Un SchEDULE InspECTION Q & A

UNSCHEDULED MAINTENANCE INSPECTIONS
Page 1 of 19
05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

PRATT & WHITNEY CANADA
MAINTENANCE MANUAL
MODEL(S) PW124B (BS 724/726/896), PW127 (BS 774/897), PW127E (BS 850/1034),
PW127F (BS 918/1033), PW127M (BS 1237) AND PW127N (BS 1324)
Manual Part No. 3037332, Revision No. 52.2, Dated MAY 31/2016
05-50-00

1. General
A. An unscheduled maintenance inspection is carried out when the engine is subjected to
unusual stress or operating conditions, exceeds operating limitations or gives
unsatisfactory performance. For the conditions listed in Para. 5., do the maintenance
tasks indicated.
B. If, as the result of the inspection, engine removal is required, a written report, stating
the cause of removal in detail (e.g. overspeed, overtemperature etc.) must be sent
with the engine to an overhaul/repair facility.
C. If an operational engine must be removed, a power assurance check (Ref. 72-00-00,
ADJUSTMENT/TEST) is recommended before engine removal to determine the extent
of repair required.
NOTE:
A power assurance check must not be carried out on engines which have exceeded
operating limitations (e.g. overspeed in excess of transient, overtemperature etc.) or
which have defects which can extend with engine running (i.e. oil system
contamination, etc.).
2. Consumable Materials
Not Applicable
3. Special Tools
Special tools are identified in procedural text by part number in parentheses.
Tool No.
Name
PWC34939
Pusher
4. Fixtures, Equipment and Supplier Tools

The fixtures, equipment and supplier tools listed below are referred to in procedural text.
Name
Square Drive Socket Extension 3/8 in.
Printed on: 29 AUG/16 P&WC Proprietary - subject to restrictions in Technical Data Agreement
http://localhost:61364/index.jspx
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5. Unscheduled Inspections
A. Performance Deterioration
(1) Refer to 72-00-01, FAULT ISOLATION (Performance Deterioration (ECTM shift) or
High ITT (T6)).
B. Overspeed in Excess of Transient (Ref. 05-10-00, OPERATING LIMITS AND LEADING
PARTICULARS)
(1) Check engine/aircraft speed indicating system. If found satisfactory, carry out the
following maintenance actions:
(a) If NH and/or NL overspeed was in excess of transient limits or NP overspeed
was in excess of transient limits, determine and rectify cause of overspeed.
Remove turbomachinery (Ref. 72-02-00, REMOVAL/INSTALLATION) and
return to an overhaul facility for an overspeed inspection in accordance with
Overhaul Manual instructions (Ref. Light Overhaul).
(b) If NH overspeed was more than the limit for normal takeoff given in the
aircraft flight manual and less than limits shown (Ref. 05-10-00):
Carry out a power assurance check (Ref. 72-00-00, ADJUSTMENT/CHECK).
C. Overtemperature (Ref. 05-10-00)

(1) Carry out a functional check of the aircraft engine temperature indicating system.
If found satisfactory, carry out the following maintenance actions:
(a) PW127, PW127E, PW127F, PW127M and PW127N: temperatures above
the limits when doing a normal takeoff (Ref. 05-10-00). Do the procedure
called up for performance deterioration (Ref. 72-00-01, FAULT ISOLATION).
(b) Temperatures above 800C: Refer to 05-10-00 for required action.
Turbomachinery replaced due to an overtemperature above the limits must
be shipped to an overhaul facility for an inspection/repair to be carried out in
accordance with Overhaul Manual instructions (Ref. Light Overhaul).
D. Engine Overtorque Estimation (Ref. Fig. 1)
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Figure 1 Overtorque Estimation Data Sheet
NOTE:
This information is required when the direct torque indication data is

unavailable because the torque exceeded the maximum range of the aircraft
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instrumentation. A computer program developed by PWC will use engine data
downloaded from the aircraft Flight Data Recorder (FDR), together with
ambient flight conditions, to provide an estimate of the engine overtorque.
Examine all other engine parameters on both engines to make sure that no
overspeed or over temperature has occurred during the event.
(1) The following data is required from both engines, even if only one engine was
affected. Obtain the data from the FDR.
HP Rotor Speed, NH (%), (must have at least one decimal number)
Propeller Speed, (NP) (% or RPM)
Total Outside Air Temperature (TOAT) or Static Air Temperature (SAT) (Deg. C)
(the FDR must specify SAT or TOAT)
Calculated Air Speed (CAS) or Indicted Air Speed (IAS) (knots)
Altitude (ft)
Torque (%)
(2) The following data should also be provided if recorded on the FDR:
Propeller Auto-feather Discrete
Bleed Discrete
Fuel Flow, WF (PPH)
Interturbine Temperature, ITT (Deg. C)
LP Rotor Speed, NL (%) (must have at least one decimal number
(3) The FDR printout, preferably in an Excel format, of the parameters listed in step
(1) and (2) should be obtained from the time immediately prior to the event, to
the point where the power is significantly reduced (e.g. flight idle selection). The
FDR download should also include a high power steady state condition above 80%
Torque, preferably prior to the event. If a high power steady condition is not
available, a recent power assurance data or calibration run data will be required.
(4) Refer to Figure 1 and complete the information sheet with the following required
data
Company name
Contact name, fax and phone number
Exact engine model
Engine position
Turbomachine S/N and running time (TTSN and TSO)
RGB S/N and running time (TTSN and TSO)
Aircraft type
Aircraft S/N and registration number
Any related EEC fault codes (if applicable)
(5) Send the above information and a copy of the FDR printout via a fax or email to
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the P&WC Helpdesk to the following address:
Fax: 1-450-647-2888
E-mail: cfirst@pwc.ca
Tel: 1-800-268-800 (Toll Free in US and Canada)
Tel: (IAC) 8000-268-8000 Toll Free International)
Tel: 1-450-647-8000
NOTE:
A call should be placed to the Helpdesk to alert P&WC personnel about

