction caused by
ice crystal formation in the filter. Allowing engine operation
at lower outside temperature without the need of fuel
additives.
Description :
The fuel heater is installed on the Right-hand side of the

accessory gearbox. Fuel tubes connect it to the Fuel
Management Module (FMM).
The fuel heater has a thermal valve, which modulates the

fuel flow through the core. The wax type thermal actuator,
located upstream of the fuel outlet port, moves the valve.
When the fuel temperature is below, 33°F (0.5°C) the

thermal valve is fully closed, which means that all the fuel
flow is directed to the fuel heater core.
When the fuel temperature increases, the thermal actuator

moves the valve in response to the increased temperature.
When the fuel temperature reaches 110°F (43°C) the valve
is fully opened and fuel bypasses the heater core. In this
condition the fuel temperature should not exceed 135°F
(57°C).
Maintenance
- No scheduled maintenance.

FUEL HEATER
BYPASS HEATING
CONDITION CONDITION
OIL IN OIL IN
OIL OUT OIL OUT
CONTROL
VALVE THERMAL
ELEMENT
FUEL IN FUEL OUT FUEL IN FUEL OUT

Function :
Prevents fuel nozzle coking after shutdown.

Acts as a manifold reservoir to collect residual fuel from the
fuel manifold on shutdown.
This fuel is then reused at the next engine start.
Description :
The ecology accumulator is installed on the front bottom of

the accessory gearbox.
The cracking pressure is 60 PSI.
CAUTION:
- Do not remove cover of the Ecology Fuel Accumula-

tor during removal or installation
Maintenance
- No scheduled maintenance.

SPRING
SHUTDOWN RUNNING

FUEL NOZZLES
Purpose : Primary Flow Sequence :
Initial fuel pressure (10 PSI) and flow enter the inlet port.
Deliver and atomize metered fuel into the combustion On 7 fuel nozzles the fuel flow is allowed to pass through
chamber. primary passages towards the the fuel nozzle tips (primary
flow).
Construction : Secondary Flow Sequence :

- 1 Manifold As fuel pressure and flow increases (135 Psi), the valves
- 7 Duplex fuel nozzle adapters assemblies (PT6C-67C) move, overcoming the spring. This allows fuel flow to pass
- 7 Simplex fuel nozzle adapter assemblies (PT6C-67C) through the secondary passages towards the fuel nozzle
- 4 Simplex fuel nozzle adapters assemblies (PT6C-67D) tips.
- 10 Duplex fuel nozzle adapter assemblies (PT6C-67D)
- 14 fuel nozzle sheaths Drain Flow Sequence :
When fuel pressure drops, the secondary valve returns to it
Operation : static position. Fuel is then allowed to pass through the
On start, fuel flows through the manifold and the 7 Simplex drain passages and return into the Ecology fuel
or 4 Simplex (PT6C-67C) fuel nozzles delivering fuel to the accumulator.
combustion chamber through their primary orifices. The fuel
is sprayed circumferentially inside the combustion chamber. Maintenance
An increase in NG/N1 speed causes fuel pressure to Scheduled :

increase and the flow dividers to open the secondary flow.
The fuel flows through the secondary manifold and then 14 - Clean and do a functional check of fuel nozzles every
fuel nozzles through their secondary orifices spray fuel into 600 hours.
the combustion chamber. At this point, all the nozzles - Visual check fuel manifold for condition and leakage
deliver fuel some both primary and secondary orifices the every 600 hours.
others secondary only.
Note:
On shutdown the flow divider valve return to the seating
- Disassembly of fuel nozzles tips is not permitted in
position. Air pressure blows back the fuel towards the
the field
Ecology fuel accumulator and remove the fuel from the fuel
nozzles to prevent cocking.

FUEL NOZZLES
SEAL
SHEATH
SECONDARY
FLOW STEM SUPPORT
PRIMARY FLOW
RETAINING RING
B
A FUEL
INLET
DETAIL A
(INLET FUEL MANIFOLD)
METAL
SEAL RING FLOW DIVIDER VALVE
SHEATH PRIMARY
FLOW
LOCATION PIN
RETAINING RING SECONDARY
FLOW
DETAIL B
Ps SUPPLY
PREFORMED PACKING PC REGULATED

PT6C-67C FUEL NOZZLES LOCATION AND IDENTIFICATIONS
1
DUPLEX
FUEL 14 2 VIEW LOOKING TO REAR OF ENGINE
NOZZLE
13 3
12 4
DUPLEX
FUEL
DUPLEX SIMPLEX NOZZLE
FUEL FUEL NOZZLES (7 LOCATIONS)
NOZZLE 11 5
SPARK
IGNITER
SPARK DUPLEX
IGNITER 10 6 FUEL
NOZZLE
DUPLEX
FUEL 9 7
NOZZLE 8
OFFSET
BOLT
HOLES
MANIFOLD
MATING FACE
SIMPLEX NOZZLE

PT6C-67D FUEL NOZZLES LOCATION AND IDENTIFICATIONS
DUPLEX FUEL
NOZZLES (10 PLACES)
SIMPLEX
FUEL NOZZLES
SPARK IGNITER
SPARK IGNITER
LOCATION OF
SIMPLEX FUEL NOZZLES
VISUAL MISTAKE
PROOFING FEATURES:
INLET STRAP BAND IN FRONT

OF SIMPLEX NOZZLES
MARK SYMBOL X
ON SIMPLEX NOZZLE
IDENTIFICATION OF
SIMPLEX FUEL NOZZLES PAINT SYMBOL X
ON GGC BOSS

Purpose Operation
Provide engine oil cooling with temperature regulation. The fuel-cooled oil cooler is a heat exchanger with two flow
circuits : engine oil and fuel. The oil circuit has two flow
Components paths (bypass and internal) and a valve that controls flow
between these two paths.
- Cooler element
- Thermal sensor & valve The valve remains in the open position, allowing oil to
bypass the core until the temperature reaches 60 to 71°C
Description : (140 to 160°F).
Exchange of temperature between cold fuel and hot oil by 2 Within this temperature range, bypass flow is reduced and
fluid paths. The thermal sensor senses oil temperature and routed through the internal path for more cooling effect.
positions control valve to modulate oil temperature between
60°C to 71°C (140 to 160°F). oil flow = ¯ oil temp. / ¯ oil flow = oil temp.
Oil Temp Thermal Sensor Control Valve Oil Temp.
< 60°C Contracted max. bypass increases

(heat)
> 71°C Expanded max. cooling decreases
To ensure the cooler is not overpressurized, the valve will

open, to allow oil to bypass when the pressure differential
across the valve exceeds 40 psig.

OIL IN OIL OUT
FUEL IN
FUEL
OUT
OIL IN
FUEL IN
FUEL
OUT
OIL OUT
THERMOSTATIC
BYPASS VALVE

FUEL SYSTEM TROUBLESHOOTING
Symptoms Probable Cause Fix
Engine fails to light up Air in fuel system Check airframe tubing, shut-off valve
Ignition system Check operation of spark igniters.

Insufficient NG/N1 at start Starter-generator Check if voltage to starter generator is
sufficient.
Indicating system Ensure NG/N1 indicating system function

correctly.
Engine delayed to light-up Ignition system Check igniters for proper operation.
Hot start Insufficient starter assist Insure that starter-generator provides
sufficient cranking speed.

CHAPTER 10 – ELECTRONIC SYSTEM
CHAPTER 10
ELECTRONIC SYSTEM
PT6C-67C/D TRAINING USE ONLY ELECTRONIC SYSTEM 10.1

PT6C-67C ELECTRONIC ENGINE CONTROL (EEC)
Function : EEC Features :
The electronic engine control is an electronic package - Engine Electronic Control (EEC)
which contains all the components necessary for effective
automatic control of an installed turboshaft engine and - Manual Back-Up (by FMM)
helicopter rotor system. The EEC is airframe mounted and
is connected to the engine sensors and to the airframe by - Starting and shutdown supervision
wiring harnesses.
- Auto start with ITT limiting logic
Made by Hamilton-Sundstrand
- Power Management
Electrical wiring harnesses provides interconnection of all
engine mounted control components, and aircraft wiring. - Isochronous N2/NF governing in twin engine operation
- Independent N2/NF overspeed protection
- Torque or ITT matching function
- Torque Limiting logic
- Training function
- Fault detection and display management
- Limits override function
- Cross talk
All these add up to a reduced pilot workload.

J2 (AIRCRAFT)
J1 (ENGINE)

Description : The two EEC connectors allows communications between
electronic circuits and the engine or the airframe.
The EEC has analog, digital and limiter dedicated sections - J1 connects the EEC to the engine components
of electronic circuits, packaged in an air cooled aluminum - J2 connects the EEC to the airframe wiring.
housing. Four vibration isolators mount the EEC to the
airframe. Operation :
Two electrical connectors provide the necessary electrical The EEC is an electronic controller, used in conjunction with
connections to interface the EEC with the engine’s compo- a mechanical Fuel Management Module, to monitor various
nents and aircraft wirings. parameters and adjust the fuel flow delivered to the engine.
The EEC interface with the engine and aircraft sensors, The EEC is a full authority as it controls fuel from start to full
cockpit discretes, and serial communication between the power within established upper and lower limits The EEC
aircraft indicating provides closed loop engine speed control, engine speed
system, and the opposite engine. limiting protection and stability accommodation.
A power supply regulator converts 28 VDC or 64 VAC input In the event of malfunction or for training purposes, a fuel
power to dc levels required by various EEC control devices. metering manual backup mode is activated, in which fuel
flow control reverts solely to the FMM.
The EEC consists of two functionally independent
sub-systems: the control and the limiter sub-systems. Both Fuel flow is adjusted by a Torque Motor interface valve
sub-systems are isolated from the other, including power housed in the FMM, in response to EEC commands.
supplies, signal conditioning interfaces and signal inputs.
- The “control sub-system” provide control of the engine Specifications:
fuel flow.
- The “limiter sub-system” provides independent - Single channel
hardware protection against inadvertent power turbine - Power requirements: 28 VDC @ 1.75 A (Nominal)
overspeed. - Minimum continuous voltage: 18 VDC
An internal pressure transducer supplies ambient pressure Maintenance:

(P0) data to the electronic circuit. The transducer is a strain
gauge type sensor. - No field maintenance
- On Condition

PT6C-67C ENGINE CONTROL SYSTEM
ENGINE ROTORCRAFT
P3 PNEUMATIC PLA MECHANICAL LINKAGE ENGINE
CONTROL
LEVER
Wf
FUEL FLOW SHUTDOWN SOLENOID SHUTDOWN
SOLENOID
SWITCH
FMM
NG CLP SENSOR
NR SENSOR
REMOTE EEC
STARTER
CAUTION/OEI
LIMIT EXPIRE
OVERSPEED
IGNITION
SOLENOID
SOLENOID
EXCITER
TORQUE
SELECT
EEC FAIL
MOTOR
MODE
RELAY
RS 422 COCKPIT
DCU
DISCRETES
PMA
COMPRESSOR AMBIENT
BLEED STARTER RELAY
PRESSURE
VALVE TRANSDUCER IGNITION
NGA
RELAY
NG
SENSOR EEC RS 422
GSE
Q/NFA
N2/NF SPEED 28 VDC
TQ
AND BATTERY BUS
TORQUE SENSOR Q/NFB RS 422
T1
T5-T1
ENGINE OUT
COCKPIT
N2/NF SPEED DISPLAY
AND
TORQUE SENSOR
N2/NF SPEED Q/NFA

