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 FUEL SYSTEM
Purpose: Operation:
o Pratt & Whitney Canada
A United Techn ologies Company

Fuel from the aircraft tanks is sent to the fuel heater via the
Provide the engine with clean fuel at the required pressure airframe boost pump. From the fuel heater, the fuel is
and flow to permit control of engine power. directed to the fuel pump.

Components: The fuel pump sends the fuel to the manual fuel control unit
- Fuel heater which depending on the operation mode , direct it to the
- Fuel pump and filter automatic fuel control units (automatic mode) or meter the
- Manual Fuel Control unit (MFCU) fuel (manual mode).
- Automatic Fuel Control Unit (AFCU)
- Fuel accumulator The correct amount of fuel metered by either unit then flows
- Flow divider to the flow divider and to the fuel nozzles.
- Fuel nozzles
- Power turbine governor (N2) The fuel control system function on a helicopter installation
- Torque Control Unit or Torque Limiter Unit (TLU) is to maintain constant power turbine speed , and therefore
the aircraft rotor speed.
Inputs Requirement:
- Power lever position (twist grips) As collective pitch is changed, the load on the power turbine
- N1 speed changes tending to change its speed. The gas generator
- N2 speed (N1) must then be corrected by changing its own speed
- P3 air accordingly, in order to supply the power required to
- Torque maintain a constant output shaft speed .
- Collective position to N2 Governor
Fuel, Additives and Limitations:
- Refer to 58 5144 for complete listing of approved fuel
and additives.
- Diesel fuels are an emergency alternate fuel to Jet
Fuels. OAT restrictions applies.
- Use of Aviation Gasoline (AVGA5 ) as an emergency
fuel is limited to 150 hours per engine between
overhaul periods (TBO).

PT6T-3/6 TRAININ G USE ONL Y FUEL SYSTEM 9.2

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FUEL SYSTEM
o Pratt & Whitney Canada

FUEL HEATER
MANUAL FUEL AUTOMATIC FUEL

FUEL PUMP CONTROL UNIT CONTROL UNIT

OIL

IN OUT

f-----------------------'r------------,---------------1

I FILTER II II r;==== = == = ==;"]

~ I _ JET PUMP PUMP II TRANSFER II METERING
I _ II VALVE I UNIT (N1 GOV.)
I II fI
I I METERING I II
I II
I I CUT OFF 1 ~1:t::=J
,
I II

,
I
I ~
'I'I
J
II
II
~----~~

POST S85409 l>

n
CHECK VALVE~ n
c:
:s:
c:
~~~~~~ '~~~E~EJ==fi 'I r
~
o
FUEL TANK :c

PRIMARY
FLOW
INLET FUEL I, II DIVIDER Pg ~
o Ps SUPPLY FUEL
!
SECONDARY

I' 'I
n
c:
o
o
Pm METERED FUEL
Pb BYPASS FUEL
P3 AIR
FUEL
NOZZLE D
----=-
FUEL SURGE

:s:
c:
r
~
o
:c
o PgAIR ACCUMULATOR

o PyAIR

PT6T-3 /6 TRAINING USE ONLY FUEL SYSTEM 9.3

~a
FUEL HEATER o Pratt & Whitney Canada
A United Tech nologies Company

Purpose: Specifications:

Heat the fuel to prevent ice crystal formation in the fuel filter.
- Normal fuel temp: 20-32 C
- Normal oil temp (A/F cooler) : 70-90 C
Description:

The fuel heater is a heat exchanger using hot oil to heat Maintenance:
fuel. A thermal element reacts to fuel temperature and
moves a sliding valve to control the amount of oil flowing Scheduled
into the heat exchanger. Every 300 hours perform touch test or use Temp-Plate
temperature recorders (thermal stickers) . Immediately after
Operation: shutdown , the Fuel Pump Filter housing should be
comfortable to touch. If too hot to touch or the Temp-Plate
Cold fuel from the aircraft boost pump enters the fuel heater sticker turns black , replace Fuel Heater (max. temperature
and surrounds the thermal element . The cold thermal 60 C or 140F).
element is contracted and allows pressure oil from main oil
pump to travel across the heat exchanger. Notes:
- Internal leaks of fuel heater will cause high oil
Heat from the oil transfers to the fuel and fuel temperature
consumption when engine is running .
starts to rise. Around 20C the thermal element begins to
- Internal leaks of fuel heater will cause high oil level
expand and push on the spring loaded sliding valve. In this
when engine is not running and fuel boost pumps
position , the oil progressively bypasses the fuel heater and
are "ON".
fuel temperature begins to stabilize.
Hot fuel in one power section control system will induce
A spring located at the back of the sliding valve pushes it
abnormal torque splits. And power section losing power
back to the left (heating position) when fuel temperature
during electrical emergency ground check .
drops. During operation, the thermal element constantly
reacts to adjust fuel outlet temperature.
Flicker ing fuel filter impending bypass light or unable to
reach maximum power (same as N1 limit) or power drop
may be caused by restrictions in fuel heater core due to
contamination .

PT6T-3/6 TRAININ G USE ONL Y FUEL SYSTEM 9.4

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11 1 ) ) 1 1 1 ~ 1 1 1 1 1 1 ) 1 1 1 1

FUEL HEATER
o Pratt &Whitney Canada

FUELINLET

IOPEN I

THERMAL ~ t.:::.:=:: ~
ELEMENT

FUEL
00 OIL OIL
oOIL OIL
OUTLET HEATING BYPASS

PT6T3/6 TRAININ G USE ONLY FUEL SYSTEM 9.5

~,
 FUEL PUMP
o Pratt &Whitney Canada

Purpose: provides an alternative route for unfiltered fuel. The gear

Provide clean fuel under pressure to the fuel control unit. type pump pressurizes the fuel.
Excess fuel (Pb) from the fuel controls is returned to the
Description: pump inlet through an ejector type pump . Two carbon face
- Supports the fuel filter seals prevent fuel from leaking out of the pump.
- Dual stage pump:

- Positive displacement gear type pump

Maintenance:
- Ejector type
Scheduled
- Pump gears are sealed with bronze bushings and - Inspect filter for contamination every 300 hours if not
carbon seals equipped with a fuel filter impending bypass switch.
- Check for security and leaks every 300 hours
Pump Capacity (Typical): - Inspect/replace filter every 600 hours
N1 Fuel flow Pressure - Check pump driveshaft coupling to accessory gearbox
for wear (corrosion) every 600 hours maximum.
12 % 155 pph 75 Psig Unscheduled
- Return pump to overhaul if operated more than 10
100 % 1,200 pph 900 Psig
hours without A/C boost pump pressure.

Filter:
Caution
10 micron (u) non-metallic disposable type filter.

Do not remove AGB coupling from the pump

Impending Bypass Indication: i
All trace of grease must be removed from the pump
Airframe switch activated at 1.4 to 1.8 Psid . The pressure is
coupling splines and AGB gearshaft. Only engine oil is to
taken at the fuel heater inlet and at the fuel filter outlet. This
be used as a lubricant. Make sure the oil mist lubrication
configuration will monitor fuel filter and fuel heater for
hole in the AGB gearshaft is open
restriction.