the incoming fax or email.
(6) A verbal estimation of the overtorque value will be provided to you and the
disposition of the engine should be made based on this data and the maintenance
actions described in Para. E..
NOTE:
A written confirmation will faxed to you. The data provided apply to the
engine only, any overtorque data pertaining to the propeller are
contained in the Propeller Manufacturers Manual.
(7) Similar overtorque estimation can be obtained from the airframe manually
triggered recording equipment, used to record exceedances. A pre-event condition
is still required. A recent power assurance run data or calibration run data will be
required in order to estimate the overtorque level. The resulting estimated value
is the torque level when the recording device was triggered. This may not
necessarily be representative of the maximum overtorque value encountered
during the whole event.
E. Overtorque (Ref. 05-10-00)
NOTE:
Carry out a functional check of the aircraft engine torque indicating system
(Ref. Aircraft Maintenance Manual). If found satisfactory, refer to Overtorque
charts and the actions that follow.
(1) Maintenance actions required after an overtorque are listed as follows:

(a) If the overtorque is in Area B, remove and inspect the reduction gearbox
(RGB) chip detector and scavenge filter element (Ref. 72-01-50,
INSPECTION/CHECK). If the results are satisfactory, the RGB module can
remain in service without further unscheduled maintenance actions. If either
is contaminated with metal, carry out procedure called up for debris in oil
system (Ref. 72-00-01, FAULT ISOLATION).
(b) If the overtorque is in Area C, carry out the maintenance actions described in
step (f).
(c) For PW124B engine: If the overtorque is in Area D, remove RGB module
(Ref. 72-02-00, REMOVAL/INSTALLATION) and turbomachinery (Ref. 72-0300, REMOVAL). and (Ref. 72-03-00, INSTALLATION). Send the RGB module
and turbomachinery to an overhaul facility for an inspection/repair in
(d) For PW127, PW127E, PW127F, PW127M and PW127N engines: If the
overtorque is in Area D, remove RGB module (Ref. 72-02-00,
REMOVAL/INSTALLATION) and ship to an overhaul facility for an
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MAINTENANCE MANUAL
inspection/repair in accordance with Overhaul Manual instructions (Ref. Light
Overhaul).
(e) Refer to Aircraft Maintenance Manual for related airframe checks.
(f) Maintenance Actions
1 Remove and inspect the RGB chip detector and scavenge filter element
(Ref. 72-01-50, INSPECTION/CHECK). If either is contaminated with metal,
carry out procedure called up for debris in oil system (Ref. 72-00-01, FAULT
ISOLATION) .
2 Carry out a borescope inspection of the first and second-stage reduction
gears (Ref. 72-00-00, INSPECTION/CHECK) within 10 flight hours, if not
already carried out during the chip detector circuit completion procedure
(Ref. step 1). Record the condition of the gears.
3 If unacceptable damage is found during the borescope inspection, remove
the RGB module within 50 flight hours(Ref. 72-02-00,
REMOVAL/INSTALLATION) and ship to an overhaul facility for an
inspection/repair in accordance with Overhaul Manual instructions (Ref.
Light Overhaul).
4 If the results of carrying out steps 1 and 2 for overtorques in Area C are
satisfactory, repeat RGB chip detector/filter element inspections as follows:
NOTE:
If metal contamination is found during any of the inspections,

carry out the procedure for debris in the oil system (Ref. 72-00-01,
FAULT ISOLATION)
a Carry out RGB chip detector and filter element inspections at an interval
not exceeding 10 flight hours following overtorque incident.
b Carry out an RGB chip detector inspection at an interval not exceeding
25 flight hours following overtorque incident
c Carry out an RGB chip detector inspection at an interval not exceeding 50
flight hours following overtorque incident.
d Carry out an RGB chip detector inspection at an interval not exceeding
100 flight hours following overtorque incident.
e Carry out RGB chip detector and filter element inspections at an interval
not exceeding 250 flight hours following overtorque incident.
5 If allowable or no contamination is found during the inspections called up in
step 4, Perform a borescope inspection (Ref. step 2) after the last
inspection carried out in step 4 e. Compare the conditions of the gears with
the data recorded in step 2. Check for obvious signs of deterioration. If
deterioration has occurred, remove RGB module within 50 flight hours (Ref.
72-02-00, REMOVAL/INSTALLATION) and ship to an overhaul facility for an
inspection/repair in accordance with Overhaul Manual instructions (Ref.
Light Overhaul). If no deterioration is observed, the RGB module can
remain in service without further unscheduled maintenance action.
F. Immersion in water
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(1) Return engine to an overhaul facility for an inspection after immersion in water to
be carried out in accordance with Overhaul Manual instructions (Ref. Light
Overhaul).
G. Dropped engine
(1) Return engine to an overhaul facility for an inspection for dropped engines to be
carried out in accordance with Overhaul Manual instructions (Ref. Light Overhaul).
H. Heavy landing resulting in landing gear damage or aircraft structural damage
NOTE:
Refer to Aircraft Maintenance Manual (AMM) for propeller system

maintenance actions.
(1) Remove the engine (turbomachine and reduction gearbox modules).