AND Q/NFB
TORQUE SENSOR

PT6C-67C ENGINE POWER MANAGEMENT
General : CONTROL PHILOSOPHY
A single channel EEC accomplishes power management Description :

and speed control of the PT6C-67C engines. All control
functions are monitored and implemented when requested Under normal operation the EEC receives pilot commands
either by EEC or by pilot inputs. Control of the engine is still via the Power Management Switches (PMS), the aircraft
possible in the event of EEC malfunction by reverting to PLA’s (EEC or Manual mode), and the collective pitch stick
manual (back-up) mode. sensor.
Power Management Controls : The pilot uses the collective pitch stick to increase or
decrease the main rotor lift, engine power requirement is
The EEC controls the engine for normal flight, with selec- proportional to pitch angle.
tions through the aircraft console mounted power
management switches (PMS). Selection includes three As long as the power management switch is set to “FLY”,
basic discrete mode settings. the EEC will maintain N2/NF (and main rotor) at the
required speed.
The three modes are as follows : ” OFF “,“ IDLE ”,“ FLY ”
The EEC software is divided into four basic units :
In addition of the basic discretes the pilot can : - Initialization (Boot sequence, all checks and tests)
- Select Torque or Temperature matching based on the - Background Logic (Memory management all the time)
actual flying conditions. - Foreground Logic (Input/Output signals, Algorithms,
- Modify the rotor speed reference point (from 100 to Fault detection)
102 N2/NF) - Test Mode (Only for re-programming)
- Select to control the engine in manual (Auto/Manual
switch) The control logic can be divided into the following modes:
- Select the OEI training function (Training switch) - Engine and Main Rotor Governing
- Test the overspeed System (Overspeed test switch) - Transient Governing
- In Emergency activate the Limit Override switch. - Engine Limit Governing
- Engine Starting
- Engine Shutdown
- Engine Flame-Out
- Compressor bleed valve

PT6C-67C CONTROL SYSTEM OPERATION
System Operation : There are two cockpit indications to warn the pilot that the
EEC is not operating normally. Both cockpit indications are
In order to control the engine over the complete operating provided to the EDS through the RS422 serial
range, the EEC modulates the fuel flow for each particular communication interface.
operating condition. The Control System can be operated in
two modes, Automatic (AUTO) and MANUAL.. A Caution announciator indicates that the control system is
operating with a system fault (non-critical fault) which may
Engine Starting : result in degraded engine operation. Full rotor governing is
With the EEC operating in AUTO mode the pilot can select maintained during this mode of operation. The fault code is
either “IDLE” or “FLY” to start the engine. stored by the EEC, inside the DCU and provided to the
aircraft indicating system for troubleshooting purpose.
If “FLY” is selected, the control system will provide an auto-
matic start with temperature limiting until the power turbine A Warning announciator indicates that the control system
(N2/NF) / main rotor (NR) speed governing at the nominal is not operating (critical fault). No acceptable substitute or
governing speed of 100% or 102% N2/NF. default value exists and the control will enter MANUAL
Mode.
If “IDLE” mode is selected the control start the engine but
will govern the power turbine at a reduced speed of 65% The EEC Warning indication will be activated, the mode
N2/NF. select solenoid will be de-energized and the N1/NG gover-
nor will take over and maintain the same compressor speed
Engine Shut-Down : as at the time of the malfunction.
If “OFF” mode is selected the shut-off solenoid is activated The pilot, then has the option of leaving the engine power
and the fuel flow will be shut off. fixed, or using the PLA to modulate the engine power. The
Fault code is stored by the EEC inside the DCU and pro-
Training Function : vided to the aircraft indicating system for troubleshooting
If “TRAIN” is selected on one engine, the selected engine purpose.
will simulate a single engine condition at lower limits (Max In the event of a power turbine overspeed (111% N2/NF)
continuous power) and govern the power turbine while the the EEC activates a solenoid in the FMM to reduce engine
opposite engine will govern at a reduced speed of speed. EEC de-activates the FMM solenoid when reduced
92% N2/NF. to 109% N2/NF.
For all auto mode running conditions the PLA remains in the
normal flight detent (55× ± 2.5×).

PT6C-67C CONTROL SYSTEM OPERATION (CONT’D)
Manual Start : Overspeed Test :
It is possible to start the engine in manual. During manual An overspeed test function is provided to the pilot. The test
start the pilot with the PLA position and P3 air pressure is carried-out at Ground Idle (65% N2/NF flat pitch).
controls the engine speed and temperature. In addition the The overspeed test switch will simulate an overspeed
pilot must activate the starter and the ignition. The PLA is signal the engine will react in the same manner by a
positioned in the flight detent to obtain the proper reduction in fuel flow. At the end of the test the engine
START / IDLE / ENGINE POWER. returns to normal control.
In Flight Re-Start : It is recommended to perform the test in torque sharing.

The overspeed test function is disabled above 80% N2/NF.
The engine can be re-started by cycling the engine switch
from “FLY” to “OFF” then back to “FLY”. The control will Manual Shut-Down :
initiate an automatic start if the N1/NG RPM is lower than
20%. Moving the PLA to the “OFF” detent shutdown the engine
in manual (Manual Shuf-off valve inside the FMM).
N2/NF Overspeed Limiter :
Motoring Cycles :
The EEC limiter sub-system receives an independent N2/
NF speed signal and the signal is compared to a limit value Activating the starter with the PLA in "OFF" detent position
of 111%. does the dry motoring cycle (typical compressor wash). The
In the event of a detection of an overspeed the EEC will ignition must be de-activated.
energize the FMM overspeed solenoid, reducing the fuel
flow to the minimum flow. When the N2/NF drops below Prior to a wet motoring the ignition must be de-activated.
109% the solenoid is de-energized and the fuel flow Activating the starter with the PLA in “Flight” detent posi-
recovers. A cycling will occurs until the overspeed condition tion does the wet motoring cycle (typical fuel system trou-
exist. ble-shooting).
The overspeed protection is active in MANUAL and AUTO Always observe the starter operating limitations.
modes.

PT6C-67C EEC / AIRCRAFT SIGNALS
Discrete Signals : Notes :
Discrete Signals have the following characteristics :
Discretes marked with * are to be selected mutually exclu-
Discrete Software Function Switch Activation sive (i.e. Only one discrete may be activated at any one
time).
Off Mode* Command : Fuel Closed = Off
Shut-off request If two discretes are activated simultaneously, the EEC will
Idle Mode* Command : Closed = Idle default to the last good value for N1/NG > 40% and to OFF
Idle 65% N2/NF otherwise.
Flight Mode* Command : 100% N2/ Closed = Flight
NF Governing The EEC needs to see a change in the value to activate the
selected mode (if discrete not positioned
Training Mode Command : OEI Train- Closed = Train properly the EEC will only react on positive value change).
ing, engine to 92%
N2/NF
Discretes marked with + are to be selected mutually exclu-
Auto/Manual Automatic Or Closed = Manual sive. If both discretes are activated simultaneously, the EEC
Manual Operation will not change the N2/NF speed bias.
O/S Test Initiate O/S Test Closed = Test
The Overspeed test function is disabled when N2/NF is
NF/N2 trim Trim turbine speed to Closed = Increase
above 80%
Increase 102% N2/NF
NF/N2 trim Trim turbine speed to Closed = Decrease Analog Signals :

Normal 100% N2/NF
Q / ITT Match Command: Torque or Closed = ITT Match The collective pitch (CLP) is an analog signal required from
ITT Matching the aircraft system. The signal is sent via the airframe
mounted CLP sensor. The sensor is a two output winding
Engine Limits Reduces Override Closed = ‘Off’
Override Limits resolver.
Frequency Signals :
Main rotor speed (Nr) is a required input for the EEC. The
signal is sent via the airframe mounted NR sensor.

PT6C-67C EEC INTERFACE
CONTROL
28 VDC AC OUTPUTS CLP SENSOR
POWER INPUTS
(ALSO TO LIMITER
PMA SUB-SYSTEM)
Ng A TORQUE MOTOR
TORQUE
MOTOR
Remote Npt/Q B SPEED/TORQUE DRIVERS FMM TORQUE MOTOR
INPUTS
Nr
CLP SENSOR AC INPUT FMM MODE SELECT SOLENOID
AMBIENT PRESSURE PRESSURE MANUAL MODE INDICATIION

SENSOR
T5-T1 EEC FAILURE INDICATION
T1 DC LOW - GROUND/AIRFRAME ENGINE OUT INDICATION

LEVEL PROVIDE POWER
Tq (from Npt/QA) START / IGNITION RELAY
NPT DATUM NORM TRAINING SWITCH RELAY
NPT DATUM HIGH
AUTO/MANUAL SELECT 28 VDC OUTPUT DCU POWER
OFF MODE HIGH SIDE SWITCH FMM MODE SELECT SOLENOID POWER
(THROUGH AUTO.MANUAL SWITCH)
IDLE MODE
FLIGHT MODE DISCRETE REMOTE EEC

INPUTS ARINC 429
OEI TRAINING
ITT/Q MATCH
TORQUE LIMIT DCU INTERFACE
RS-422A EDS INTERFACE
GSE INTERFACE
NPT LIMITER
Npt/Q A SPEED INPUT
(ALSO TO CONTROL)
O/S SOLENOID FMM O/S SOLENOID
DRIVER
O/S TEST DISCRETE INPUTS
(ALSO TO CONTROL)

PT6C-67C ENGINE GOVERNING LIMITS
The EEC control the engine parameters to provide OEI Training :
protection for the engine and the aircraft in normal twin- In training the limiting governing values are reduced to the
engine operation, in single engine power operation (OEI) values of the Maximum Continuous Power (MCP).
and in training. - ITT : The engine is protected for overtemperature at
775°C.
The limiting function of the control takes effect at the first - Local Torque : The engine is limited to the maximum
limit reaching the maximum allowable value. The EEC will torque of 140%.
stop the fuel demand, and a rotor droop will occur. The pilot - N1/NG : The engine is limited for a Gas Generator
has the choice of reducing the collective pitch or in case of speed of 102.3% NG/N1.
emergency to override the limits with the limits override
switch. OEI Training Is Disabled If :
- Either engine is in Manual Mode.
Normal Operations : - A detected critical or non-critical fault exists on either
The limiting governing is active on the following engine engine.
parameters : ITT, N1/NG, Local and Total Torque. - A detected engine flameout exists on either engine.
- The torque limit switch is activated.
Actual OEI Conditions : - The PMS is not in Flight position on either engine.
The EEC logic will detect a true OEI condition and activate - The NR droop is below 87%.
the OEI limits. An OEI limit expired timer and light are - The matching function is not active (Fault with Cross
activated and a blinking (10 seconds before the end of the talk).
time in the OEI condition) “CAUTION / OEI Expired” advise
the pilot of OEI conditions. The single engine power will be Torque Limit Switch :
available and the limiter function will be active as follows.
In emergency situation the pilot will have the choice to apply
ITT : Each engine is protected for overtemperature at the torque limit power. When the torque limit switch is acti-
835°C (with 10°C overshoot) and at 870°C during start. vated the EEC reduces from the maximum limits to lower
Local Torque : Each engine is limited to the maximum limits.
torque of 160%. - ITT : Each engine is limited at 835°C.
Total Torque : This limit applies to the total produced by the - Local Torque : Each engine is limited to 160% torque.
two engines and is activated at : Q 1 + Q 2 = 220% - Total Torque : This limit applies to the total produced
NG/NG : Each engine is limited for Gas Generator speed at by the two engines and is activated at : Q 1 + Q 2 =
a corrected value of 106% NG/N1 and at a minimum of 60% 320%
N1/NG. - N1/NG : Each engine is limited at 106.2% N1/NG.