Note

Filter Bypass Valve: Piston type bypass valve set to open

- Cross -feed is not considered as a "no" boost pump
at 2.7 to 3.0 Psid if filter gets restricted .
operation
- Maximum fuel leakage is 0.5 cc/minute.
Operation:
Fuel enters the pump through the filter element. In the event
of filter blockage, a spring-loaded piston-type bypass valve

PT6T 3/6 TRAIN ING USE ONL Y FUEL SYSTEM 9.6

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FUEL PUMP
o Pratt & Whitney Canada

HIGH PRESSURE
..
FUEL DELIVERY
.,. j ,

MFCU BYPASS RETU~ """ ,

AFCU BYPASS RETURN ~ ~ ~ FUEL FILTER

., IMPENDING BYPASS
PORT

FILTER BYPASS VALVE

FUEL EJECTOR PUMP

10 MICRON FILTER ~ FUEL INLET

FROM FUEL
HEATER
INLET PRESSURE
o Ps SUPPLY PRESSURE
o Pb BYPASS FUEL

PT6T-3/6 TRAINING USE ONL Y FUEL SYSTEM 9.7

"
MANUAL FUEL CONTROL UNIT (MFCU)
Purpose: Check Valves (2):
o Pratt & Whitney Canada
A United Tec hno log ies Co mpa ny

In automatic mode , directs the fuel from the pump to the

Depending on which mode is being used, prevent to
AFCU and then from the AFCU to the fuel nozzles.
pressurize the inoperative side of the control. The set of
In manual mode , meters and directs the fuel from the pump
check valves closes the system not in use.
directly to the fuel nozzles.

Metering and Cut-Off Valve:

Description: Th is valve is manually controlled by the twist grip . One end

(bottom) of the valve meters the fuel in manual mode ,

High Pressure Relief Valve: where the other end (top) closes the main fuel passage in

Prevents build up of excess supply pressure (Ps) in the fuel cut-off position.

system. This valve is normally closed unless Ps pressure

reaches 1,050 Psi and allows Ps fuel to dump into Pb. Pressurizing Valve:

It ensures that no fuel flows to the manifold until a pre-set

Transfer Valve: minimum pressure of 75 Psi is attained. At shutdown ,

Depending on its pos ition, direct the fuel to the AFCU in provide a positive shut-off of the fuel to the fuel nozzles.

automatic mode (down position) or to the metering side of

the MFCU in manual mode (up position) . The solenoid Bypass Valve:
valve controls the position of the transfer valve. The diaphragm-type bypass valve controls bypass fuel flow
to maintain a constant 15-18 Psid between the pump
Solenoid Valve: delivery pressure Ps and the metered fuel pressure Pm.
Control the transfer valve position by dumping fuel from the
top of the transfer valve into the bypass line. The resultant
pressure drop causes the transfer valve to move up. The
solenoid valve is closed when no electrical power is applied
(NC).

Pressure Regulating Valve:

The pressure-regulating valve prevents the MFCU to
transfer inadvertently into manual mode in case of leakage
from the solenoid valve. It maintains internal MFCU
pressure 100 Psi above bypass pressure (Pb).

PT6T-3/6 TRAININ G USE ONLY FUEL SYSTEM 9.8

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MANUAL FUEL CONTROL UNIT IN AUTOMATIC MODE

o ~ratt & Wh_itney Canada

-6 TO FLOW DIVIDER

& NOZZLES

CHECK VALVE

FROM ~
A.F.C.U.

SOLENOID

I v:.vr (N.C.)
TWIST
k
GRIP
INPUT DG
TRANSFER ~ : : ;~;
VALVE

D Ps SUPPLY PRESSURE -6
D Pm METERED FUEL ~ FROM PUMP
D Pb BYPASS FUEL TO -<::>-- <, PRESSURE B~SS
A.F.C.U. REG.VALVE FUEL

PT6T-3/6 TRAINING USE ONLY FUEL SYSTEM 9.9

i\?
 MANUAL FUEL CONTROL UNIT
o ~ratt &W~itney Canada

Automatic Mode (Normal) This allows the fuel to flow towards the MFCU metering
valve and across the minimum flow orifice. In the same time
During the initial starting phase, fuel enters the MFCU from prevent the fuel to go to the AFCU . Pressure keep building
the pump. Pressure (Ps) built-up inside the MFCU (solenoid up, the by-pass valve will maintain the 15 to 18 Psi delta
closed and PRV not opened). pressure inside the MFCU. Around 12% N1 , when the pilot
moves the twist grip, he opens the cut-off, and the fuel can
The transfer valve remains in position as pressure is flow towards the engine.
equalized on all sides of the valve and the spring maintains
the valve in position. When internal pressure rise above 100 The pilot will have to supervise the start for temperature and
Psi the fuel flows towards the AFCU . speed . The engine should stabilize somewhere around 52
58% N1. The pilot now will have to adjust the fuel flow to
Until 12% N1, before the pilot moves the twist grip, the fuel match the power demand by rotating the twist grip. The
cut-off valve prevent any fuel to flow towards the engine. minimum fuel flow fixed orifice will prevent inadvertent
When the pilot moves the twist grip to the Ground-Idle engine shutdown during manual operation.
position the fuel starts to flow towards the engine.
In normal or emergency conditions, engine running, when
A minimum of 75 Psi is required before the pressurizing the pilot want to select Manual operation , the twist grip
valve opens . Internal check valves prevent fuel to flow should be retarded to the ground-Idle stop , before activating
backwards in the MFCU. the solenoid. This will prevent to introduce large amount of
fuel in the engine.
In normal operation (twist grip positioned in fly, 90 or 95 on
the quadrant) the MFCU metering valve is in the maximum When'the solenoid is activated the pressure on the back of
flow pos ition but no fuel is flowing by. the transfer valve is reduced to by-pass pressure and the
transfer valve moves rapidly to the manual position. The fuel
Manual Mode (Emergency or Trouble Shooting) is directed to the engine by the MFCU. A surge damper will
assist the engine in absorbing the transitory fuel pressure
Manual start is similar to above , when the pressure build-up drop.
inside the MFCU the solenoid dump the fuel coming from
the backside of the transfer valve to the bypass. The fuel Maintenance:
pressure applied to the transfer valve now override the Scheduled
spring and the valve is pushed all the way. - With fuel system pressurized, inspect MFCU shaft for
fuel leaks every 300 Hours or 1 year.

PT6T 3/6 TRAININ G USE ONL Y FUEL SYSTEM 9.10

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MANUAL FUEL CONTROL UNIT IN MANUAL MODE

o Pratt & Whitney Canada

~ TO FLOW DIVIDER
& NOZZLES

PRESSURIZING
CUTOFF VALVE I/VALVE
i-r

28VDC

~
D Ps SUPPLY PRESSURE
D Pm METERED FUEL FROM PUMP 11 BYPASS
D Pb BYPASS FUEL -Q- FUEL

PT6T-3/6 TRAINING USE ONLY FUEL SYSTEM 9.11

1\ \
 POWER LEVER ADJUSTMENTS o Pratt & Whitney Canada
A United Techn ologie s Company

Purpose: Ground Idle Adjustment:

Ensure that the input from the twist-grip is correctly The ground idle adjustment (61 1% N1) is adjusted on the
transmitted to the fuel control system . airframe at the cut-off solenoid, This will represent
approximately 35 on the MFCU arm. This adjustment is
Description: performed with the engine running.