(2) Send the engine to an overhaul facility for the inspections required in accordance
with the Overhaul Manual Instructions (Ref. 72-00-00, Light Overhaul), with a
workscope that includes inspection for both Dropped Engine and Sudden
Stoppage.
I. Hard material ingestion (e.g. ice, stones, screws, tools, etc.)
(1) Check LP and HP impellers for foreign object damage (FOD) (Ref. 72-00-00,
INSPECTION/CHECK).
(2) Carry out a power assurance check (Ref. 72-00-00, ADJUSTMENT/TEST).
J. Bird strike and soft material ingestion (e.g. rags, cloth, plastic bags and containers,
etc.)
(1) General
(a) Remains on impellers and/or LP diffuser exit ducts confirm a bird or soft
material has passed through the engine and possibly contaminated the
secondary air system, fuel nozzle and HP turbine vane cooling air passages. If
contamination occurs, hot section components deteriorate rapidly, increasing
the cost of refurbishment. Therefore, operators are recommended to carry
out a hot section inspection (HSI) (Ref. 72-03-00) and an internal inspection
of the P2.5/P3 switching valve (Ref. 72-30-00) as soon as possible after a
bird strike or ingestion of soft material is confirmed. When an HSI is not
carried out, hot end deterioration may be minimized if fuel nozzles and
P2.5/P3 switching valve are inspected to check for, and if necessary remove,
contamination.
(2) Actions Required
(a) Check LP diffuser exit ducts, LP and HP impellers for foreign object damage
(FOD) and bird remains or soft material (Ref. 72-00-00,
INSPECTION/CHECK).
(b) Replacement of fuel nozzle set is recommended if debris is found in P2.5/P3
air switching valve.
(c) Carry out a performance recovery wash (Ref. 72-00-00,
CLEANING/PAINTING).
(d) Carry out a power assurance check(Ref. 72-00-00, ADJUSTMENT/TEST).
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K. Chip detector circuit completed
(1) Refer to 72-00-01, FAULT ISOLATION.
L. Propeller sudden stoppage
NOTE:
Propeller sudden stoppage occurs when a propeller stops rotation due to

contact with a hard object (e.g. ground, ground service equipment, etc.).
(1) Remove the reduction gearbox module from service and send it to an overhaul
facility for the inspection required after propeller sudden stoppage to be carried
out in accordance with Overhaul Manual instructions (Ref. Light Overhaul).
M. Engine Exposed to Unusual Propeller Induced Vibration or Propeller Strike (Engine
Running)
NOTE:
High propeller induced vibration can occur when a piece of a propeller blade
is not there or you find damage on the blade retention component (trunnion,
bearing) or the propeller actuator is damaged.
(1) If the propeller hub mounting nuts and bolts are not tightened correctly, remove
the reduction gearbox for the propeller shaft inspection in accordance with
(2) Turn the propeller by hand and listen for unusual noises in the reduction gearbox
and power turbines. If you hear unusual noises or find it not easy to turn the
propeller, remove the turbomachinery for inspection in accordance with Overhaul
Manual instructions (Ref. Light Overhaul).
(3) Turn the low pressure rotor. If you hear unusual noises or find it not easy to turn
the low pressure rotor, remove the turbomachinery for inspection in accordance
with Overhaul Manual instructions (Ref. Light Overhaul).
(4) Inspect the reduction gearbox chip detector and scavenge filter for debris (Ref.
72-01-50, OIL SYSTEM - INSPECTION/CHECK). If you find metal debris in either
chip detector or scavenge filter, do the procedure for debris in oil system (Ref. 7200-01, ENGINE (PW124B) - FAULT ISOLATION-1 or 72-00-02, ENGINE (PW127)FAULT ISOLATION-1 or 72-00-03, ENGINE (PW127E) - FAULT ISOLATION-1 or 7200-04, ENGINE (PW127F) - FAULT ISOLATION-1 or 72-00-05, ENGINE (PW127M)
- FAULT ISOLATION-1 or 72-00-06, ENGINE (PW127N) - FAULT ISOLATION-1).
(5) Inspect the turbomachinery chip detector and scavenge filter (Ref. 72-01-50, OIL
SYSTEM - INSPECTION/CHECK). If you find metal debris in either chip detector or
scavenge filter, do the procedure for debris in oil system (Ref. 72-00-01, ENGINE
(PW124B) - FAULT ISOLATION-1 or 72-00-02, ENGINE (PW127)- FAULT
ISOLATION-1 or 72-00-03, ENGINE (PW127E) - FAULT ISOLATION-1 or 72-00-04,
ENGINE (PW127F) - FAULT ISOLATION-1 or 72-00-05, ENGINE (PW127M) FAULT ISOLATION-1 or 72-00-06, ENGINE (PW127N) - FAULT ISOLATION-1).
(6) Inspect for misalignment/damage of engine air intake/front inlet case interface.
(7) For PW124B Engines: If the propeller blade is bent, send the reduction gearbox
for an inspection of overtorque and sudden stoppage in accordance with Overhaul
Manual instructions (Ref. Light Overhaul).
(8) Check the LP impeller for foreign object damage (FOD) (Ref. 72-00-00, ENGINE INSPECTION/CHECK-1).
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(9) If propeller blade sustained a bird strike, do the inspection for bird strike and soft
material ingestion (Ref. Para. 5.J.).
(10)Do an engine run at Ground Idle (GI) for five minutes.
(11)Do a visual inspection of the LP and HP impellers (Ref. 72-00-00, ENGINE INSPECTION/CHECK-1). If you find signs of oil on any of the impellers, remove
turbomachinery for inspection in accordance with Overhaul Manual instructions
(Ref. Light Overhaul).
(12)Do a borescope inspection of reduction gearbox first-stage helical gear, first-stage
input shaft gear and second-stage pinion gears for damage (Ref. 72-00-00,
ENGINE - INSPECTION/CHECK-1).
(13)Fill oil (Ref. 72-00-00, ENGINE - SERVICING) and do a visual check of the engine
oil consumption after 10 FH but not more than 15 FH of operation. If you find the
oil consumption is more than the specified limits or you smell oil in the cockpit,
remove the turbomachinery for inspection in accordance with Overhaul Manual
instructions (Ref. Light Overhaul).
(14)Check all chip detectors after 10 FH but not more than 15 FH.
N. Propeller Strike (Engine not Running)
NOTE:
Propeller strike is considered when a propeller blade has sustained damage