PT6C-67C CONTROL SYSTEM OPERATION
Power Management Switch
Power Levers (PLA)
Collective

BLANK PAGE

PT6C-67D ELECTRONIC ENGINE CONTROL (EEC)
Function : EEC Features:
The electronic engine control is an electronic package - Engine Electronic Control (EEC)
which contains all the components necessary for effective
automatic control of an installed turboshaft engine and - Manual Back-Up (by FMM)
helicopter rotor system. The EEC is airframe mounted and
is connected to the engine sensors and to the airframe by - Starting and shutdown supervision
wiring harnesses.
- Auto start with ITT limiting logic
Made by Hamilton-Sundstrand
- Power Management
Electrical wiring harnesses provides interconnection of all
engine mounted control components, and aircraft wiring - Isochronous N2/NF governing
- Independent N2/NF overspeed protection
- Torque Limiting log
- Fault detection and display management
All these add up to a reduced pilotworkload.

J2 (AIRFRAME)
J1 (ENGINE)
ANTI-VIBRATION
MOUNTING SURFACE
(TYPICAL 4 PLACES)

Description : The two EEC connectors allows communications between
electronic circuits and the engine or the airframe.
The EEC has analog, digital and limiter dedicated sections - J1 connects the EEC to the engine components
of electronic circuits, packaged in an air cooled aluminum - J2 connects the EEC to the airframe wiring.
housing. Four vibration isolators mount the EEC to the
airframe. Operation :
Two electrical connectors provide the necessary electrical The EEC is an electronic controller, used in conjunction with
connections to interface the EEC with the engine’s compo- a mechanical Fuel Management Module, to monitor various
nents and aircraft wirings. parameters and adjust the fuel flow delivered to the engine.
The EEC interface with the engine and aircraft sensors, The EEC is a full authority as it controls fuel from start to full
cockpit discretes, and serial communication between the power within established upper and lower limits The EEC
aircraft indicating provides closed loop engine speed control, engine speed
system, and the opposite engine. limiting protection and stability accommodation.
A power supply regulator converts 28 VDC or 64 VAC input In the event of malfunction, a fuel metering manual backup
power to dc levels required by various EEC control devices. mode is activated, in which fuel flow control reverts solely to
the FMM.
The EEC consists of two functionally independent
sub-systems: the control and the npt limiter sub-systems. Fuel flow is adjusted by a Torque Motor interface valve
Both sub-systems are isolated from the other, including housed in the FMM, in response to EEC commands.
power supplies, signal conditioning interfaces and signal
inputs. Specifications :
- The “control sub-system” provide control of the engine
fuel flow. - Single channel
- The “limiter sub-system” provides independent - Power requirements: 28 VDC @ 1.75 A (Nominal)
hardware protection against inadvertent power turbine - Minimum continuous voltage: 18 VDC
overspeed.
Maintenance :
An internal pressure transducer supplies ambient pressure
(P0) data to the electronic circuit. The transducer is a strain - No field maintenance
gauge type sensor. - On Condition

PT6C-67D ENGINE CONTROL SYSTEM
ROTORCRAFT
P3 - Pneumatic Mechanical Power Lever
Linkage
Shutdown
Fuel Flow FMM Solenoid
Shutdown Solenoid Switch
Ng Mechanical Auto/Man Switch
Overspeed Torque Mode Select PWM Torque Indication

Triple Function
sol. Motor Solenoid Fuel Sensor
(Also PLA, CLP and Fault Display)
PWM ITT I ndication

Starter/ Ignition Starter / Ignition Request
RS422 Bi-
Starter / Ignition Relays
DCU
Directional
Communication EEC CLP Sensor
PMA Nr Sensor
Maintenance Mode
EEC Failure Indication
Compressor
Bleed Valve Overspeed Test
Degraded EEC Mode Indication
Torque Motor NPT Datum Select
Npt/Q A Manual Mode Indication
Tq Auto/Man Select 28 VDC Emergency Bus
Npt/Q &Tq
RS422 Bi-Directional
Communication GSE Connector
T1
T1
EEC Discrete Inputs
T5-T1
T5 - T1 Ambient RS422 Uni-Directinal (provisional)
Pressure
PAMB Transducer Communication
Ng A
Engine Out Discrete
Ng Sensor
Npt/Q C
Ng B
PLA Sensor
NgC
Npt/Q D COCK PIT
Npt/Q Fuel Temp. RTD Ind.
Npt/Q B INDICA TORS
Fuel Filter IBS Ind.
Low Fuel Pressure Switch
Oil Dual Function
Low Oil Press Indication
Sensor
Main Oil Temp. Indication
Oil pressure sensor Main Oil Press Indication
AGB Chip Detector AGB Chip Detector
Engine

PT6C-67D ENGINE POWER MANAGEMENT
General : CONTROL PHILOSOPHY
A single channel EEC accomplishes power management
and speed control of the PT6C-67D engine. All control func- Description :
tions are monitored and implemented when requested Under normal operation the EEC receives pilot commands
either by EEC or by pilot inputs. Control of the engine is still via the Power Management Switches (PMS), the aircraft
possible in the event of EEC malfunction by reverting to twist grips (EEC or Manual mode), and the collective pitch
manual (back-up) mode. stick resolver.
Power Management Controls : The pilot uses the collective pitch stick to increase or
decrease the main rotor lift, engine power requirement is
The EEC controls the engine for normal flight, with selec- proportional to pitch angle.
tions through the aircraft console mounted power
management switches (PMS). Selection includes three The EEC software is divided into four basic units :
basic discrete mode settings. - Initialization (Boot sequence, all checks and tests)
- Background Logic (Memory management all the time)
In addition of the basic discretes the pilot can : - Foreground Logic (Input/Output signals, Algorithms,
- Modify the rotor speed reference point (from 100 to Fault detection)
102% N2/NF) - Test Mode (Only for re-programming)
- Select to control the engine in manual
(AUTO/MANUAL switch) The control logic can be divided into the following modes:
- Test the overspeed System (Overspeed test switch) - Engine and Main Rotor Governing
- In Emergency activate the Limit Override switch. - Transient Governing
- Engine Limit Governing
- Engine Starting
- Engine Shutdown
- Engine Flame-Out

PT6C-67D CONTROL SYSTEM
System Operation : A Caution announciator indicates that the control system is
operating with a system fault (non-critical fault) which may
In order to control the engine over the complete operating result in degraded engine operation. Full rotor governing is
range, the EEC modulates the fuel flow for each particular maintained during this mode of operation. The fault code is
operating condition. The Control System can be operated in stored by the EEC, inside the DCU and provided to the air-
two modes, Automatic (AUTO) and MANUAL. craft indicating system for troubleshooting purpose.
Engine Starting : A Warning announciator indicates that the control system

is not operating (critical fault). No acceptable substitute or
An Engine Start sequence is initiated when the Start default value exists and the control will enter MANUAL
Request discrete is set True. The Starter/Ignition are turned Mode.
ON at the initiation of the start sequence. The EEC Warning indication will be activated, the mode
. select solenoid will be de-energized and the N1/NG gover-
ITT Limiting during starts is limited at 870°C. The Starter/ nor will take over and maintain the same compressor speed
Ignition is deactivated at an N1/NG of 47.9%. The Idle as at the time of the malfunction. The pilot, then has the
speed is set by an N1/NG Limiter set at 65.2% . option of leaving the engine power fixed, or using the PLA
(twist grip) to modulate the engine power.
Engine Shut-Down
The Fault code is stored by the EEC inside the DCU and
An engine shutdown in either auto or manual mode is car- provided to the aircraft indicating system for troubleshooting
ried out by reducing PL below the cut-off angle or by ener- purpose.
gizing the shutdown solenoid until compressor speed
descends below 6% NG. The EEC does not feature any In the event of a power turbine overspeed (106% N2/NF)
shutdown logic or control. the EEC activates a solenoid in the FMM to reduce engine
For all auto mode running conditions the PLA remains in the speed.
normal (NORM) detent (55° ± 2.5°).
There are two cockpit indications to warn the pilot that the
EEC is not operating normally. Both cockpit indications are
provided to the EDS through the RS422 serial communica-
tion interface.

PT6C-67D CONTROL SYSTEM OPERATION (CONT’D)
Manual Start : Overspeed Test :
The various components which make up the overspeed
When the EEC is not in control, i.e., in MANUAL mode or in system can be tested for proper operation. The test is
a depowered state, fuel flow is scheduled as a function of carried out with engine at IDLE and N2/NF adjusted
PLA, N1/Ng and P3. In addition, starter and ignition selec- between 70% and 75%. Upon selecting O/S test, the
tion can be achieved with appropriate rotorcraft switches engine will lower its WF down to minimum WF until N2/NF
reaches 67.5% or N1/NG reaches 53.7% and to subse-
In Flight Re-Start : quently lower engine’s torque.
At this point the O/S solenoid will be
In the event of an engine flameout, the pilot may carry out deenergized thus allowing the Npt to increase up to 68%.
an in-flight restart. The engine control logic will not initiate At 68% N2/NF and N1/NG above 55.6% the O/S solenoid
an automatic start until N1/NG is less than 19.2% . will be energized again and the solenoid set / reset cycle
will continue as long the O/S switch in the “ON”
N2/NF Overspeed Limiter : position. Upon releasing the O/S test switch, the engine
The limiter subsystem of the EEC receives an independent torque will increase to the original pretest level. In order to
Npt speed signal, and this speed is compared to a initiate an overspeed test, N2/NF must be below 80%.
threshold value of 106% N2/NF In the event that an
overspeed is detected, the overspeed solenoid in the FMM Manual Shut-Down:
is energized thereby reducing fuel flow. This overspeed The system is capable of Engine shutdown in manual
system is non-latching, i.e. when N2/NFdrops below mode. There are two means to shut down the engine:
105.5%, the overspeed solenoid is released and fuel flow Through the cockpit mounted Shutdown Solenoid switch.
recovers. Through rotation of the cockpit Twist Grip to the “OFF“
position.
If an N2/NFoverspeed condition prevails, the overspeed
solenoid is activated again to lower fuel flow. This cycling Motoring Cycles :
goes on to provide back up N2/NF governing around 106%. Activating the starter with the twist-grip in "OFF" detent
position does the dry motoring cycle (typical compressor
The overspeed limiter monitors the N2/NP speed in both wash). The ignition must be de-activated.
AUTO and MANUAL mode (provided that the power supply Prior to a wet motoring the ignition must be de-activated.
is available to the EEC & the overspeed limiter circuitry Activating the starter with the twist-grip in “Normal”
remains healthy). For EEC related failure conditions (over- detentosition does the wet motoring cycle (typical fuel sys-
speed), manual mode can be selected to lower engine tem troubleshooting).
power. Always observe the starter limitations.