The Power lever adjustment is done at the MFCU input The adjustments related to MFCU/AFCU are described
lever to ensure that there is enough travel from the later in this chapter.
twist-grip and the pilot could operate the MFCU from cut-off
to maximum power. AFCU/MFCU Idle Speed Caracteristics

The MFCU arm stops must come in positive contact in both N1%
directions (Cut-Off and Maximum) with some extra tension
(call cushion) in the linkage to ensure that the lever stays in
contact in all flight configurations. MFCU

61%
Gain Adjustment: AFCU

If a good amount of cushion (4 - 6 as per airframe manual)

cannot be obtained, or if it is too important, the gain
adjustment is done on the helicopter linkage at the jackshaft
adjustment (cargo hook compartment) by moving outboard
to increase, or inboard to decrease, the amount of cushion.

If the cushion is not equally centered (same amount in Sea Level 8,000 ft Altitude
Cut-Off and at maximum) , it is possible to change its
position by adjusting the aft end of the control rod next to
the gain adjustment .

PT6T-3/6 TRAINING USE ONLY FUEL SYSTEM 9.12

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'" "')

POWER LEVER
o Pratt & Whitney Canada

~m ~
ON~ @ ~~~~ ~
LDG LT

OF~ SLT
~OF F

e (@)
IDLE STOP SLT
E ~EN2 EXT

G@ L. R
N1 G STOW

START

~ .~ NO.2 GROUND IDLE ~~Fl

~O DECR @ ' . ENG. 2
&CUT-OFF VALVE

NO.1 GROUND IDLE

& CUT-OFF VALVE

~ AJUSTABLE RODS

FROM
CO-PILOT

PT6T3/6 TRAIN ING USE ONL Y FUEL SYSTEM 9.13

 FLOW DIVIDER AND DUMP VALVE
o ~ratt & W~itney Canada

Purpose: When the power section is shutdown, the fuel pressure

drops and the two spr ings push the primary and the
Divide the fuel flow between primary and secondary fuel secondary valves toward the closed position. This allows
manifolds. Dumps fuel from the manifolds when the engine fuel to drain (air pressure and gravity). The fuel is dumped
is shutdown. outside (old helicopters) or returns to the fuel cells (new
helicopters) .
Construction:
Maintenance:
Primary valve:
Unscheduled
Primary valve opens at fuel pressure of : - Replace if defective (refer to troubleshooting)

- 9 - 13 Psi. - Maximum leakage at dump is 0.5 cc/minute.

Secondary valve: Fuel Accumulator

Secondary valve, located inside the primary valve, opens at - A small accumulator is installed in the fuel line to the
fuel pressure of : fuel flow divider to smooth out the fuel pressure pulse
- 17 - 22 Psi during the transition from automatic control to manual
- 33 - 35 Psi for PT6T-3D's. control and during rapid power demand changes.
- It can also prevent power section flameout during rapid
Operation: deceleration.

Fuel enters the flow divider and pushes against the primary Maintenance:
and secondary valve . When fuel pressure reaches primary
spring tension, the primary valve moves and allows fuel to Scheduled
flow to the primary manifold only. - Deceleration check on pre SB 5398 (Flight to
Ground-Idle) every 100 Hours
As N1 speed increases, the fuel pressure reaches - Post SB 5398 only, check pop-out indicator every 150
secondary valve spring tension. The secondary valve hours
moves inside the primary valve, to allow the fuel to flow to - Inspect for cracks , leaks and distortion

the secondary manifold . - If leak is suspected , pressure check at 100 Psi

PT6T-3/6 TRAININ G USE ONL Y FUEL SYSTEM 9.14

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FLOW DIVIDER AND DUMP VALVE

o p'ratt & .Wh_itney Canada

TO PRIMARY MANIFOLD

PRIMARY
VALVE ~
0 -'c---' LJ

1~~, g i d HI

PRIMARY FLOW POSITION

TO SECONDARY MANIFOLD
-6 FLOW
DIVIDER
f~/ -

FUEL ~-
INLET~

PRIMARY AND SECONDARY FLOW POSITION mQ,

1. ..
ACCUMULATOR
FUEL A I I I~ o y-JUD WHILE ENGINE IS

INLET L,/ ~ ~il'iI Ul II ........ ,, ~

0" 0" NOT OPERATING

END CAP 77-==

SPRING

v
FUEL IS PRESSURE
UNDER STORED
~
I~
~. Mllill ill "' "I1 ~~
~
,1 - ACCUMULATOR
DURING ENGINE
OPERATION

DUMP POSITION

PT6T-3/6 TRAINI NG USE ONL Y FUEL SYSTEM 9.15

~"
 Pratt &Whitney Canada
FUEL NOZZLES PT6T-3/3B/6
Purpose:

Deliver and atomize metered fuel into the combustion

Maintenance:

Scheduled
" A United Technologies Company

chamber. - Inspect, clean and test fuel nozzles as per

maintenance manual
Construction: 1. "In situ" clean every 300 hours, clean and
inspect up to next major airframe inspection
- 14 fuel nozzle adapters, (7 primary, 6 secondary, 1 without exceeding 1200 hours.
Inlet) Or
- 14 nozzle sheaths 2. Every 600 hours (removal).
- 14 simplex nozzle tips
- 28 transfer tubes Notes:
- In-situ fuel nozzle wash is a method , which permits
Operation:
clean ing of fuel nozzles in place , (without having to
remove them) . Recommended wash rig and
During start, the 7 primary fuel nozzles receive fuel from the
cleaning solution must be used . In-situ cleaning can
flow divider and deliver it to the combustion chamber.
only start with new/overhauled set of fuel nozzles.
- It is acceptable to lockwire the fuel nozzle adapters,
The position of the primary fuel nozzles is such that fuel is
using the single strand method (wire 0.032" gauge) .
sprayed circumferentially towards the spark igniters in order
- Use approved engine oil to lubricate fuel transfer
to facilitate ignition.
tube preformed packings ("0" rings) .
- Ensure transfer tube locking plates are installed
An increase in N1 causes fuel pressure to increase and the
properly.
secondary fuel nozzles to spray fuel into the combustion
chamber. At this point, all the 14 nozzles deliver fuel. The Caution:
inlet fuel nozzle is connected to the secondary manifold. - Extreme care must be exercised when handl ing
nozz les since even fingerprints on the nozzle orifice
may produce a poor spray pattern.
- Clean , lint-free cotton gloves or surgical gloves should
be worn at all times when handling components.

PT6T-3/6 TRAINING USE ONLY FUEL SYSTEM 9.16

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"
FUEL NOZZLES PT6T-3/-3B/-6
o Pratt & Whitney Canada

FUEL NOZZLE

COMBUSTION~I
CHAMBER LINER
(REF.)
GAS GENERATOR
CASE (REF.)