and its replacement or repair is necessary.
(1) Run engine at 80 percent torque for five minutes. Check reduction gearbox chip
detector. Return engine to service if no chip indication exists. Check airframe
condition panel (if applicable) for chip detector circuit completion or
remove/inspect chip detector/collector daily for 50 FH. Return to standard
inspection intervals if no chip indications occur. If chip detector circuit is complete
(Ref. 72-00-01, ENGINE (PW124B) - FAULT ISOLATION-1 or 72-00-02, ENGINE
(PW127)- FAULT ISOLATION-1 or 72-00-03, ENGINE (PW127E) - FAULT
ISOLATION-1 or 72-00-04, ENGINE (PW127F) - FAULT ISOLATION-1 or 72-00-05,
ENGINE (PW127M) - FAULT ISOLATION-1 or 72-00-06, ENGINE (PW127N) FAULT ISOLATION-1).
O. Propeller lightning strike
(1) Actions Required
(a) Check propeller shaft and flange for magnetism, using one of the following
methods.
1 Using a Model 25 magnetometer, check propeller shaft and, especially,
flange to ensure residual magnetism is within 3 gauss or 3 oersted or
2.38 A/cm. If reading is not within 3 gauss or 3 oersted or 2.38 A/cm,
replace engine (Ref. step (c) ).
2 Apply a small piece of ferrous material weighing approx. 3 grams (e.g.
wire, pin, etc.), capable of being magnetized, to propeller shaft and flange.
If material is attracted to shaft or flange, replace engine (Ref. step (c)).
(b) If propeller shaft or flange residual magnetism is within 3 gauss or 3
oersted or 2.38 A/cm, carry out the following checks and inspection.
1 Checks
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a Autofeather (Ref. AMM).

b Flight Idle (Ref. AMM).
c Reverse Maximum Governing (Ref. AMM).
d RGB chip detector monitoring (check circuit completion).
2 Inspection
a Remove and inspect RGB scavenge filter (Ref. 72-01-50, SERVICING)
for chips.
b If chips are found, refer to procedure called up for debris in oil system
(Ref. 72-00-01, FAULT ISOLATION).
c If no chips are found, return engine to service. Check the airframe
condition panel (if applicable) for chip detector circuit completion or
remove/inspect chip detector/collector daily for 50 flight hours and the
RGB scavenge filter is removed and inspected for chips after seven days
(65 flight hours) (Ref. 72-01-50, INSPECTION/CHECK).
d If no chips are found, engine may continue in service with subsequent
inspections carried out as defined per the relevant maintenance
program.
(c) Engines with a magnetized propeller shaft or flange greater than 3 gauss or
3 oersted or 2.38 A/cm must be handled as follows:
1 Remove and return reduction gearbox (Ref. 72-02-00) to an overhaul
facility for an inspection/repair to be carried out in accordance with
2 Check reduction gearbox coupling shaft flange for magnetism, using one of
the following methods:
a Using a Model 25 magnetometer
If residual magnetism is less than 3 gauss or 3 oersted or 2.38
A/cm, return turbomachinery module to service
If reading is above 3 gauss or 3 oersted or 2.38 A/cm, return
turbomachinery to an overhaul facility for an inspection/repair to be
carried out in accordance with Overhaul Manual instructions (Ref.
Light Overhaul).
b Apply a small piece of ferrous material, weighing approx. 3 grams (e.g.
wire, pin, etc.), capable of being magnetized, to coupling shaft flange.
If material is attracted to flange, return turbomachinery to an
overhaul facility for an inspection/repair to be carried out in
If material is not attracted to flange, return turbomachinery to
service.
(d) PW124B/PW127/PW127E/PW127F (Post-SB21527/Post-SB21719),
PW127M and PW127N: Inspect ground coil inserts within 500 hours and
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replace if damage observed (Ref. 72-10-00, REDUCTION GEARBOX MAINTENANCE PRACTICES).
NOTE:
Refer to AMM for propeller blade and propeller de-icing system