PT6C-67D EEC / AIRCRAFT SIGNALS
Discrete Signals : Notes :
Discrete Software Function Switch Activation Only one of the discretes marked with + can be selected at
any one time.
Auto/Manual Automatic or Manual Closed=Manual If both discretes are activated simultaneously a discrete
operation
fault is logged and the EEC will default to 101.5% N2/NF. If
Overspeed Test Initiate O/S Test Closed = Test none of the discrete are selected, the system N2/NF refer-
Select Disabled when ence will be set to 100% (Nomimal)
N2/NF>80%
N2/NF Datum Low Command Low N2/NF, Closed =N2/NF Analog Signals :
Reference(97% N2/NF) reference Low
N2/NF Datum High Command High N2/NF, Closed =N2/NF The collective pitch (CLP) is an analog signal required from
Reference(101.5% N2/ reference high the aircraft system. The signal is sent via the airframe
NF)
mounted CLP sensor. The sensor is a two output winding
Fault Display Activates Maintenance Closed=Maintenance On resolver.
Request Function
(Maintenance)
Frequency Signals :
Starter/Ignition Command Starter/Igni- Closed=Starter/Ignition
Request tion Request Request ON
Main rotor speed (NR) is a required input for the EEC. The
signal is sent via the airframe mounted NR sensor.

PT6C-67D EEC INTERFACE
CONTROL
28 VDC CLP SENSOR
POWER INPUTS AC OUTPUTS
(ALSO TO LIMITER
PMA SUB-SYSTEM)
Ng A TORQUE BOV TORQUE MOTOR

MOTOR
Remote Npt/Q B SPEED/TORQUE DRIVERS FMM TORQUE MOTOR
INPUTS
Nr
CLP SENSOR AC INPUT FMM MODE SELECT SOLENOID
AMBIENT PRESSURE PRESSURE MANUAL MODE INDICATIION

SENSOR
T5-T1 EEC FAILURE INDICATION
LOW SIDE
T1 DC LOW - SWITCHES ENGINE OUT INDICATION
LEVEL
Tq START / IGNITION RELAY
NPT DATUM NORM TRAINING SWITCH RELAY
NPT DATUM HIGH
AUTO/MANUAL SELECT 28 VDC OUTPUT DCU POWER
OFF MODE HIGH SIDE FMM MODE SELECT SOLENOID POWER

SWITCH (THROUGH AUTO.MANUAL SWITCH)
IDLE MODE
FLIGHT MODE DISCRETE TO REMOTE EEC

INPUTS ARINC 429
TRAINING
DCU INTERFACE
RS-422A EDS INTERFACE
STANDBY GSE INTERFACE

NPT LIMITER
Npt/Q A SPEED INPUT
(ALSO TO
CONTROL) O/S SOLENOID FMM O/S SOLENOID (HSS & LSS)
DISCRETE INPUTS DRIVER
O/S TEST (ALSO TO
CONTROL)

PT6C-67D ENGINE GOVERNING LIMITS
Engine limit governing is responsible for limiting measured
engine parameters to prevent unintended operation. Limit
governing is accomplished through the control loop
selection logic.
Limit governing is performed on the following engine

parameters:
- ITT
- N1/NG
- Torque

PT6C-67D CONTROL SYSTEM OPERATION
M SL LDG LT
A E ON ON
N E O
C F
F
A STOW OFF
U
T
O
SEARCH CONT
N2 EXT LDG LT
HIGH EXT
O
F
F
L R RETR
NOR RETR
SR ENG
TE
OL
P IDLE
PILOT COLLECTIVE

PT6C-67C/D FAULT CODE DISPLAY
The EEC fault code are accessible from the cockpit in the
maintenance pages of the display system.
The fault can also be interrogated using the Ground

Support Equipment, using the Ground Support Equipment
(GSE) connector located in the aircraft.
The Ground support consists of specific software (Ground

Based Software GBS) used with a computer connected to
the aircraft wiring or to the DCU for maintenance purpose
such as :
- DCU interrogation and programming
- Viewing and recording of live EEC data.
Note :
P&WC can also use the GSE connector for re-programming
of the EEC

PT6C-67C/D FAULT DETECTION
The EEC can detect 2 types of faults: The EEC also does tests on items such as the ARINC
interface (which is used to communicate with the other
- Non-Critical Faults(NC): engine), the torque motor in the FMM, the cockpit UART
These faults are considered non critical and they will (if glass-cockpit equipped) and discrete switches in the
not stop the EEC from governing.They can cause the cockpit.
EEC to operate in a degrated mode.
Once you have identified what the fault is, with the fault
- Critical Faults (C): code find the corresponding troubleshooting chart in the
The critical faults are faults that will stop the normal Engine maintenance manual.
operation(AUTO MODE) of the EEC and will revert
engine governing to MANUAL MODE. The chart will guide you through the maintenance actions to
do to correct the fault. In general, when a fault is indicated,
The faults caused by an interface problem between the the EEC is rarely the cause.
EEC and the different components of the engine control
system are shown in the aircraft cockpit. The probable causes are generally dirty or loose connec-
tors, damaged connector pins or wires and/or sensors that
There is an interface problem when the signal read by the are grounded.
EEC from the different sensors is out of the expected range
or if the signal rate of change is not in the specified limits. Caution:
Make sure the Airframe electrical power is OFF when you
The in-range faults are faults that are not detected by the
disconnect or connect the electrical connectors
EEC They can be recognized by unusual fluctuations in
torque, speed or temperature indications.

PT6C-67C FAULT DETECTION / ACCOMODATION
EEC Self-Test : PLA Out Of Neutral :
On power-up with engine switch in “OFF” The “EEC FAIL” For convenience a light is illuminated when the twist grip is
warning light will be illuminated until the EEC has com- out of the normal detent. This is an airframe wiring.
pleted the initial self-test.
Engine Out Light :
EEC Built In Test :
Whenever the engine compressor rotor speed is below 40%
In normal operation the EEC perform routine tests to check N1/NG or the EEC detect a decelleration of 10% / Sec, the
proper internal operation, system and sensors. EEC illuminates the “ENGINE OUT” light in the EDS.
If the EEC detects a critical fault it will illuminate the critical Serial Communication :
fault annunciator, it will revert to manual mode.
The EEC communicate with the aircraft indicating system
The others faults will be identified as non-critical. The EEC (EDS), with the DCU with the Ground Support Equipment
will illuminate the caution / OEI Limit Expire light (steady), (GSE) by serial links (UART RS422), with the opposite EEC
the EEC remains in control. In these conditions the EEC by ARINC 429 link (Cross talk).
can use default values, redundant signals (N2/NF) and
some parameters may be exchanged from the other EEC
(NR, T1, CLP, etc...).
The codes will be stored in the EEC memory and will be

available from the Indicating system or the Ground Support
Equipment.
Caution/OEI Limit Expire :
The light works in two modes steady or intermittent (2 sec-

onds on/off). The light is steady when activated following
non-critical fault code detection. The light is intermittent
after 2minutes and 20 seconds after entry into the OEI
power limit.

PT6C-67C FAULT CODES
The fault codes are identified as :
Critical Fault = CFUR1 and there is 8 critical fault codes
Non-Critical Fault = NCFUR1 or NCFUR2 and there is 28 non-critical fault codes.
The fault codes remain in the EEC memory, until they are cleared, either by cycling the power to the EEC, cycling AUTO/
MANUAL or until the signal become valid again. The faults are stored in the circular buffer (memory) of the DCU.
Fault Codes :
Bit Number Critical Fault CFUR1 Non-Critical NCFUR1 Non-Critical NCFUR2
1 Q & NF Input Engine switches Manual relay
2 NG “A” Speed Input Training switch Critical Fault relay
3 EEC fault NF trim discrete NF overspeed trip speed setting
4 FMM Torque motor Q / ITT match discrete NF "A" & "B" Cross check
5 FMM mode select ITT Limit override discrete
6 Not used T1 Remote Q/NF “B” interface
7 Engine Trim Torque temperature Q/NF “A” interface
8 Not used Not used Not used
9 Start ITT Nr LCF creep Fault
10 Start configuration PMA / low power CLP
11 Not used Overspeed solenoid CLP Cross check
12 Not used DCU P. Amb. Cross check
13 Not used ARINC T1 Cross check
14 Not used EDS RS422 Interface Compressor bleed valve interface
15 Not used Ambient pressure 30 sec/2 min limit expire
Example : The Torque Temperature fault code will be displayed as NCFUR1 = 7

PT6C-67C FAULT CODE TROUBLESHOOTING
NCFUR1/7 : TORQUE TEMPERATURE FAULT DISCONNECT ALL THE CONNECTORS

BETWEEN THE EEC AND THE TORQUE YES
POSSIBLE CAUSES: SENSOR. CLEAN, INSPECT AND REPAIR RETURN TO SERVICE
THE CONNECTORS IF NECESSARY. CONNECT
- TORQUE SENSOR THE CONNECTORS. IS THE FAULT CLEARED?
- ENGINE ELECTRICAL WIRING HARNESS
- EEC WIRING HARNESS NO
- EEC
DISCONNECT THE P1 CONNECTOR FROM
EFFECT ON THE SYSTEM: THE EEC AND DO A RESISTANCE CHECK
BETWEEN THE g & L AND THE M & g YES INTERCHANGE THE EEC WITH YES
- THE TQ VALUE DEFAULTS TO
˚ 82 ˚ C (180 F). PINS ON THE CONNECTOR. IS THE ANOTHER ONE. IS THE FAULT
THE ERROR ON THE Q VALUE IS LESS THAN 1%. RESISTANCE VALUE EQUAL TO 110 ± 20 CLEARED?
OHMS? ALSO, DO AN INSULATION CHECK
BETWEEN THE M, g AND L PINS AND THE
CONNECTOR'S BACKSHELL (GROUND). IS
THE RESISTANCE VALUE 100 kOHMS
MINIMUM?
NO
NO
REPLACE THE EEC
DISCONNECT THE P9 CONNECTOR (REF. 73-20-10).
FROM THE TORQUE SENSOR. DO A
RESISTANCE CHECK BETWEEN THE
E AND F PINS ON THE SENSOR. IS
THE RESISTANCE VALUE EQUAL TO NO REPLACE THE TORQUE
110 ± 20 OHMS? ALSO, DO AN SENSOR (REF. 77-10-00).
INSULATION CHECK BETWEEN THE
E AND F PINS AND THE CONNECTOR'S
BACKSHELL (GROUND). IS THE
RESISTANCE VALUE 100 kOHMS MINIMUM?
YES
REPLACE THE ENGINE
ELECTRICAL WIRING HARNESS RETURN TO SERVICE
(REF. 73-20-40).