o r HI

SECONDARY
FLOW DiViDER FUEL MANIFOLD
PRIMARY ADAPTER ASSY
FUEL MANIFOLD
ADAPTER ASSY

PT6T-3/6 TRAINING USE ONL Y FUEL SYSTEM 9.17

~'\
 DUAL ORIFICE FUEL NOZZLES PT6T-3D'S
Maintenance:
o Pratt & Whitney Canada
A United Technologies C ompa ny

Purpose:

Deliver and atomize metered fuel into the combustion Scheduled

chamber. - Inspect, clean and test fuel nozzles as per

maintenance manual

Construction: 1. "In situ" clean every 300 hours, clean and

inspect up to next major airframe inspection
- 14 nozzle adapters (dual orifice or duplex) without exceeding 1200 hours.
(13 nozzles, 1 inlet)
Or
- 14 nozzle sheaths
2. Every 600 hours (removal).
- 14 duplex nozzle tips
- Inspect fuel nozzle sheaths for wear every 600 hours
- 28 transfer tubes

- 28 internal strainers
Notes:
- In-situ fuel nozzle wash is a method , which permits
Note cleaning of fuel nozzles in place, (without having to
Ensure transfer tubes are moved in the right direction to
remove them). Recommended wash rig and cleaning
prevent any damage to internal strainers
solution must be used . In-situ cleaning can only start
with new/overhauled set of fuel nozzles.
Operation: - It is acceptable to lockwire the fuel nozzle adapters .
using the single strand method (wire 0.032" gauge) .
During operation, the 14 fuel nozzles receive fuel from the - Use approved engine oil to lubricate fuel transfer
flow divider and deliver it to the combustion chamber. tube preformed packings ("0" rings) .
- Ensure transfer tube locking plates are installed
On start , the flow divider sends fuel to the primary manifold. properly.
The 14 fuel nozzles will deliver fuel to the combustion
chamber through their primary orifices . Caution:
Extreme care must be exercised when handling nozzles
An increase in N1 causes fuel pressure to increase and the since even fingerprints on the nozzle orifice may produce a
secondary fuel nozzles to spray fuel into the combustion poor spray pattern .
chamber. At this point, the 14 nozzles deliver fuel through Clean , lint-free cotton gloves or surgical gloves should be
their primary and secondary orifices. worn at all times when hand ling components.

PT6T-3 /6 TRAININ G USE ONL Y FUEL SYSTEM 9.18

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DUAL ORIFICE FUEL NOZZLES PT6T-3D o ~~~!!_

_~_ .1ItI~itney Canada

FUEL NOZZLE FUEL NOZZLE

SHEATH
COMBUSTION /
CHAMBER LINER

GAS GENERATOR
CASE

INLET ADAPTER ~~

FLOW DIVIDER ~

01 1111111111111111 (11

PRIMARY VIEW LOOKING FORWARD

FUEL MANIFOLD
MANIFOLD SECONDARY
ADAPTER
-. MANIFOLD

X~./
I .~
~.F \

FUEL MANIFOLD ~\ i
,..)
ADAPTER ::>"'="""" ,

STRAINER

PT6T-3/6 TRAINING USE ONLY FUEL SYSTEM 9.19

,\Q,
 AUTOMATIC FUEL CONTROL UNIT
Purpose: Bypass Valve:
o Pratt & Whitney Canada
A United Technologies Compa ny

The AFCU establishes the proper fuel schedule according The bypass valve ensures a constant differential fuel
with P3 air, twist grip and N2 governor inputs. pressure across the metering valve. The diaphragm-type
bypass valve mainta ins a constant 15-18 Psid between the
The AFCU basically comprises two sections: pump delivery pressure (Ps) and the metered fuel pressure
- Hydraulic section (Fuel metering) (Pm).
- Pneumatic section (Control section)
Fuel Temperature Compensation:
Hydraulic Section:
Bi-metallic washers installed on the by-pass valve spring
Metering Valve: will modify the amount of by-pass fuel depending on fuel
temperature. As fuel temperature increases, more fuel is
The metering valve travels between a maximum and a mini required to maintain the engine acceleration constant.
mum fuel flow position and determines the amount of fuel
going to the engine fuel nozzles. The valve is activated by a Acceleration Dome:
torque tube function of the position of pneumatic bellows.
An external adjustment (Dome) permits to adjust the engine
Torque Tube: acceleration .

The torque tube transmits the control section inputs to the Note
metering valve . The torque tube is spring loaded towards The dome adjustment shou ld only be pertormed when all
the minimum flow position when there is no air pressure the pneumatic side of the control has been verified .
coming to the AFCU .

PT6T-3/6 TRAININ G USE ONL Y FUEL SYSTEM 9.20

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AFCU HYDRAULIC SECTION " ~~~!!~~~,Wh~itney Canada

~ TO M F C U MINIMUM FUEL ACCELERATION

o Ps SUPPLY PRESSURE FLOW STOP DOME
o Pb BY-PASS FUEL
o Py AIR PRESSURE
P3/ Px AIR PRESSURE
o Pm METERED FUEL

BYPASS VALVE

BELLOWS
o
Pb RETURN
TO TANK

U
Pb RETURN
TO PUMP

MAXIMUM FUEL
Py
~ I FLOW STOP

FROM
P3/Px ~ M FC U

PT6T~3/6 TRAINING USE ONLY FUEL SYSTEM 9.21

t:{\
 AFCU PNEUMATIC SECTION
Bellows: Operation:
o Pratt & Whitney Canada
A unnec le chnologies Co mpany

The bellows section consists of an evacuated bellows and a The AFCU receives P3 pressure and modifies it to Px and
governor bellows. The bellows assembly is allowed to move Py. Px is directly proportional to P3 and act directly on the
up and down depending on Px and Py pressure and torque bellows. The AFCU adjust Py pressure to move the bellows
tube spring loading. Its function is similar to a diaphragm towards a specific position, based on N2 governor input or
with Px pushing on one side and Py on the other side. internal speed governor action.
When only atmospheric pressure acts on the bellows,
(engine stopped or starting), the torque tube springs load The twist grip is linked to the N1 governor cam located
the valve towards the closing position (up on the diagram, inside the AFCU. Movement of the twist grip from "OFF", to
min. flow position). "Idle", or to "maximum" positions increases the tension on
- To increase fuel flow to the engine, Py is increased. the spring and forces the governor lever to prevent Py from
- To reduce fuel flow, Py is decreased. venting into the AFCU body.

N1 Governor: This operation signals the AFCU to increase fuel flow.

The function of the N1 governor is to maintain or limit
engine compressor speed (N1) in specific conditions: - At Idle position the spring tension will be adjusted to
- Maintain constant speed at Idle (N1 Governing) stabilize the N1 rpm at a specific value (Ground Idle
- Limit N1 speed in fly condition (N 1 limiter). speed of 61 1 %, Twist-grip linkage adjustment)
- In the fly position the spring tension will be adjusted for
A set of flyweights, driven by the accessory gearbox via the the maximum N1 speed (i.e. 2.5 minutes rating) .
fuel pump, senses N1 speed. The flyweights oppose a force However, the reset rod can override it, and push on the
to a spring tension set by the twist grip position. When the governor lever to maintain N2 speed constant.
flyweights are accelerated and the spring tension
overcome, the governor lever will moved , opening the Py Maintenance:
orifice, reducing or limiting fuel flow, and N1 speed.