inspection.
P. Heavy landing
(1) The engine is designed to withstand landing loads of 6g. If this load was imposed
or exceeded during a heavy landing incident, carry out checks listed below on
both engines.
(a) If any of the following defects are evident, replace both engines:
Cracks or distortion of engine mounts.
Damage to engine air intake/front inlet case.
Cracks or distortion of firewalls and bulkheads.
Damage or insecurity of engine/airframe exhaust duct.
(b) Turn propeller by hand and listen for unusual noises in reduction gearbox and
power turbines. Unusual noises can indicate problems in the gears, bearings,
seals and rotors. If unusual noises occur, remove engine for investigation.
NOTE:
Power turbines in a hot engine may rub. This is not an indication of

distress providing the turbines free themselves at GND IDLE during
start.
(c) Turn high pressure rotor using in. square-drive socket extension installed in
the rear of starter-generator drive gearshaft (Ref. 72-20-00). Listen for
unusual noises which can indicate problems in the accessory gears, bearings,
seals and rotors. If unusual noises occur, remove engine for investigation.
(d) Turn low pressure rotor using pusher (PWC34939) through the engine intake
or through a hole created by removal of one low pressure diffuser exit duct
(Ref. 72-30-00). Listen for unusual noises which can indicate problems in
bearings, seals or rotor. If unusual noises occur, remove engine for
investigation.
(e) Check the following airframe/engine connections for security:
fuel inlet
oil cooler
indicating system
ignition system
air system
fuel and oil drains
control linkages
(f) Check all engine-mounted accessories for security. Rectify if required (Ref.
appropriate chapter in this publication). Special attention to be paid to:
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Fuel pump, mechanical fuel control unit and associated adapter.

Starter/generator and associated adapter.
AC generator, propeller control unit, overspeed governor and pump,
reduction gearbox rear cover.
Feathering pump.
(g) Do a Power Assurance Check (Ref. 72-00-00, ADJUSTMENT/TEST) to ensure
adequate margin exists (turbine/impeller rubbing from hard landing may
affect engine performance).
(h) Check for chip detector circuit completion (check circuit for completion) and
inspect main and scavenge oil filters. Repeat chip detector circuit check daily
until 65 FH is exceeded. If no chip indications are found, the engine may
remain in service with the subsequent inspection carried out as per the
relevant maintenance program.
(i) Refer to the AMM for additional checks.
Q. Sustained running at an oil temperature outside limits specified in 05-10-00,
OPERATING LIMITS AND LEADING PARTICULARS.
(1) Drain and discard oil (Ref. 72-00-00, SERVICING).
(2) Remove and check oil filters and strainers (Ref. 72-01-50).
(3) Remove and check chip detectors (Ref. 72-01-50).
(4) Rectify cause of high oil temperature (Ref. 72-00-01, FAULT ISOLATION).
(5) Fill oil system (Ref. 72-00-00, SERVICING).
R. Exhaust Duct Bolt Failure (Tailpipe Interface)
(1) Refer to AMM for unscheduled inspection of exhaust duct bolt failure.
S. Low oil pressure or loss of oil pressure
NOTE: 1.
Low or loss of oil pressure is defined as running the engine below the
limits (See CAUTION) (Ref. 05-10-00, OPERATING LIMITS).
NOTE: 2.
During start sequence, if oil pressure does not increase to acceptable

value and engine is shut down within time interval required to comply with
aircraft flight/maintenance manuals, the engine is not considered to have
been subjected to 'low or loss of oil pressure'.
NOTE: 3.
Cause of low or loss of oil pressure must be determined and corrected

before the engine is run.
CAUTION:
LOW OIL PRESSURE AND LOSS OF OIL PRESSURE: ENGINE

MUST BE SHUT DOWN AS REQUIRED BY FLIGHT MANUAL IF
OIL PRESSURE IS BELOW THE DEFINED LIMITS (REF. 05-1000, OPERATING LIMITS). ENGINES WITH LOW OIL PRESSURE
AND LOSS OF OIL PRESSURE KEPT RUNNING LONGER THAN
REQUIRED TO COMPLY WITH FLIGHT MANUAL MUST BE
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REMOVED AND RETURNED TO AN OVERHAUL FACILITY FOR AN
INSPECTION TO BE CARRIED OUT IN ACCORDANCE WITH
OVERHAUL MANUAL INSTRUCTIONS IF OIL PRESSURE
INDICATING SYSTEM FUNCTIONS CORRECTLY.
(1) Check engine/aircraft oil pressure indicating system. If satisfactory and the engine
was shut down as required by the flight manual, carry out the following:
(a) Turn the propeller by hand and listen for unusual noises coming from the
reduction gearbox or power turbine bearings.
NOTE:
The power turbines may rub, which is not an indication of distress