PT6C-67D FAULT DETECTION / ACCOMODATION
EEC Self-Test : Engine Out Light
On power up with the engine switch at OFF, the ‘EEC During engine start (N1/NG<33.5%) and in the unlikely
FAILURE’ indication, is turned ON, and will go OFF when case of engine flameout, the EEC will send a discrete out-
the EEC successfully completes its initialization and self put to the cockpit.
check.
Serial Communication
EEC Built In Test :
The EEC is capable of communicating with the rotorcraft’s
The engine control system incorporates built-in test routines Display System (optional) through UART RS-422-A serial
to check the proper operation of the EEC, system effectors, link.
and sensors. Upon detection of critical faults, the engine
control system will revert to Manual Mode and turn on the Another UART RS-422-A serial link is used for EEC/DCU
“Critical Failure” indication light in the cockpit. Other faults communication. The DCU contains Torque trims needed
are categorized as Non-Critical, i.e., the control system for torque calibration, ITT and PLA trims, LCF/CREEP data
retains the control of the rotor speed by using redundant and information required for provisional health monitoring.
signals or default values. The fault management scheme is
described later in this document. The third UART RS-422-A serial link is used for EEC/GSE
communication.
PLA Out Of Neutral
It is required that the Twistgrip be in neutral position for nor-

mal operation. When out of the neutral position, an indica-
tion should be made available in the cockpit.
This indication is not governed by the control system

PT6C-67D MAINTENANCE FAULT DISPLAY MODE
Function: The Maintenance Fault Display Mode shall be enabled
as follow:
The aircraft installed Critical Fail, Degraded EEC Mode - N1/NG < 7%
(Caution) and Engine Out lights in conjunction with engine - N2/NF < 25%
Torque gauge indicator can be used for specific fault display - PLA < 5 Degrees
purposes when a PC compatible computer/cockpit display - Maintenance Switch is “ON”
system is not available.
In case of PLA, N1/NG or N2/NF interface fault, the Mainte-
The EEC fault verification will be available to the Mainte- nance Fault Display Mode shall be enabled based on the
nance crew when the cockpit installed Maintenance switch following:
is set to “ON”, the engine is not running (N1/NG<7% and - By the Maintenance Switch and the remaining healthy
N2/NF<25%) and the PLA is less than 5 Deg (shutdown). (PLA, N1/NG or N2/NF) interface
or
These conditions will trigger a continuous display of identi- - If all PLA, N1/NG and N2/NF are failed, use the Main-
fied system faults separated by 4 second “rest” period at tenance Switch only.
each fault. Note that the “no fault” condition will be indicated
by the Torque Gauge set to 50%Q (with Critical Fail, With the Maintenance Fault Display Mode enabled, the
Degraded EEC Mode and Engine Out lights being set to Torque Gauge shall display identified system faults
“OFF”) until a fault appears or the test procedure is separated by a 4 seconds “rest” period at each fault
completed .
With the Maintenance Fault Display Mode enabled, the No
Note that due to the fact that most EEC output drivers are Fault condition shall be indicated by:
de-powered when critical faults are present the access to - Torque Gauge Indicator set to 50%
non-critical fault display will only be available when the - Critical Failure light “OFF”
critical faults are cleared. - Degraded EEC Mode Light “OFF”
- Engine Out Light “OFF”

PT6C-67D CRITICAL FAULT CODES CFUR1
FIGURE TORQUE CRITICAL DEGRADED ENGINE EEC FAULT

FAULT DESCRIPTION
EMM DISPLAY FAILURE EEC MODE OUT INDICATION
102 10% ON OFF OFF Npt/Q Input Fault CFUR1/1

103 20% ON OFF OFF Ng A Speed Input Fault CFUR1/2
104 30% ON OFF OFF EEC Fault CFUR1/3
105 40% ON OFF OFF FMM Torque Motor Fault CFUR1/4
106 50% ON OFF OFF FMM Mode Select Fault CFUR1/5
107 60% ON OFF OFF Engine Trim Fault /DCU CFUR1/7
108 70% ON OFF OFF Start ITT Fault CFUR1/9
109 80% ON OFF OFF Start Configuration Fault CFUR1/10
Critical Fault codes are displayed on Torque gauge

PT6C-67D NON CRITICAL FAULT CODES NCFUR1
FIGURE TORQUE CRITICAL DEGRADED ENGINE EEC FAULT

FAULT DESCRIPTION
110 10% OFF ON OFF PLA fault (including trims fault) NCFUR1/1
112 20% OFF ON OFF Npt Datum Discrete Fault NCFUR1/3
114 30% OFF ON OFF T5-T1 Fault NCFUR1/5
115 40% OFF ON OFF T1 Fault NCFUR1/6
116 50% OFF ON OFF Torque Shaft Temperature Fault NCFUR1/7
117 60% OFF ON OFF NR Fault NCFUR1/9
118 70% OFF ON OFF PMA Fault NCFUR1/10
119 80% OFF ON OFF Overspeed Solenoid Discrete Fault NCFUR1/11
120 90% OFF ON OFF DCU Fault NCFUR1/12
121 100% OFF ON OFF Torque Limit Discrete Fault NCFUR1/13
122 110% OFF ON OFF Cockpit Display RS422 I/F Fault NCFUR1/14
(EEC Internal) (Provisional only)
123 120% OFF ON OFF PAMB Fault NCFUR1/15
Non-Critical Fault groups 1 & 2 should be displayed following removal of Critical Faults.

PT6C-67D NON CRITICAL FAULT CODES NCFUR2
FIGURE TORQUE CRITICAL DEGRADED ENGINE FAULT DESCRIPTION EEC FAULT

124 10% OFF OFF ON Manual Relay Discrete Fault NCFUR2/1
125 20% OFF OFF ON Critical Failure Relay Discrete Fault NCFUR2/2
126 30% OFF OFF ON Npt Overspeed Trip Speed Setting Fault NCFUR2/3
127 40% OFF OFF ON NptQ/A-NptQ/B Crosscheck Fault NCFUR2/4
129 50% OFF OFF ON Npt/Q B Interface Fault NCFUR2/6
130 60% OFF OFF ON Npt/Q A Interface Fault NCFUR2/7
131 70% OFF OFF ON LCF/Creep Fault NCFUR2/9
132 80% OFF OFF ON CLP Fault NCFUR2/10
133 90% OFF OFF ON Degraded EEC Mode Discrete Fault (Caution) NCFUR2/11
134 100% OFF OFF ON Starter/Ignition Relay Discrete Overcurrent NCFUR2/12

Fault
136 110% OFF OFF ON Compressor Bleed Valve Interface Fault NCFUR2/14
137 120% OFF OFF ON Spare N/A
Note : Non-Critical Fault groups 1 & 2 will be displayed following removal of Critical Faults

PT6C-67D FAULT CODE TROUBLESHOOTING
CFUR1/4 : FMM TORQUE MOTOR FAULT
CFUR1/4
POSSIBLE CAUSES: EFFECT ON THE SYSTEM:

- FMM - THE SYSTEM GOES TO MANUAL
- ENGINE ELECTRICAL WIRING HARNESS MODE
- EEC
DISCONNECT ALL THE CONNECTORS

BETWEEN THE EEC AND THE FMM. YES
CLEAN, INSPECT AND REPAIR THE CONNECTORS RETURN TO SERVICE
IF NECESSARY. CONNECT THE CONNECTORS.
DO AN AUTO START (TO IDLE).
IS THE FAULT CLEARED?
NO
DISCONNECT THE P1 CONNECTOR FROM

THE EEC AND DO A RESISTANCE CHECK
BETWEEN THE J & e PINS ON THE
CONNECTOR. IS THE RESISTANCE VALUE YES INTERCHANGE THE EEC WITH YES
75 ± 20 OHMS? ALSO, DO AN INSULATION ANOTHER ONE. IS THE FAULT
CHECK BETWEEN THE J AND e PINS CLEARED?
AND THE CONNECTOR'S BACKSHELL
(GROUND). IS THE RESISTANCE VALUE NO
100 kOHMS MINIMUM?
NO
REPLACE THE EEC
(REF. 73-20-10).
DISCONNECT THE P5 CONNECTOR

FROM THE FMM. DO A RESISTANCE
CHECK BETWEEN THE T & S PINS
ON THE FMM. IS THE RESISTANCE NO
VALUE 75 20 OHMS? ALSO, DO AN REPLACE THE FMM
INSULATION CHECK BETWEEN THE (REF. 73-20-00).
T AND S PINS AND THE CONNECTOR'S
BACKSHELL (GROUND). IS THE
RESISTANCE VALVE 100 kOHMS MINIMUM?
YES
REPLACE THE ENGINE

ELECTRICAL WIRING HARNESS RETURN TO SERVICE
(REF. 73-20-40).

PT6C-67D FAULT CODE TROUBLESHOOTING
NCFUR 1/5: T5 - T1 FAULT
NCFUR1/5
POSSIBLE CAUSES: EFFECT ON THE SYSTEM:

- T1/T5 TERMINAL ASSEMBLY - IT IS POSSIBLE TO EXCEED THE
- T5 WIRING HARNESS AND THERMOCOUPLE ASSEMBLY TEMPERATURE LIMIT OF THE ENGINE
- T1 SENSOR - THE ITT INDICATION FROM EEC WILL
- ENGINE ELECTRICAL WIRING HARNESS DEFAULT TO A NEGATIVE VALUE
- AIRFRAME ELECTRICAL WIRING HARNESS - THE ITT MATCH FUNCTION IS
- EEC NOT AVAILABLE. THE SYSTEM
- AIRFRAME INSTRUMENTATION (EDS) WILL DEFAULT TO Q MATCH.
- REVERTS TO " MAN " MODE IF FAULT
EXISTING PRIOR TO START.
- EDS WILL REVERT TO ITS BACKUP
DISCONNECT ALL THE CONNECTORS ITT INDICATION (BYPASSING EEC)
BETWEEN THE EEC AND THE T1 SENSOR.
CLEAN, INSPECT AND REPAIR THE YES
CONNECTORS IF NECESSARY. DO A RETURN TO SERVICE
CHECK ON THE CONNECTIONS AT THE
T1/T5 TERMINAL BLOCK. CONNECT THE
CONNECTORS. IS THE FAULT CLEARED?
NO
REPAIR OR REPLACE THE CDS
DISCONNECT THE AIRFRAME ITT
AND/OR THE AIRFRAME
WIRING HARNESS AT THE J11 YES
ELECTRICAL WIRING HARNESS
CONNECTOR. IS THE FAULT CLEARED?
BETWEEN THE J11 CONNECTOR
AND THE CDS (REF. AMM)
NO
RECONNECT THE AIRFRAME ITT

WIRING HARNESS AT J11. DO A CHECK ON
THE T1/T5 TERMINAL ASSEMBLY TO MAKE YES REPAIR OR REPLACE THE
SURE THERE IS NO SHORT CIRCUIT T1/T5 TERMINAL ASSEMBLY
BETWEEN THE BLOCK AND THE TERMINALS (REF. 77-20-01)
( REF. 77-20-01 ).
IS THERE A SHORT CIRCUIT ?
NO
MEASURE THE RESISTANCE OF THE T5

WIRING HARNESS AND THERMOCOUPLE NO REPLACE THE T5 WIRING
ASSEMBLY AT THE TERMINALS. HARNESS AND THERMOCOUPLE
ASSEMBLY (REF. 77-20-01)
IS THE RESISTANCE VALUE
BETWEEN 2.65 AND 3.23 OHMS?
YES
RETURN TO SERVICE

PT6C-67C ELECTRICAL WIRING DIAGRAM
Electrical Wiring Harness Connector Identification: Harness Aircraft To EEC (J2)
Main Harness to J1 : Component :
Connector Component - NR Sensor

- EDS Cockpit
P1 EEC - PMS Swith
P3 Permanent magnet alternator (PMA) - AUTO/MANUAL Switch
P4 Data collection unit (DCU) - GSE Connector
P5 Fuel management module (FMM) - Training Switch
P6 T1 Temperature sensor - 28VDC Power
P7 Compressor rotor speed sensor (N1/NG) - CLP sensor
P8 Compressor Bleed Valve - ITT / Torque match
P9 Torque, Nf/N2 and temperature sensor - Overspeed test
P10 Torque and Nf/N2 sensor - Start & ignition relays
P11 Aircraft Connection
P12 Chip Detector
P13 Dual function switch (Fuel Temperature and Caution:
Fuel Filter Impending Bypass)
- Make sure the Airframe electrical power is OFF
P14 Airframe Connection
when you disconnect or reconnect the electrical
connectors.
Note:
- All connectors are keyed to ensure correct installa- - Do not stretch the electrical wiring harness when
tion of harness to the component. you connect the connector.
- Turn the connectorbackshell counterclockwise with - Ensure connectors are properly tightened (refer to
your hand when applying the initial load on connec- Engine/Airframe Maintnance Manuals) to prevent
tor. This will prevent connector from becoming loose connectors becoming loose.
because of vibration.
- Put a small amount of electrical contact enhancer