Scheduled
Air Regulator and Reset Rod: - Inspect/clean P3 Filter every 100 Hours
The air regulator sets Pr to 16 Psi. The N2 governor - Perform pressure drop check every 900 Hours
determines Pg pressure used to move the reset rod, which - Inspect/clean Drain Valve (post 885309) every 100
maintains rotor speed constant by varying the N1 governor Hours (every 50 hours in severe env ironment)
lever, which control Py pressure. - Check AFCU for bearing wash-out indicated by blue
dye at AFCU vent hole every 300 Hours.

PT6T-3/6 TRAININ G USE ONLY FUEL SYSTEM 9.22

) ) ) ) ) ) )
})'J) 1')) ) 'I ""'I ~ ') ) 'I

AFCU PNEUMATIC SECTION

o Pratt &Whitney Canada

o Pa PRESSURE
Pg o PrPRESSURE
{] o Pg PRESSURE
P3/ Px PRESSURE
o Py PRESSURE

GOVERNOR
BELLOWS

ACCELERATION
BELLOWS
(EVACUATED)

RESET ROD COUPLING

P3
~ Py METERING ORIFICE

Pa

PT6T-3 /6 TRAINING USE ONL Y FUEL SYSTEM 9.23

{'
 N2 POWER TURBINE GOVERNOR
o Pratt & Whitney Canada

Purpose:The function of the power turbine governor is to and increase / decrease the spring tension on the
maintain N2 and main rotor speed constant in normal flyweights .
operation.
- 100% 1 N2 in all twin engine conditions.
With this arrangement, the position of the N2 governor
- 4.5% beep range (97-101.5% N2) tw in engine
control arm is constantly being changed to enable the N2
conditions governor to always be set to the same speed , regardless of
- 4% beep range (95-99% N2) single engine conditions collective pitch setting.
- Maximum 4% Torque split in steady state.
Beep Motor:
Description:
An electrically operated linear actuator or beep motor
The power turbine governor, located on the reduction gear
(airframe supplied), is installed in the linkage. A switch on
box, contains a set of flyweights that senses N2 speed. A
the collective stick, to change the position of the lever on the
spring opposes a force to the spinning flyweights.
two N2 governors controls the linear actuator.

When the flyweights are accelerated and the spring tension

This will modify the settings of N2 turbine speed between
overcome, the reset orifice will be opened modifying the Pg
97% and 101.5% (twin engine operation) or 95% and 99%
signal coming form the AFCU . The Pg pressure change
(single engine operation).
result in a movement of the reset rod, which applies a force

to the N1 governor lever to change the spr ing force and

On PT6T-3BE/3BG/6B/3D/3DE/3DF and modified
increase Py bleed.
helicopters (Bell TB), a second actuator, installed on NO.2
governor linkage only, (shorten or lengthen the control rod)
Droop Compensation:
allows to move the input lever up or down and thus modify
The power turbine governor used on the PT6T engine is
the governor setting.
called a "droop" governor because its speed setting is

effectively changed (decreases or droops) when the power

This will permit Power Section parameters matching. The
output is increased.
pilot activate the actuator by moving sideways (+2 -2) the
beeper switch on the collective lever box (Refer to
This droop characteristic must be compensated in order to
non-torque sharing TCU in this chapter).
maintain the helicopter rotor speed constant. This is

achieved by linking the N2 governor speed set lever to the

collective droop compensator linkage.

When the collective pitch is moved , (up or down) the droop

compensator linkage rotates a cam inside the N2 governor

PT6T-3/6 TRAINING USE ONL Y FUEL SYSTEM 9.24

) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) )
) ") "1 '\ ') \, ') ) ) ~ ) "' )

N2 POWER TURBINE GOVERNOR o ~~~!! _~_ ,~~itney Canada

o Pg PRESSURE
o Pambient

COUPLING

-I 11-----
Pg ACCUMULATOR
(T3/3B/3BE/3BF/3BG/6/6B)
I

r\ Pg AIR
PIVOT POINT 1.------- - V TO TCU
-6
Pg AIR
FROM AFCU

PT6T-3/6 TRA INING USE ONLY FUEL SYSTEM 9.25

 N2 GOVERNOR CONTROLS BELL 212&412
Purpose:
o Pratt &Whitney Canada
A United Techn ologies C ompany

Ensure that the input from the Collective lever is correctly

transmitted to the N2 governor in order to control the power 2
'-J
turbine and rotor speed.

II .>
LENGTHEN THE TUBE TO
DECREASE INDICATED
Description: TORQUE
The first effect of the N2 governor adjustment will be a
change in the torque matching between the two power COLLECTIVE
sections.

2
Before any adjustment to be performed , the beep motor and

the ITT trim actuators must be verified for stroke length and 1
SHORTENTHETUBETO

positioned properly (as per Aircraft manual). INCREASE INDICATED

TORQUE

The initial adjustment is made at the N2 governor arm , /

stops may be adjusted as required to prevent any binding.
COLLECTIVE
8?

Always start rigging procedure with No 2 engine side. 1

Tips:
Adjust No1 side control rod length if the indicated engine
w
:::J
a
~.
2

I MaVETaWARDS PIVOT
POINTTO DECREASE
torque's (No 2 and No 1) are linearly following each other
(same torque split with the collective increased). Shorten
the tube length will increase the indicated torque.
a:
0
I-
-/ '- ~ SLOPE

COLLECTIVE

Adjust No1 side control pivot point if the indicated torques

(No 2 and No 1) engine are not following linearly each other 2
(the torque split changes with the collective increased). ~f MOVE AWAY FROM PIVOT

~I // '
POINT TO INCREASE

Moving away from the pivot point will increase the slope of SLOPE

the indicated torque. oI- ,/

/,/
p /
'.~

COLLECTIVE

PT6T -3/6 TRAININ G USE ONL Y FUEL SYSTEM 9.26

) ) ) )
)
" "1 ~ ~ , ') '1 "') ') '\ ""I ")"1")1",""1 ""I

N2 GOVERNOR CONTROLS BELL 212 & 412

o ,-ran &W ~itney Canada

~
rcJN -
@l r ~ - N2 GOVERNORS

O
EXT L A ~E O

~@~ I
\
-, 0
I A
T
ITT ACTUATOR
(412 HP/EP)
~
~
RET
I OFF OFF S
(212 POST SB)
IDLE STOP START

,:,@,:o @ ':oO~o
ADJUSTABLE LINK

m @~ ~~
~C~LT @ . _~ GAIN ADJUSTMENT
~L;J ~ STOW DROOP
~ COMPENSATOR
RET

o~ (
@l @l ~o
AOO
, R 0 U N

COLLECTIVE CONTROL PANEL

TO ROTOR

PT6T-3/6 TRAINI NG USE ONL Y FUEL SYSTEM 9.27

TORQUE CONTROL UNIT PT6T-3/-3B/-3BF/-6 o Pratt &Whitney Canada
A United Technologies Company

Purpose: Torque Limiting:

The TCU maintains the power level of the power sections The TCU limits the maximum total output torque (twin
equal and also limits the maximum total output torque to a engine operation) to a specified value. Torque limiting is
specified value. obtained by sensing the torque pressures from each power
section and adding their value so at a specified total output
Operation: torque, two normally closed pneumatic orifices are simulta
neously opened. The result of opening the orifices is to
Torque Sharing: reduce the power output of both power sections.