providing the turbines free themselves during engine start within 15
seconds at GND IDLE (Ref. 72-00-01, FAULT ISOLATION).
(b) Turn the high pressure (HP) rotor using a in. square-drive socket extension
installed in the rear of the starter-generator drive shaft (Ref. 72-20-00).
Listen for unusual noises coming from bearings, seals, gears, HP impeller and
turbine.
(c) Turn low pressure (LP) rotor using pusher (PWC34939) through the intake or
a hole created by the removal of a diffuser exit duct (Ref. 72-30-00). Listen
for unusual noises coming from the bearings, seals, LP impeller and turbine.
(d) If unusual noises are heard, replace the engine.
(e) Remove and inspect chip detectors. Remove scavenge and pressure oil filters
and carry out a patch check (Ref. 72-01-50). If debris found, carry out
procedure for debris in oil system (Ref. 72-00-01, FAULT ISOLATION).
(f) If no debris found, install clean filters and chip detectors.
(g) If reason for low or loss of oil pressure has not been determined,
check/rectify the following:
The engine for external oil leaks
Overboard oil drains. Refer to 05-10-00, OPERATING LIMITS AND
LEADING PARTICULARS for acceptable drive seal leakage rates.
The oil level
The oil, for the smell of fuel
Oil pump pressure relief valve
Oil pressure regulating valve
Pressure oil pump
Pressure oil check valve
RGB scavenge pump
(h) If no debris found at step (e), run engine for ten minutes at 80% torque.
(i) Check chip detectors for circuit completion and visually inspect pressure and
scavenge oil filters. If debris found, carry out procedure for debris in oil
system (Ref. 72-00-01, FAULT ISOLATION).
(j) Check oil level, if low, carry out procedure for high oil consumption (Ref. 72Printed on: 29 AUG/16 P&WC Proprietary - subject to restrictions in Technical Data Agreement
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00-01, FAULT ISOLATION).
(k) Monitor oil consumption for 65 FH.
(l) Check turbomachinery and RGB chip detectors daily until 65 FH is exceeded. If
debris found, carry out procedure for debris in oil system (Ref. 72-00-01,
FAULT ISOLATION).
(m) Carry out patch check on pressure and scavenge oil filters (Ref. 72-01-50) at
65 5 FH. If debris found, carry out procedure for debris in oil system (Ref.
72-00-01, FAULT ISOLATION). If no debris is found, the engine may continue
in service with subsequent inspections carried out as defined per the relevant
maintenance program.
T. Main oil filter impending bypass indicator activated
U. Reduction gearbox scavenge oil filter impending bypass indicator activated
V. High pressure (HP) fuel filter impending bypass indicator activated
W. Low pressure (LP) fuel filter impending bypass indicator activated
X. Aircraft flown through a cloud of volcanic ash
(1) With a borescope, inspect the LP and HP impellers (Ref. 72-00-00,
INSPECTION/CHECK). Prepare engine for return to service if no damages are
found.
(2) Check oil differential pressure indicators (pressure and scavenge) for bypass
condition (pop-up button in the out position)
(a) If oil differential pressure indicator shows a filter bypass condition
1 Clean or change main and scavenge oil filters (Ref. 72-01-50, SERVICING).
2 Drain and refill oil system with new oil(Ref. 72-00-00, SERVICING).
(3) Carry out a compressor and turbine wash (Ref. 72-00-00, CLEANING/PAINTING).
(4) Drain and refill oil system with new oil (Ref. 72-00-00, SERVICING).
(5) Clean or change main and scavenge oil filters (Ref. 72-01-50, SERVICING).
(6) Drain and refill oil system with new oil (Ref. 72-00-00, SERVICING). 50 10 flight
hours after original oil change carried out at step (4) .
Y. Fuel in the oil system
(1) Replace fuel-cooled oil cooler (Ref. 72-01-50, REMOVAL/INSTALLATION).
(2) Flush engine oil system and airframe oil cooler (Ref. 72-00-00, SERVICING and
AMM).
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MAINTENANCE MANUAL
(3) Check chip detectors and oil filters for metal contamination (Ref. 72-01-50) after:
(a) Approximately 10 flights hours or 1 day of operation (whichever comes first).
(b) Approximately 25 10 flight hours.
(c) Approximately 50 10 flight hours.
Z. Oil fire in exhaust duct
(1) Refer to Para.C., if accompanied by an overtemperature.
(2) If no overtemperature occurs, do a borescope inspection of the first and secondstage power turbines and power turbine stator (Ref. 72-00-00,
INSPECTION/CHECK). Remove engine if blades or stator are discolored and return
to an overhaul facility to be inspected in accordance with Overhaul Manual
AA. Intercompressor case fire warning (PW124B (Pre-SB21314))
(1) Visually inspect switching valve to rear inlet case sealing air tube. If integral
brackets have become unbrazed or the tube is discolored, the engine has
experienced an internal fire and must be removed from the service immediately.
If the brackets are still brazed and there is no discoloration, verify
integrity/continuity of fire detector system (Ref. AMM). If damage is found, rectify
and return engine to service. If no damage is found, carry out the following steps:
(a) Remove NL sensor and NL sensor port sealing tube (Ref. 72-01-60,
PERFORMANCE INDICATING SYSTEM - REMOVAL/INSTALLATION).
(b) Visually inspect packings, pickup probe and sealing tube for evidence of fire
damage. If damage is found, remove engine from the service.
(c) Remove cover and turn high pressure rotor with a in. square drive socket
extension installed in the rear of the starter-generator drive gearshaft (Ref.
72-20-00, INLET SECTION - MAINTENANCE PRACTICES). Listen for unusual
noises which can indicate problems in the rotor area. If unusual noises occur,
borescope the intercompressor case area through the most convenient NL
speed sensor port (Ref. 72-00-00, ENGINE - INSPECTION/CHECK). If damage
or evidence of fire found, remove the engine and return to an overhaul facility
to be inspected/repaired in accordance with Overhaul Manual instructions
(d) Install NL sensor, NL sensor port sealing tube and starter-generator drive
cover (Ref. 72-01-60, PERFORMANCE INDICATING SYSTEM REMOVAL/INSTALLATION) and (Ref. 72-20-00, INLET SECTION MAINTENANCE PRACTICES).
(e) Carry out a power assurance check (Ref. 72-00-00, ENGINE ADJUSTMENT/TEST).
AB. Propeller brake failure
(1) In the event of propeller brake slippage or major propeller brake damage (such as
a result of overheating), retrieve and secure information from the Digital Flight
Data Recorder "DFDR" using "Quick Access Recorder (QAR)" or with any
equivalent method for root cause analysis (Ref. AMM). Extract full DFDR using
QAR download (all parameters available) and whenever possible, provide DFDR
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MAINTENANCE MANUAL
data showing the last braking and releasing operation (prior to the event). DFDR
removal is not requested.
(2) Remove propeller brake (Ref. AMM) and send to an approved repair shop.
(3) Replace propeller brake lip seal (Ref. 72-10-00, MAINTENANCE PRACTICES).
(4) Inspect Second-stage-reduction spur gearshaft (pinion gear) lip seal runner (Ref.
72-10-00, MAINTENANCE PRACTICES).
(5) Install serviceable propeller brake or layshaft cover (Ref. AMM and 72-10-00,
MAINTENANCE PRACTICES).
(6) Check scavenge oil filter bypass indicator and remove and check RGB chip
detector, strainer and oil filter. If contaminated, carry out procedure for debris in
oil system (Ref. 72-00-01, FAULT ISOLATION).
AC. Engine exposed to fire extinguishing agent (foam, powder, gas or other chemical
extinguishers)
(1) Foam, powder or other chemical extinguishers
(a) If only engine externals are exposed, then wash immediately and monitor for
corrosion. Otherwise, return engine to an overhaul facility to be
inspected/repaired in accordance with Overhaul Manual instructions (Ref.
Light Overhaul).
(2) No maintenance required for Halon or any equivalent products listed in table 1 .
Table 1 Halon / Equivalent Products
Product Name
Original Manufacturer
CO
Multiple Manufacturers
FE-36
Dupont International, (Germany)
Halotron 1
American Pacific Corp. USA
NAF P-IV
NAF Intl/Safety Hi-Tech, Italy
Halon
American Pacific Corp. USA
AD. Engine related vibration and/or cracked external tubes