(Stabilant 22) into contact sockets

PT6C-67C ELECTRICAL WIRING DIAGRAM
28 VDC
7.5A
CLOSED WITH CLOSED WITH
ENGINE PMS ENGINE PMS
TRAINING SWITCH AT FLIGHT AT FLIGHT
2 1
EEC Q/NPT&TQ TRAIN
3
DCU PMA SENSOR BOV SWITCH
J1 ABCDFE ADC FEABCD BA
5
6
4
TNG #1 TNG OFF TNG #2

AA
HH
GG
DD
LA
LW
CC
LB
EE
LU
LH
BB
M
LG
LK
LQ
LC
LD
LV
LE
LS
LT
LZ
S
D
C
A
V
T
N
P
L
X
P1
G
H
Z
K1 K2
P4 P3 P8 1-2,4-6 1-2,4-5 1-3,4-5
TRAIN SWITCH
ENGINE WIRING
P9 RELAY
AIRFRAME WIRING
ENGINE WIRING
CLP/LVDT
1
5
3
4
AIRFRAME
CONNECT 28VDC ESSENTIAL BUS
N 7.5A STANDBY MODE #1
M 7.5A 5.0A
SEE ROTORCRAFT START

A TRAIN MODE #1
B
C
FOR CONTINUATION
D
LQ EDS/
COCKPIT
LR SHUT DOWN
ESSENTIAL BUS RTN
GF J H S T E D
E SOLENOID
F
EEC FAIL
TORQUE
MANUAL
FUEL MANAGEMENT
K
EEC IN
MOTOR
CIRCUIT
MODULE (FMM)
L
H MODE SELECT IGNITER PLUGS GSE INTERFACE CONNECTOR
J SOLENOID
G OVERSPEED BKJ GH PR U T E D F L CN A
LK SOLENOID
NPTD SIGNAL
T5 IGNITER A A
NGC SIGNAL
NGB SIGNAL
NPTD RTN
EXCITER B B
NGC RTN
NGB RTN
A
B
P12 CHIP
DUAL FUNCTION
FUEL SWITCH
C
D
A DETECTOR
B
P5
P10 P7 E C
CDBA FEDCAB P6 T1 D
FUEL FILTER IMPENDING
BYPASS SWITCH
Q/NPT SENSOR NG SENSOR FUEL TEMPERATURE
A B C FG JH
P P13
R
S
T
PMS Q ITT
X MATCH MATCH
Y
U
V
N.C.
COMMON
N.O.
NR EDS/
W
SENSOR COCKPIT
TRAIN SWITCH RELAY

RTD LO
TEST
LA
ON
OFF
LB RTD RTN
LC RTD HI
GND
LD
P14 B AC D F E
MANUAL
28V SUPPLY
AIRFRAME
AUTO
CONNECT ENGINE WIRING
AIRFRAME WIRING
P11 AIRFRAME P2
WIRING
CC
LM
DD
LD
AA
LN
LT
LA
LP
LQ
LS
LR
LB
LC
LK
FF
EE
LE
W
R
X
P
Z
L
A
Y
S
U
H
E
F
D
K
J
V
T
J2
EEC

PT6C-67C ELECTRICAL WIRING HARNESS
P8
A P6
P5
P4
P12
P14
P7 P1
P11
P13
P9 P10
P3
VIEW A

PT6C-67C ELECTRICAL WIRING HARNESS
P3 P13
P7
P12
P4 Connector End Device

J1 EEC Connector (Engine)
J2 EEC (Airframe) Connector
P1 EEC Connector (EEC Harness - EEC side
firewall)
P3 Permanent Magnetic Alternator (PMA)
P4 Data Collection Unit (DCU)
P5 Fuel Management Module (FMM)
P6 T1 Temperature Sensor
P7 Ng Sensor
P8 Electronic Bleed Valve
P9 N2/NF/Npt and Torque Sensor
P5 P10 N2/NF/Npt and Torque Sensor
P11 Airframe Connector
P12 AGB Chip Detector
P13 Dual Function Fuel Switch
P8
P1 P11 P14 P14 Airframe Connector
P6
P9
P10

PT6C-67D ELECTRICAL WIRING DIAGRAM
Electrical Wiring Harness Connector Identification Harness Aircraft To EEC (J2)
Harness to J1 : Component :
ConnectorComponent - NR Sensor
- EDS Cockpit
P1 EEC - PMS Swith
P3 Permanent magnet alternator (PMA) - Auto/Manual Switch
P4 Data collection unit (DCU) - GSE Connector
P5 Fuel management module (FMM) - 28VDC Power
P6 T1 Temperature sensor - CLP sensor
P7 Compressor rotor speed sensor (Ng) - ITT/Torque
P8 Compressor Bleed Valve - Start & ignition relays
P9 Torque, N2/Nf and Temperature sensor - Shutdown Selenoid Switch
P10 Torque and N2/Nf sensor - PLA Sensor RVDT
P11 Aircraft Connection
P12 Chip Detector
P13 Triple function switch (Fuel temperature , Fuel Filter Caution:
Impending Bypass and Low Fuel Pressure)
P14 Airframe Connection - Make sure the Airframe electrical power is OFF
when you disconnect or reconnect the electrical
Note: connectors.
- All connectors are keyed to ensure correct installa- - Do not stretch the electrical wiring harness when
tion of harness to the component. you connect the connector.
- Turn the connector backshell counterclockwise with - Ensure connectors are properly tightened (refer to
your hand when applying the initial load on connec- Engine/Airframe Maintnance Manuals) to prevent
tor. This will prevent connector from becoming loose connectors becoming loose.
because of vibration.
- Put a small amount of electrical contact enhancer

(Stabilant 22) into contact sockets

PT6C-67D ELECTRICAL WIRING DIAGRAM

PT6C-67D ELECTRICAL WIRING HARNESS
P8
A P6
P5
P4
P12
P7 P1
P11
P13
P10
P3 P9
VIEW A

PT6C-67D ELECTRICAL WIRING HARNESS
P7
P3 P13
P12
P4
Connector End Device
J1 EEC Connector (Engine)
J2 EEC (Airframe) Connector
P1 EEC Connector (EEC Harness - EEC side
of ®rewall)
P3 Permanent Magnetic Alternator (PMA)
P4 Data Collection Unit (DCU)
P5 Fuel Management Module (FMM)
P6 T1 Temperature Sensor
P7 Ng Sensor
P8 Electronic Bleed Valve
P5 P9 N2/Npt and Torque Sensor
P10 N2/Npt and Torque Sensor
P11 Airframe Connector
P8 P12 AGB Chip Detector
P1 P11 P13 Dual Function Fuel Switch
P6
P9
P10

PT6C-67C/D CONNECTOR PIN/SOCKET ARRANGEMENT
DCU
P8 : ELECTRIC BLEED VALVE P10: N2/NF/NPT/TORQUE SENSOR FMM

& N2/NF/NPT SENSOR
P9 : TORQUE SENSOR
P10: N2/NF SENSOR/TORQUE
P1
EEC CONNECTOR

Function:
The Permanent Magnet Alternator (PMA) provides the

primary power source for the electronic engine control unit
when the engine is running (above 40 % N1/NG).
Description:
The PMA is an integral part of the reduction gearbox having

its rotor mounted directly onto the accessory drive gear
shaft and the stator mounted into the reduction gearbox
casing. However, the rotor and stator are removable without
disturbance to the reduction gearbox.
The bearingless configuration of the PMA ensures high unit

reliability. The PMA interfaces with the engine electrical
wiring harness.
The PMA produce about 64 VAC, 3 phases. The EEC

convert (rectify and stabilize) the voltage to a value just
higher to the aircraft electrical voltage in order to ensure
that the System automatically uses the higher source of
power.

FW
D
P3

BLANK PAGE

CHAPTER 11 – MAINTENANCE PRACTICES
CHAPTER 11
MAINTENANCE PRACTICES
PT6C-67C/D TRAINING USE ONLY MAINTENANCE PRACTICES 11.1

PT6C-67C SCHEDULE MAINTENANCE
Frequency Component Nature Of Inspection

Oil Level Check done after flight.
Daily Oil Filter Impending Check for pop-out indication.
By-Pass indicator
Fuel Nozzles Clean and do a functional check.
Fuel Manifold Visual check of Manifold for condition and leakage.
600 Hours
Igniter Plugs Remove and check for cleanliness and erosion. Do a functional check to verify
operation capabilities.
900 Hours EEC/FMM Do a Manual Mode response check and do an operational check of the alternate
engine shutdown system (Ref. Aircraft/Flight Manuals).
Air Inlet Screen Clean, Inspect for general condition.
Exhaust Duct Check for cracks or distortion.
Gas Generator Case Check for cracks, corrosion and distortion
900 Hours or Electrical Wiring Visual check for evidence of chafing, cracks, corrosion and wear. Do a security
12 Months Harness check to verify connector security.
Tubing Check for security, wear, chafing, corrosion, cracks and evidence of leaks.
Chip Detector Check for metallic pick-up and clean using lint-free cloth.
Perform operational check.
Ignition Cables Visual checks for chafing, wear, corrosion and security.
900 Hours or Oil filter Inspect and replace oil filter.
36 Months Fuel Filter Inspect and replace fuel filter.
12 Months EEC Do an EEC Diode failure check (PMA disconnected).
10,000 Hours CT Blades Compressor turbine blades must be replaced (Overhaul level).
or 60% Creep
15,000 Hours PT Blades Power turbine blades must be replaced (Overhaul level).
or 50% Creep

PT6C-67D SCHEDULE MAINTENANCE
Frequency Component Nature Of Inspection

Oil Level Check done after flight.
Daily Oil Filter Impending Check for pop-out indication.
By-Pass indicator
Oil filter Inspect and replace oil filter.
Fuel Filter Inspect and replace fuel filter.
Fuel Nozzles Clean and do a functional check.
600 Hours
Igniter Plugs Remove and check for cleanliness and erosion. Do a functional check to
verify operation capabilities.
EEC/FMM Do a Manual Mode response check and do an operational check of the
alternate engine shutdown system (Ref. Aircraft/Flight Manuals).
Compressor Bleed Valve Remove and clean screens
Exhaust Duct Check for cracks or distortion.
Gas Generator Case Check for cracks, corrosion and distortion
Air Inlet Screen Clean, Inspect for general condition.
Electrical Wiring Harness Visual check for evidence of chafing, cracks, corrosion and wear. Do a
600 Hours security check to verify connector security.
or 12 Months Tubing Check for security, wear, chafing, corrosion, cracks and evidence of leaks.
Chip Detector Check for metallic pick-up and clean using lint-free cloth.
Perform operational check.
Fuel Manifold Visual check of Manifold for condition and leakage.
Ignition Cables Visual checks for chafing, wear, corrosion and security.
12 Months EEC Do an EEC Diode failure check (PMA disconnected).
10,000 Hours CT Blades Compressor turbine blades must be replaced (Overhaul level).
or 60% Creep
15,000 Hours PT Blades Power turbine blades must be replaced (Overhaul level).
or 50% Creep

SERVICING
1
REPLENISH OIL 2
TO WITHIN GREEN
GREEN BAND BAND
A
ACCESSORY GEARBOX
OIL LEVEL INDICATOR
VIEW A

MAIN OIL PRESSURE ADJUSTMENT
SEAT
SPRING 116
COVER
PRESSURE 114
REGULATING
VALVE
112
110
MOP (PSIG)
108
106
104
102
100
180 190 200 210 220 230 240 250 260 270 280 290 F o
90 100 110 120 130 140 Co
MOT
MOP AS A FUNCTION OF MOT FOR Ng=30000 +/- 200 RPM

BORESCOPE INSPECTION
General : Notes:
- Before using the borescope, study the instruction
The borescope is an optical device which enables an opera-
manual, the borescope assembly and its
tor to perform visual inspection of internal components,
accessories.
such as blades, hot section areas, while an engine remains
- The borescope is a delicate device; it is considered
installed in the airframe.
vulnerable to severe shocks, twisting and pinching.
Care and attention must therefore be exercised
Description :
when handling it to prolong service life.
A pattern-controlled rigid guide tube, a 5 mm flexible optical
fibbers (called fibrescope), a light source and other acces- Caution:
sories comprise the required equipment for borescope
Heat can severely damage the fiberscope: insertion into
inspection.
the guide tube must be accomplish only after the turbine
area of the engine has cooled to 65°C (normal cool down
With the use of the borescope, an operator can perform
period is 40 minutes from shutdown).
periodic inspection of the following without removal of the
engine :
- Accessory Gearbox access port.
- 1st stage Compressor blades.
- Compressor turbine blades and shroud segments.
- Leading and trailing edges of compressor turbine vane
ring.
- Combustion chamber walls.
- Output module access port.