Torque or power sharing is achieved by sensing the torque Maintenance:

pressures from each power section by means of opposed
bellows. An unbalance in torque pressures will restrict one Unscheduled
of the normally opened pneumatic orifices. The effect of this - Adjust limiter side of the TCU using dead weight tester
restriction is to increase the set speed on that governor and and chart (ref. to BELL maintenance manual for full
thus increase the power on that power section. The power procedure).
output from the power section producing the lower power is - Clean orifices of the TCU

increased to bring it up to the level of the other power - Prime TCU

section .
Note:
The limiter is adjustable to the appropriate value in relation
with the aircraft limitations.

PT6T-3/6 TRAINING USE ONLY FUEL SYSTEM 9.28

) l ) ) ) ) ) ) ) ) ) )
~ , ) I ) , 1 ~ ~ , '1')')
,
"'" ""
TORQUE CONTROL UNIT PT6T-3/-3B/-3BF/-6
o ~~~~!& .W ~itney Canada

Pg FROM TORQUEMETER PRESSURE

D NO.1 TORQUE P.S. NO.2 FROM P.S. NO.1
D NO.2 TORQUE
~ BLEED TO POWER SECTION
DNO.1 Pg I I OIL SYSTEM NO.1
NO.2 Pg
DP ,ambient
'i. II

TORQUE
LIMITER
'
ADJUSTMENT
II
I
r= BLEED TO POWER SECTION
OIL SYSTEM NO.2
o o
Pg FROM TORQUEMETER PRESSURE
- LIMITER P.S. NO.1 FROM P.S. NO.2
ADJUSTMENT

PT6T-3/6 TRAININ G USE ONL Y FUEL SYSTEM 9.29

TORQUE LIMITER UNIT PT6T-38E/-38G/-3D/-68 o A United Technologies Com pany

Purpose: Maintenance:

The Torque Limiter limits the maximum total (twin engine Unscheduled
operation) output torque to a specified value. - Adjust limiter every time a Torque Limiter is installed
on a gearbox.
Description: - Priming of Torque Limiter

This Torque Limiter is similar to the basic TCU; with the Note
torque sharing function removed or inhibited (new or - The Torque Limiter is adjustable to the appropriate
modified TCU) . There is a permanent bleed of Pg inside the value, in relation, with the RGB index values, and
Torque Limiter. aircraft limitations. The dome is used for coarse
adjustments while the center screw is used for fine
In non-torque sharing configuration , a linear actuator (ITT adjustment.
actuator) controlled by the pilot is installed on the - Any time a Torque Limiter is installed on an RGB the
connecting rod of power section NO.2 only. limiter must be adjusted using dead weight tester and
chart (ref. to the aircraft maintenance manual for full
This enables the pilot to match (up or down) the optimum procedure).
parameter (ITT or Torque) between the two power section ,
based on ambient and engine conditions .
Dome Position versus Torque pressure (Psig)
Operation: Position Pressure range
1 : 56.6 to 68.4
Torque limiting is obtained by sensing the torque pressures 2 68.5 to 80 .3
from each power section and summing their total so that at 3 80.4 to 92 .2
a specified total torque output, two normally closed 4 92.3 to 104.1
pneumatic orifices are simultaneously opened . The result of 5 104.2 to 116.0
opening the orifices is to reduce the power output of both 6 116.1 to 127.9
power sections 7 128.0 to 140.8
8 140.9 to 152.7
9 152.8 to 164.6

PT6T- 3/6 TRAININ G USE ONL Y FUEL SYSTEM 9.30

) } ) \ ) ) ) ) ) ) ) ) ) )
) ) , I ~ ~ 1 ) ) ~ ) 1 ~ ) ~ ) 1 )

TORQUE LIMITER UNIT PT6T-3BE/-38G/-3D/-68

o ~~~t~ & W~itney Canada

Pg FROM TORQUEMETER PRESSURE

D NO.1 TORQUE P.S. NO.2 '0 FROM P.S. NO.1
D NO.2 TORQUE
DNO.1 Pg
II . ~, BLEED TO POWER SECTION
( I OIL SYSTEM NO.1
NO.2 Pg
DPambient

LIMITER

BELLOWS

COARSE
ADJUSTMENT
/
FINE
'-
ADJUSTMENT
II
I
r BLEED TO POWER SECTION
OIL SYSTEM NO.2
6 6
Pg FROM TORQUEMETERPRESSURE
- LIMITER P.S. NO.1 FROM P.S. NO.2
ADJUSTMENT

PT6T 3/6 TRA INING USE ONLY FUEL SYSTEM 9.31

 AFCU ADJUSTMENTS
o ~rat~ & W~itney Canada

Min. Governing (Ground Idle, Test Cell): Interconnect (Auto/Manual):

This adjustment should not be required in the field. The Interconnect link adjustment permits proper positioning
of the AFCU and MFCU arms, and insure that the AFCU
Note arm is in contact with the maximum stop.
- If adjustment is required, turn minimum governing 1. Bring AFCU arm against the maximum N1 stop.
screw CW to increase and CCW to decrease. 2. With AFCU arm still against the maximum N1 stop,
- Refer to airframe manual for aircraft ground idle (61 % ensure that a gap of 0.015" to 0.020" or 0.025 " to 0.035"
N1) adjustment, using ground idle/cut-off solenoid (PT6T-3 PRE SB 5165) exist between the MFCU
position. maximum stop and the stop screw.

Note
Acceleration (Automatic Mode Only):
1. With engine running at ground idle (61 % N1) This adjustment must be checked in case of maximum N1
2. Rotate twist grip rapidly to full open (0.5 second max.) stop adjustment.
3. Ensure power section accelerates from 61 % to 90% N1
in 4 seconds maximum. On PT6T-3D's add 1 second for Maximum N1 Stop (Part Power Trim):
every 5000 feet (1525 meters) above Sea Level and/or 1. Load the aircraft to maximum acceptable weight.
0.5 second for every 30C above 15C. 2. Deploy part power trim stop
3. Run one power section in automatic, increase collective,
Note check for N2 speed droop, and note N1 speed.
- Always perform troubleshooting of pneumatic system 4. Ensure that N1 speed is within limits (refer to
first. Maintenance Manual, Rigging section).
- If adjustment is required , turn acceleration dome CW 5. Adjust as required: CCW to increase and CW to
for faster acceleration or CCW for slower acceleration . decrease.
The acceleration dome can only be rotated by 3 6. Stow part power trim stop after check.
clicks , on all models except PT6T-3D's where it is 6 7. Perform Twist-grip linkage rigging (interconnect, Cushion,
clicks , (CW or CCW) from the datum line Ground Idle) after any maximum N1 stop adjustment.
- 0.5 second max . acceleration difference between
power sections Note
- 0.2-0.3 second/click 1%turn on adjustment == 0.5% N1

PT6T-3/6 TRAINING USE ONL Y FUEL SYSTEM 9.32

) ) 1 ) > ) ) ) ) ) ) )
"') ") ") ") '\ ) ,) ""\ ") ) ') ') ')

FUEL CONTROL UNIT ADJUSTMENTS

o Pratt & Whitney Canada

VIEWC

MAX. STOP ADJ.