(1) General
(a) If engine related vibration was reported and/or external tubes on the engine
are found cracked, carry out the following inspection.
(2) Inspection
(a) Carry out a borescope inspection of the HP, LP and PT blades to ensure blade
structural integrity and that no LP or PT blade shift has occurred (Ref. 72-0000, Inspection/Check).
NOTE:
If no discrepancy is found and engine related vibration and/or
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MAINTENANCE MANUAL
cracked external tubes are reported subsequently, the engine should be
replaced and returned to an overhaul facility to be inspected/repaired
in accordance with Overhaul Manual instructions (Ref. Light
Overhaul).
AE. Lack of Engine Preservation
(1) Engine(s) that are taken out of service and not preserved per EMM procedures
(Ref. EMM 72-00-00, Engine Servicing, Preservation/Depreservation), could
potentially suffer corrosion damage.
(2) Engine(s) that are taken out of service and not preserved per EMM procedures for
a period exceeding six months should be returned to an overhaul facility for a lack
of preservation inspection, in accordance with the overhaul manual instructions
(3) The following recommendation is to allow engine(s) that are taken out of service
and not preserved per EMM procedures for a period not exceeding six months to
return into service:
(a) Inspect the condition of the engine and mounted accessories:
1 Remove and inspect the magnetic chip detectors for any metallic debris. If
debris is found, return the engine to an overhaul facility for a lack of
preservation inspection, in accordance with the overhaul manual
2 Remove the reduction gearbox and accessory gearbox borescope access
port covers and visually inspect the oil-wetted components for corrosion
(Ref. Note).
3 Remove the towershaft drive cover and visually inspect the AGB drive
bevel gear and No. 29 bearing for corrosion.
NOTE:
Acceptable corrosion on gear tooth contact surfaces are stains

that are no longer present after engine running.
Corrosion stains on gear tooth non-contact surfaces are acceptable
and will remain after engine running.
4 Drain, flush and fill engine oil system with new oil. Refer to the aircraft
maintenance manual (AMM) instructions for similar task with the aircraft oil
system.
5 Discard and replace both main and scavenge oil filters.
6 Discard and replace both HP and LP fuel filters.
7 Do a wet motoring run with the fuel line at the flow divider disconnected,
to make sure proper discharge of fuel. Replace the fuel heater, fuel control,
fuel pump, fuel cooled oil cooler and flow divider if insufficient flow and/or
debris or gums is found in the discharged fuel.
8 Replace all oil plain seals (Garlock seals).
CAUTION:
DO NOT REMOVE THE P2.5/P3.0 SWITCHING VALVE'S