GUIDE TUBE ORIENTATION
FUEL MANIFOLD ADAPTER PORT
RIGID GUIDE TUBE
POINT OF ENTRY (REF.)
FIBERSCOPE TIP
125
VANE RING
DISTAL POINT
RELATION BETWEEN POINT OF ENTRY AND DISTAL TIP

VIEW FROM EXHAUST DUCT
TOWARD AIR INLET CASE

1ST STAGE COMPRESSOR BLADES
0.050 in. 0.020 in.
LEADING
EDGE
0.025 in.
0.020 in.
MEASURED DAMAGE MAXIMUM BLEND LIMIT AFTER REWORK
0.080 0.280 0.080
0.120 0.120
0.375
LEADING
EDGE
MEASURED DAMAGE MAXIMUM BLEND LIMITS AFTER REWORK
MATERIAL AVAILABLE
FOR FUTURE REPAIR MAXIMUM MATERIAL
REMOVAL ALLOWED
IF REQUIRED.

BLADE EROSION
0.250 MAX ACCEPTABLE

MATERIAL LOSS FROM
EROSION
LEADING EDGE
ORIGINAL
CONTOUR

BLANK PAGE

FUEL FILTER
FUEL FILTER
LOCKING PIN SLOT
COVER
MAKE SURE THE LOCK PIN

IS PULLED AND ROTATED BEFORE
YOU ROTATE THE FILTER COVER

OIL FILTER

AGB SEALS
PWC42045
1
2
3
4

OUTPUT SHAFT CARBON SEAL
COVER
PREFORMED
O N T CARBON SEAL
PACKING
FR NO. 5 BEARING
RUNNER
RETAINING NUT
COVER
CARBON
PREFORMED
RETAINING SEAL PACKING
RING
DRIFT

ELECTRICAL WIRING HARNESS CONNECTORS
Cleaning Procedure : Installation Procedure :
- Use a spray or a brush to apply cleaner (degreaser) or - Clean connectors.

isopropyl alcohol to the electrical contacts. - Connect the electrical connectors.
- Flush contacts. - Method 1: Turn the connector backshell counterclock-
- Use spray or brush to apply solvent (electrical deoxi- wise with your hand to apply an initial load on the con-
dizer) to the electrical contacts. nector. Use the soft-jaw pliers (Glenair TG69) and
- Connect and disconnect the plug and socket 2 or 3 tighten the connector coupling nut
time to clean contacts. - Method 2: Turn the connector backshell counterclock-
- Flush contacts with petroleum solvent or isopropyl wise with your hand to apply an initial load on the con-
alcohol. nector. Use mini-strap wrench (Glenair TG70
- Dry the connectors with dry, filtered compressed air. orPWC58104) and torque the connector coupling nut
- Put a small amount of electrical contact enhancer 35 to 65 lb.in.
(Stabilant 22) into the contact sockets. Let the
enhancer dry in air at room temperature. Note:
- Reconnect connectors.
- The initial load will decrease the possibility of con-
nector becoming loose because of vibration.
Warning:
- The connector is fully tightened when the red color
Control the air pressure to 30 Psig (200Kpa) maximum. band is not visible
Wear goggles or a face shield to protect you eyes

SAFETY CABLE (OPTION)
BOLT A BOLT B
FERRULE
CARTRIDGE
BOLT B
BOLT B
BOLT A NOSE
ASSEMBLY
BOLT A
90 BOLT A
BOLT B BOLT A
BOLT B
BOLT B
FERRULE

HOT SECTION INSPECTION (HSI)
Before carrying a Hot Section Inspection, it is recom- Ensure the following conditions apply:
mended to inspect the first stage compressor blades for - Interstage sealing ring is in satisfactory condition.
FOD, inspect oil filter and chip detectors and carry out a - Compressor bleed valve is functioning correctly.
power assurance check. - No air leaks in the gas generator case area.
- Cracks in the compressor turbine vane ring are within
Objectives: limits.
After completing this project, using technical publications
and required tools, each student will be able to: The following requirements should be maintained by rework
of affected components. Rework should be accomplished
1) Disassemble an engine for a hot section inspection. by hand stoning and lapping on locally manufactured lap-
2) Perform a hot section inspection ping plates.
3) Repair or replace any components as required. Flatness and sealing must exist on flat sealing land
4) Grind down compressor turbine shroud segments as between exit duct support and leading edge of
required. compressor turbine vane ring outer ring. Lap using lapping
5) Reassemble an engine after a hot section plates to obtain good sliding fit.
inspection. Flatness and sealing must exist on flat sealing land
between compressor turbine vane ring and lock plate. Lap
General: as required.
The criteria for a hot section inspection are detailed in the A free sliding fit must exist between lugs of compressor tur-
maintenance manual and it will be used to perform the Hot bine vane ring and grooves in no. 2 bearing cover flange.
Section Inspection; however, the following information is Stone lugs if necessary.
offered as a general guide to improve engine performance.
Ensure compressor vane ring does not hang-up in small
- Maintain compressor turbine blade tip clearances exit duct. Stone lugs and/or grooves, as necessary.
close to nominal limit.
- Improve compressor turbine blade tip clearance by Note:
maintaining lug and slot geometry and minimising side - HSI can be performed in the field
clearance of lugs. - HSI kits are available
- Maintain same Compressor Turbine and Power Tur-
bine vane ring classes as installed in engine initial
build or at last overhaul.

BLANK PAGE

CHAPTER 12 – GROUND BASE SOFTWARE
CHAPTER 12
GROUND-BASED SOFTWARE
GBS-PWCÔ
PT6C-67C/D TRAINING USE ONLY DIAGNOSTICS 12.1

GROUND-BASED SOFTWARE (GBS-PWCÔ)
Description : Functions :
The Ground-based software is used to help general man- The basic functions of the software are :
agement of P&WC electronic control driven engines.
- Troubleshooting of the Electronic Engine Control and
The operator will be able to track engine configuration. In - Reprogramming of Data Collection Unit (DCU)
addition it will be possible to interrogate fault codes stored - The GBS software will permit the operator to :
in the Electronic Engine Control (EEC), and to perform trou- - View / Record (engine running) or Replay engine
bleshooting with the help of a dedicated Transfer Module. parameters for troubleshooting purpose.
For troubleshooting purposes, it will be possible to look at - Import data
and record live data parameters. - Change configuration
Note:
The EEC uses the parameters under a format called real

time display (RTD). The RTD table of parameters is part of
the EEC software and is specific for each engine model and
software version.
The GBS-PWCÔ is used from a laptop or desktop com-

puter connected to the helicopter Ground Support Equip-
ment (GSE) connector. A set of cables is required to
connect the computer to the helicopter wiring.

GBS CONNECTION FOR EEC
GSE port is located behind the removeable quick disconnect panel.
PWC64570 A
PWC64570 A RS422 (1) TO COMPUTER
RS422 FROM AIRCRAFT (ENGINE #1 - LH)
TO E.E.C. TO E.E.C.
PWC64285 REV. G TO E.E.C.
PWC64570 A
RS422 FROM AIRCRAFT
PWC64570 A OR
RS422 (2) TO COMPUTER
(ENGINE #2 - RH)
TO E.E.C. TO E.E.C.
PWC64285 REV. G TO E.E.C.
PWC64570 A
CAUTION: DO NOT PLUG TO COMPUTER 28V POWER
THIS BRANCH INTO LAPTOP. (NOT USED) (P&WC USE ONLY)
SERIOUS COMPUTER DAMAGE
WILL RESULT.
PWC64656
ADAPTOR RS232
S/N: 9607230001 LOT: 553596

RS-232 TO RS-422 Interface
DTE
-25F
RS422 TO RS232
RS-232 Side
Model 222NM
Converter
CONVERTER
DCE
PWC64656
ADAPTOR RS232
COMPUTER PWC64656
RS232 SERIAL PORT

ADAPTOR RS232
PWC64431
REV. N/C
TO COMPUTER
(RS422
PWC64656 PWC64431 REV. N/C

FROM ENG RS422 UART OR
PCRS232
COMPUTER PWC64431 REV. N/C

FROM ENG RS422 VART
RS422 PORT PWC

PCRS64656
232
PWC64431 REV. N/C

TO COMPUTER (RS422)

Computer / Aircraft Connections :
For GBS connection a cable is required
The main connection is made with a computer style cables.

It is connected to the GSE plug on the helicopter at one end
and to the serial port of the computer at the other end.
The signal generated by the EEC is RS422 format, as com-

puters serial port are RS232 format, a converter will be
inserted between the GSE plug and the computer serial
port to convert the RS422 signal into RS232.

GBS CONNECTION FOR DCU
DCU
28 VDC POWER SUPPLY LEADS

PWC70891 REV. A
P1 TO EEC J1 P2 TO EEC J2 MESS IER-D
OWTY
+28 VDC PWC64858
PWC64682-2
ADAPTOR RS232
28 VDC
PWC70548 REV C POWER
(DCU FINE THREAD) SUPPLY
0 VDC
RS422/RS232
P4
PWC64682-2
ADAPTOR RS232
RS422
QUATECH
PWC64682-2
ADAPTOR RS232
PWC70548 REV C
(DCU COARSE THREAD) PWC90035
PWC90035 DO NOT USE RS422 TO RS232
RS422 TO RS232 CONVERTER
S/N: 9607230001 LOT: 553596

CONVERTER

DTE
-25F
RS-232 Side
Model 222NM
Converter
S/N: 9607230001 LOT: 553596
DCE
DTE
-25F
RS-232 Side
Model 222NM
Converter
DCE
PWC64656
ADAPTOR RS232
PWC64656
PC RS232
PWC64656
ADAPTOR RS232 APPROVED COMPUTER PWC64656
ADAPTOR RS232
PWC64656
RS232 SERIAL PORT

ADAPTOR RS232
PWC64431
REV. N/C
TO COMPUTER
(RS422
PWC64656 PWC70548 REV C

PC RS232
RS422
25 PIN DB MALE
APPROVED COMPUTER
RS232 SERIAL PORT PWC64431
REV. N/C
TO COMPUTER
(RS422
PWC64656
ADAPTOR RS232
APPROVED COMPUTER
RS422 PORT PWC64
PCRS2 656
(REF. NOTE)
32
TO COMPUTER (RS422)
PWC70548 REV C
RS422
9 PIN DB FEMALE
CONNECTED TO EEC CONNECTED TO DCU

Operation : For the PT6C-67C/D engines, Troubleshooting is accessible
The GBS-PWCÔ is a windows based application that can by using the Transfer Module. If data have been recorded /
store data for various engine-monitoring purposes. previously stored the “Analysis” function will be used
The software allows 5 different levels of access from basic (described below).
use (read data only) to administration (modifications of the
data). Note:
On menus when a letter in the names (Analysis) is
For Electronic Engine Control troubleshooting and DCU
underlined you can use the keyboard <Alt key> + <letter
reprogramming, the main purpose of the GBS software for
key> to replace the mouse selection.
PT6C-67C/D engines, the first level of operation called
“Guest”, no password or special access is required. This is
the default condition on start-up. Transfer Module :
From the GBS menu bar, select “Transfer”. This will permit
Starting Of The Program : access to the transfer module program used to extract data
Select the GBS icon then double click to start the program. from the EEC or from the DCU. This will be also used to
The GBS program will start, initialize and display the blank write data into a replacement DCU when needed.
screen.