(AUTO. FUEL CONT. ARM)
1 \
ACCELERATION ADJ.

/~
Ii-
DATUM LINE ~\ -c-c;

(TYPICAL) ~ - -- - -~-~> I ~Pii;;;: 'b ~.J.A

"STOWED"
MAN.-AUTO
PART POWER INTERCONNECT
TRIM STOP LINKAGE ADJ.

"IN USE"

PART POWER TRIM

STOP ON AUTO.
FUEL CONTROL UNIT

PT6T-3/6 TRAININ G USE ONL Y FUEL SYSTEM 9.33

 N1 TOPPING CHECK INFORMATION o Pratt &Whitney Canada
A un nec lecnnologies Company

What is N1 Topping:

Note:
In-flight topping check is not the recommended method to
verify max . N1, and cannot be performed on PT6T-3D's ,
since the maximum N1 is 109.2% . torque or ITT limits are
always reached first.

N1 topping is a maintenance check that is performed in

flight. A qualified pilot will run the engine to ensure that the
maximum gas generator speed (N1) is obtainable on each
power section without exceeding any ITT or torque limits.

PT6T-3/6 TRAINING USE ONLY FUEL SYSTEM 9.34

) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) )
") ) '\ ') ..., J ..., ...,

PRESSURE (PSI) AT TRANSMISSION TORQUE LIMIT o Pratt &Whitney Canada

A United Technologies Compa ny

I Zero Incr. -12 -I I -10 -9 -8 -7 -6 -5 -4 -3 -2 -I 0 1 21

Span Ratio
22
49.36 4 9.00 48,65 48.29 47.93 47 ,57 47 ,21 46.85 46 .49 46.13 45.77 45 .41 45,05 44 .69
21
49.62 49.2 6 48.8 9 48.53 48 .17 47 .81 47.4 5 47.0 9 46.73 46 .37 46.01 45 .65 45 .28 44 .92
20
49.87 49.51 49.15 48.78 48.42 48.06 47 .69 47.33 46.97 46.61 46.24 45.88 45 .52 45 .15
19
50.13 49.76 49 .40 49 .03 48.6 7 48 .31 47. 94 47 .58 47 .21 46 .85 46.48 46 .12 45.75 45.39
18
50 .39 50 .02 49 .66 49.29 48.9 2 48.56 48 .19 47 .82 47.46 4 7.09 46.72 46 .36 45 .99 45 .62
17
50 .65 50.28 49 .92 49 .55 49.18 48.81 48.44 48.07 47.7 0 47 .34 46 .97 46.60 46.23 45 .86
16
50 .92 50.55 50. 18 49 .81 49.44 49 .07 48.7 0 48.33 47 ,95 47.58 47 .21 46 ,84 46.47 46.10
15
51 .19 50.81 50.44 50 .07 49.70 49 .33 48.95 48 .58 48 .21 47 .84 47 .46 47 .09 46 .72 46.35
14
51.46 51.08 50 .71 50,34 49.96 49 .59 49.21 48,84 48.46 48.09 47.71 47 .34 46. 97 46 ,59
13
51.73 51.36 50 .98 50 .60 50 .23 49 .85 4 9.47 49 .10 4 8.7 2 48.35 47.97 47 .59 47 .22 46.84
12
52.01 51 .63 51 .25 50.88 50.50 50 .12 49.74 49 .36 48 .98 48. 60 4823 47 .85 47.47 47 .09
11
52 .29 51 .91 51 .53 51.1 5 50 .77 50 .39 50.01 49.63 49 .25 48 .87 48.49 48 .11 47.73 47.34
10
52 .57 52 .19 51.8 1 51.43 5 1.04 50.66 50.28 49.90 49.51 49. 13 4 8.75 48 .37 4 7.98 47 .60
9
52 .86 52 .48 52.09 51.71 51 .32 50 .94 50 .55 50 .17 49.78 49.40 49.01 48 .63 48.25 47.86
8
53 ,15 52 .76 52.38 51.99 51. 60 51.22 50 ,83 50 .44 50 .06 49.67 49 ,28 48 .90 48 ,51 48 .12
7
53 .44 53.0 5 52 .67 52.28 51.89 51 .50 51. 1 I 50.72 50.33 49.94 49. 55 49.17 48 .78 48.39
6
53,74 53 .35 52 .96 52.57 52.18 51.78 51.39 51.00 50.6 1 50.22 49.83 49 .44 49. 05 48.66
5
54 .04 53 .65 53 .25 i 52 .86 52.47 52.07 51.68 51. 29 50 .89 50 .50 50 .11 49. 71 49 .32 48.93
4
5434 53 ,95 53 .55 53.16 52.76 52.36 51 .97 51.57 51.1 8 50. 78 50.3 9 4 9.99 49 .60 49.20
3
54.65 54.25 53 .85 53.45 53 .06 52 .66 52.26 51.86 51. 47 51.07 50 .67 50 .27 4 9.88 49.48
2
54 .96 54 .56 54 .16 53.76 53. 36 52 .96 52 .56 52 .16 51.76 51.36 50 .96 50 .56 50 .16 49 .76
I
55 .27 54 .87 54 .47 54 .06 53 .66 53 .26 52 .86 52 .46 52.05 51.65 51.25 50 .85 50 .44 50 .04
0
55 .59 55 .18 54 .78 54. 37 53. 97 53.56 53.16 52 .76 52 .35 51.95 51. 54 51.14 50 .73 50 .33
-I
55 .91 55 .50 55 .09 54.69 54.28 53 .87 53.47 53 .06 52.65 52 .25 51 .84 51.43 51.03 50.62
-2
5623 55.82 55.4 1 55.00 54.60 54.19 53,78 53 .37 52 .96 52,55 52.14 51.73 51.32 50 .91
-3
56.56 56.15 55.74 55 .33 54 .91 54 .50 54.09 53 .68 53 .27 52.86 52.44 52 .03 51 .62 51 .21
-4

PT6T-3/6 TRAININ G USE ONLY FUEL SYSTEM 9.35

 FUEL SYSTEM COMPLETE T3
o ~~~t~ & W~itney Canada

FUEL SURGE DAMPER

&I o
FLOW DIVIDER

-0

r---'
1
1 FUEL INLET
1
1

1

FUEL
HEATER

1
-,,------ --- - --- --- --- -- - --- --- ---- -- ---- - --- -- ----I- -- - -- /
... ..1

1 A.F.C.U.
N1 GOVERNOR I 1
1- _ =: _ 1_ 1
1
I

PT6T-3/6 TRAINING USE ONLY FUEL SYSTEM 9.36

))))) ) )))))))) )) ))))))) ) ) ) ) ) ) ) ) ) )

1 1 1 1 11 1 1 1 1 '1 1 J ) ....,
~ 1 \ ) ~ ~ ~ ~ '1 1
""

FUEL SYSTEM COMPLETE T3D

o Pratt & Whitney Canada

'0 0

FUEL SURGE DAMPER

(>

FLOW DIVIDER

o
TWISTGRIP }j C!.(
INPUT. rf/
r--
1
1 FUEL INLET
1
1

----_ ....1
INTERCONNECT
L1~,~
~.~ ''-
FUEL
HEATER

1
- - - - - - - - - - ---- - ----- ----------------------- ---- ~------ . :
r---------.J
1 A.F.C.U.
1
I
1- _-== _ 1_ 1 I

PT6T-3/6 TRAINING USE ONLY FUEL SYSTEM 9.37

(\~
 FUEL SYSTEM TROUBLESHOOTING o Pratt &Whitney Canada
A United Techno logies Co mpany

SYMPTOMS PROBABLE CAUSE FIX

One power section fails to light No fuel supply to power section Ensure positive fuel flow from airframe fuel tank .
up

Air in fuel system Carry out motoring run. Check airframe purge system .