OUTER HOUSING ASSEMBLY. THIS COMPONENT IS
RETAINED IN THE ENGINE BY A TRANSFER TUBE.
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MAINTENANCE MANUAL
EXTENSIVE DAMAGE CAN BE CAUSED DURING REMOVAL OF THIS
COMPONENT IN THE FIELD AND THE ENGINE WOULD
HAVE TO BE REMOVED FOR REPAIR.
9 Disassemble and inspect the P2.5/P3.0 switching valve for corrosion.
Replace valve components found with corrosion.
10 Do a minimum 15 minutes ground run at 80% torque to make sure the
fuel and oil systems are functioning properly.
11 Inspect for external oil leaks with particular attention to mounting pads of
accessories, generator and starter motor, and propeller shaft seal.
Replace seals exceeding permissible leakage rate.
12 Do a power assurance check to make sure that there is sufficient
performance margin.
13 Inspect the magnetic chip detectors for any metallic debris. If debris is
found, return the engine to an overhaul facility for a lack of preservation
inspection, in accordance with the overhaul manual instructions (Ref.
Light Overhaul).
14 Visually inspect all oil and fuel filters again for unusual debris and/or
gums before the first flight. Replace filters with unusual debris and/or
gums then repeat a minimum 15 minutes ground run at 80% torque.
Repeat this inspection until no unusual debris and/or gums is observed.
(b) Monitor engine performance during next 400 FH:
1 If both engines are affected on the same aircraft, replace one of the two
engines by another engine that is not under similar monitoring.
2 Return the engine to an overhaul facility for a lack of preservation
inspection, in accordance with the overhaul manual instructions (Ref. Light
Overhaul) for any occurrence of:
1. Low and/or Fluctuating Oil Pressure indication
2. Magnetic Chip Detector indication
3. Oil Filter Impending By-pass indication
3 Additional inspections for improper preservation is no longer required after

the 400 FH monitoring period.
AF. Ingestion of Hydraulic Fluid
(1) Ingestion of Skydrol hydraulic fluid :
(a) Return engine to an overhaul facility, to do an inspection for Ingestion of
Skydrol hydraulic fluid in accordance with the Overhaul Manual instructions
(2) Ingestion of MIL-H-5606 hydraulic fluid :
(a) Perform an engine performance recovery wash.
(b) Inspect ECS bleed system for contamination, clean as required.
(c) Run the engine for 10 minutes at GI and operate the cabin bleed system in all
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MAINTENANCE MANUAL
modes. Abort the run if there is evidence of oil smoke or smell in the cabin
and repeat steps (a) to (c).
AG. Hydraulic Fluid in the Oil System
(1) Skydrol hydraulic fluid in the engine oil system :
(a) Engine was not cranked :
1 Flush and re-fill with clean oil (Ref. Maintenance Manual, 72-00-00, Engine
Servicing).
2 Replace all externally accessible o-rings located BELOW the max oil level
mark on the sight glass.
(b) Engine was cranked and/or started :
1 Return engine to an overhaul facility, to do an inspection for Ingestion of
Skydrol hydraulic fluid in accordance with the Overhaul Manual instructions
(2) MIL-H-5606 hydraulic fluid in the engine oil system :
(a) Flush and re-fill with clean oil (Ref. Maintenance Manual, 72-00-00, Engine
Servicing).
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UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

UNSCHEDULED MAINTENANCE INSPECTIONS

4. Fixtures, Equipment and Supplier Tools

UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

C. Overtemperature (Ref. 05-10-00)

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05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

Figure 1 Overtorque Estimation Data Sheet

This information is required when the direct torque indication data is

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05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

A call should be placed to the Helpdesk to alert P&WC personnel about

(1) Maintenance actions required after an overtorque are listed as follows:

UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

If metal contamination is found during any of the inspections,

UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

Refer to Aircraft Maintenance Manual (AMM) for propeller system

(1) Remove the engine (turbomachine and reduction gearbox modules).

UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

Propeller sudden stoppage occurs when a propeller stops rotation due to

UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

Propeller strike is considered when a propeller blade has sustained damage

UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

a Autofeather (Ref. AMM).

UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

Refer to AMM for propeller blade and propeller de-icing system

Power turbines in a hot engine may rub. This is not an indication of

UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

Fuel pump, mechanical fuel control unit and associated adapter.

During start sequence, if oil pressure does not increase to acceptable

Cause of low or loss of oil pressure must be determined and corrected

LOW OIL PRESSURE AND LOSS OF OIL PRESSURE: ENGINE

UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

The power turbines may rub, which is not an indication of distress

UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS

Dupont International, (Germany)

American Pacific Corp. USA

NAF Intl/Safety Hi-Tech, Italy

American Pacific Corp. USA

AD. Engine related vibration and/or cracked external tubes

If no discrepancy is found and engine related vibration and/or

UNSCHEDULED MAINTENANCE INSPECTIONS

05-50-00 UNSCHEDULED MAINTENANCE INSPECTIONS