When “Transfer module” is selected (Mouse pointer, then
left button), a “Select Transfer Module” window will opens.
The specific “PT6C-67C or D TRANSFER MODULE” can

now be selected (highlighted) from the drop-down list then
double click. The Transfer Module program will be loaded
and the Transfer Module window will be displayed on the
screen. This operation may take some time.

The "Exit" button, when clicked will close all files and will
exit the application.
To navigate through the program the user can select

"Engine Electronic Control EEC" or "Data Collection
Unit DCU" either in the "SELECT OPTION : " menu or use
"Transfer Module Options" in the top menu.
or

"Engine Electronic Control EEC" "Select Engine Serial No" list or add a new serial number
using the "Add Engine Serial No" box if necessary.
From the "Engine Electronic Control Parameters" menu
(left panel), select the aircraft serial number from the
"Select Aircraft Serial No" list or add a new serial number
using the "Add Aircraft Serial No" box if necessary.
Finally, select the engine's position (Position 1 or 2) from

the "Select Engine Position" (bottom panel) for the subject
aircraft and click on the "OK" button.
From the "Engine Electronic Control Parameters" menu
(right panel), select the engine serial number from the
These 3 parameters will be passed from the Transfer Mod-

ule the EEC program.

Notice on the bottom Status Bar that the following parame-
ters are displayed:
To navigate through the EEC program, in "EEC Options"

submenu, the user can open:
• "Display and Record Using Default Symbols"
Or
• "Replay Recorded Data"
From the top menu select the proper communication port,

speed rate and EEC part number.

If the user decides to choose option 1 (Display and Record If the user decides to record Real Time Data, the "Start
Using Default Symbols) from the main menu, the values recording" button will used.
that are in the EEC will appear on the screen. These values
will be recorded to an history data file.
A window will open asking you a file name:
"Display and Record Using Default Symbols"
The file name will have a ".PT6C67CEEC" extension for

PT6C67C engines or ".PT6C67DECC" extension for
PT6C67D engines.
When the user presses the save button a window the

recording will start.

When the user wants to end the recording he will press on If the user decides to choose option 2 (Replay Recorded
the "Stop recording" button. Data) from the main menu, data from the history files will be
displayed.
A window will then appear showing location of the saved "Replay Recorded Data"
file.
If the user decides to choose option 2 (Replay Recorded

Data) from the main menu, data from the history files will be
displayed.
"Replay Recorded Data"

The user can stop the replay at any time using the "Pause"
button.
The user can continue the replay using the "Resume" but-
ton.
When the file replay is completed an end of file message

will appear.

To navigate through the program the user can select

"Engine Electronic Control EEC" or "Data Collection Unit
DCU" either in the "SELECT OPTION : " menu or use
"Transfer Module Options" in the top menu.
or

"Data Collection Unit (DCU)" From the "Data Collection Unit Parameters" menu (right
panel), select the engine serial number from the "Select
From the "Data Collection Unit Parameters" menu (left Engine Serial No" list or add a new serial number using
panel), select the aircraft serial number from the "Select the "Add Engine Serial No" box if necessary.
Aircraft Serial No" list or add a new serial number using
the "Add Aircraft Serial No" box if necessary.
Finally, select the engine's position (Position 1 or 2) from

the "Select Engine Position" (bottom panel) for the subject
aircraft and click on the "OK" button.
These 3 parameters will be passed from the Transfer Mod-

ule the DCU program.

From the top menu select the proper communication port,

speed rate and DCU part number.
Notice on the bottom Status Bar that the following parame-

ters are displayed:

To navigate through the DCU program, in "DCU Options" If the user decides to choose option 1 (Change DCU con-
submenu, the user can open: tent), the values that are in the DCU will appear on the
screen in the "Actual Val." column.
- "Change DCU content"
- "View DCU content"
Or
- "View DCU Old Files"

Type the new values in the "New Val." Column. Click the "Write (F5)" button to transfer the new values into
the actual values column.

A window will appear asking which blocks you want to copy.

Then click "OK"
If the user decides to choose option 2 (View DCU content),

the values that are in the DCU will appear on the screen.
The user can copy DCU content to a file and reprogram a

replacement DCU with the data in the file. This is done by
clicking on the "Copy DCU to a File" button.
Another window will appear asking you a file name and

showing you where the file will be saved. The file name will
have a ".GBSPT67C" extension for PT6C67C engines or
".GBSPT67D" extension for PT6C67D engines.

If the user decides to choose option 3 (View DCU Old

Files), the user will be allowed to view data files that were
previously saved.
The user can reprogram a replacement DCU with data

already contain in a file by clicking on the "Clone" button.
An "Open" window will appear. From this window select the

file to be viewed.

A confirmation window will appear telling that information in A "Transferring data" window will appear and data trans-
the replacement DCU will be overwritten by the data in the fer will start.
file. Then click "OK".
Connect replacement DCU and click "OK"

GBS-PWCÔ EEC MODE, ANALYSIS
Analysis Menu : A “Select Parameter” window is now displayed and
Allows generating graphs of up to 4 parameters (transient required selection of the engine parameters to be displayed
data) for troubleshooting purpose. The Analysis menu is on the screen.
accessible directly from the GBS Main window. It will permit
access data previously recorded.
Select “Analysis” from the menu bar in GBS window, then

“Transient”. A “View File” window will be displayed.
By selecting the proper directory from the small RH window

(i.e.: C:\GBS-PWC\BIN\PT6C67TM\GBSDATA), the names
of the recorded files will be displayed in the main window. Select up to 4 parameters from the drop down list, for each
position. Confirm with “OK”.
Highlight the file to view then confirm “OK”.

A graph of the data will be now displayed on the screen. Raw Data can be access by double clicking on the Data
line. A ”Plot Parameter” will appear.
Click on the “Data” button and Raw Data will be displayed in

The display can be expanded to full screen for better resolu- a Parameter window.
tion. Both Vertical and Horizontal scales can be adjusted to
concentrate on the most interesting part of the file for spe-
cific analysis. The X axis range can be change using the
Min. X and Max. X windows.

Overlay : Select 2 parameters from the drop down list, for each posi-
An “overlay” option is also available in the “Select Parame- tion. Confirm with “OK”.
ters” window. This option allow to overlay 2 parameters. A graph of the overlay will be display on the screen.

TRAINING MATERIAL REQUEST
Date: ______________________________
Company Name and Address: ___________________________________________________________________________
Your Name: __________________________________ Job Title:________________________________________
Training Aid Title:______________________________________________________________________________________
Reference Page(s): ____________________________________________________________________________________
Recommended Change(s) and Reason(s) for Change(s):_______________________________________________________
____________________________________________________________________________________________________
____________________________________________________________________________________________________
____________________________________________________________________________________________________
____________________________________________________________________________________________________
____________________________________________________________________________________________________
____________________________________________________________________________________________________
TMCR ID Number (P&WC Office Use Only):_________________________________________________________________
Send To: Note: If you would like to be contacted regarding the

Pratt & Whitney Canada Customer Training resolution of your request for change, please provide us
1000 Marie-Victorin (05CA1) with your telefax number on the following line.
Longueuil, Quebec, Canada, J4G 1A1
Email: Training.St-Hubert@pwc.ca Telefax Number: _________________________________

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PREFACE

PT6C-67C/D TRAINING USE ONLY PREFACE I

Telephone : (USA & Canada) ............................ 1-800-268-8000

Pratt & Whitney Canada on the Internet : http://www.pwc.ca

PT6C-67C/D TRAINING USE ONLY PREFACE II

CHAPTER 2 - COMPRESSOR SECTION .............................. 2.1

PT6C-67C/D TRAINING USE ONLY TABLE OF CONTENT III

PT6C-67C/D TRAINING USE ONLY TABLE OF CONTENT IV

PT6C-67C/D TRAINING USE ONLY TABLE OF CONTENT V

PT6C-67C/D TRAINING USE ONLY TABLE OF CONTENT VI

PT6C-67C/D TRAINING USE ONLY INTRODUCTION VII

A basic understanding of jet engine principles would be an

Includes engine description, operation and "on-aircraft"

This course is ATA 104 Level III

Is a combination of the Line Maintenance course plus Hot

This course is ATA 104 Level IV.

PT6C-67C/D TRAINING USE ONLY INTRODUCTION VIII

PT6C-67C/D TRAINING USE ONLY INTRODUCTION IX

Fuel System: Exams:

PT6C-67C/D TRAINING USE ONLY INTRODUCTION X

ENGINE MODEL PT6C-67C PT6C-67D

PT6C-67C/D TRAINING USE ONLY INTRODUCTION XI

PT6C-67C/D TRAINING USE ONLY INTRODUCTION XII

PT6C-67C/D TRAINING USE ONLY INTRODUCTION XIII

PT6C-67C/D TRAINING USE ONLY INTRODUCTION XIV

79-00-00 Oil System Pages 1 to 99 Description and Operation

PT6C-67C/D TRAINING USE ONLY INTRODUCTION XV

PT6C-67C/D TRAINING USE ONLY INTRODUCTION XVI

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.1

BAAC Helicopter AB139

Overall length 16,7 m (54’ 25 “)

2 PT6C-67C turboshaft engines

Maximum Take-off weight 6 000 Kg (13 200 lbs)

Maximum speed (VNE) 300 Km/h (167 kts)

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.2

Overall length 17.4 m (56’ 2”)

1 PT6C-67D turboshaft engine

Maximum Take-off weight 4 318 Kg (9 500 lbs)

Maximum speed (VNE) 227 Km/h (128 kts)

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.3

- Length .........................................1,6 m (64.3")

- Free turbine, turboshaft engine

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.4

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.5

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.6

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.7

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.8

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.9

Support major rotating assemblies.

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.10

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.11

1) Accessory Gearbox Rear case Flanges “A” Through “G”

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.12

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.13

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.14

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.15

P2.8 FLAPPER VALVE

OIL FILLER CAP BREATHER OUTLET PORT

P3 CABIN BLEED PORT

LEFT OIL LEVEL SIGHT GLASS

PT6C-67C/D TRAINING USE ONLY ENGINE OVERVIEW 1.16

GAS GENERATOR CASE

AIR INLET SCREEN