Disconnect line "Return to AIC Tank"

Check linkage to MFCU Adjust linkage to ensure idle position is attain able and
control is in fact out of CUTOFF.

Ignition system Check operation of spark igniters.

Flow divid er Check flow divider for blockage.

,
MFCU Disconnect MFCU outl et tube and check for fuel flow
while motoring eng ine with starter.

Engine-driven fuel pump Disconnect tube between AFCU and MFCU and check
for evidence of flow while motoring.

Insufficient N1 at start Starter-gen erator Check if voltage to starter generator is sufficient.

Indicating system Ensure N1 indicating system function corr ectly.

Compressor blade rub Listen for scraping noise while engine is rotating. If
detected , carry out borescope inspe ction.

PT6T-3/6 TRAINING USE ONLY FUEL SYSTEM 9.38

) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) )
") ~ ~ ~ ~ ~ ") ) ") ) ) ) ) ~ ~ ") ) ") ")

FUEL SYSTEM TROUBLESHOOTING o Pratt & Whitney Canada

A United Technologies Company

SYMPTOMS PROBABLE CAUSE FIX

Power section delayed to light- Location of nozzles (after maintenance) Ensure primary and secondary nozzles are correctly
up (time to light is long) (Not PT6T-3D's) positioned.

Ignition system Check igniters for prop er operati on .

Flow divid er malfun ction Replace flow divider.

Switc h to manua l mod e and Fuel nozzl e restriction s Perform functional check on nozzles.
check if problem persists:lf so,
check:-----------------------> MFCU Replac e.

Fuel pump shaft seal leakage or damaged O-ring Verify whether cause is O-ring at mating face between
AFCU & pump or fuel pump shaft seal. If O-ring,
replace it only. If shaft seal, replace pump and AFCU if
1
blue grease wash out.

Otherwise, check:-------------> AFCU Replace unit.

Torching on start(flames Faulty ignition system Replace defective comp onents .

extending past the end of the
exhaust stacks ) Insuff icient starter assistance Check for low battery, deteri orating starter or early
start er drop out

Malfunction of drain valve Check gas generator drain valves for blockage

Flow divider malfunction Replace flow divider.

Location of nozzles (after maintenance ) Ensure primary and secondary nozzles are properly
(Not on PT6T-3D's) located.

PT6T-3/6 TRAINING USE ONLY FUEL SYSTEM 9.39

('"
FUEL SYSTEM TROUBLESHOOTING o Pratt & Whitney Canada
A United TechnologiesCompany

SYMPTOMS PROBABLE CAUSE FIX

Power section fails to start Air in system (from newly installed units). Try to restart or purge fuel system by remov ing line to
(hung) or is slow to acce lerate flow divider and motoring (wet) engine.
to idleSwitch to manual mode
and check if problem
persists: If so, check:> Flow divider malfunction Replace flow divider

MFCU Disconnect MFCU outlet tube to flow divider and check

for fuel flow while motoring.

Otherwise, check:------------> Fuel nozzle restrictions Perform functional check on nozzles

Leak or restriction in P3 line or blocked P3 filter Check P3 filter, filter valve, filter hous ing seal ,
and tubes for restrictions and tube nuts for tightness.

Leak in Py or Pg Lines/accumulators Perform pressure test of pneumatic lines

Hot start Insufficient starter assist Do not select fuel "ON" unless N1 reaches a minimum
of 12% Insure that starter-generator prov ides suffic ient
crank ing speed. Check Battery / Starter-generator.
Switch to manual mode and
check if problem persists:lf so,
check:-----------------------> Locat ion of nozzles (after maintenance) Ensure primary and secondary nozzles are correctly
(Not on PT6T-3D's ) posit ioned .

Otherwise, check :------------> Flow divider secondary valve stuck open Replace flow divider

Fuel nozzle restrictions Perform functional check on the nozzles.

MFCU Replace

AFCU Replace

PT6T-3/6 TRAINING USE ONLY FUEL SYSTEM 9.40

) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) )
~ ) " ~ " ~ 1 ) ) ~ ') '1 , " ~ ~
~ "~
Pratt & Whitney Canada
FUEL SYSTEM TROUBLESHOOTING

SYMPTOMS

Surge during acceleration

PROBABLE CAUSE

Compressor bleed valve

FIX " A umtec lechnologies Co mpany

Check closing point (secondary orifice).

AFCU Verify acceleration time and adjust dome if required .

Compressor FOD Examine compressor blades for condition

Dirty compress or Perform compressor wash

Uncontrolled acceleration Sheared or missing coupl ing between pump and AFCU Install or replace coupling

AFCU Replace AFCU

Power section is slow to Leaks in P3, Py or Pg. Lines/accumulators Perform pressure test of pneumatic lines
accelerate in Automatic Mode
only P3 Filter housing seal (Gasket) Inspect for damage seal

P3 filter restricted Inspect filter for restriction . Clean or change as

required .

P3 filter check valve (Post SB 5309) leaking Inspect P3 filter check valve

Idle speeds incorrect

Too high Incorrect control linkage rigging. Ensure MFCU is at idle setting : approx. 35 on
quadrant. Adjust AlC linkage as required.
Too low (N1 45-48 %)
P3 restriction or leaks Check all tubes and P3 filter for restrictions and tube
connections for tightness. Check P3 elbow gasket
and P3 housing seal for leakage

Leaks in Py or Pg. Lines/accumulators Perform pressure test of pneumatic lines

AFCU Replace AFCU

PT6T-3/6 TRAINING USE ONLY FUEL SYSTEM 9.41

 FUEL SYSTEM TROUBLESHOOTING e Pratt & Whitney Canada
A United Technologies Company

SYMPTOMS PROBABLE CAUSE FIX

N1 overspeed AFCU drive coupling Check for sheared or missing drive coupling.

AFCU Replace AFCU

Leakage out of fuel pump drain Fuel pump to AFCU interface or Fuel pump carbon If leak has a blue tint replace AFCU & pump if no tint
seals change pump only
Inability to switch from auto A/F power supply or solenoid valve Check airframe 28v supply at solenoid valve.
matic to manual mode
Excessive "popping" sound Improper transfer procedure Ensure to roll back to ground-idle before switching over.
during transfer from automatic
to manual mode Improper rigging between AFCU and MFCU Adjust as necessary

Seized or damaged surge accumulator Repair or replace unit

Rumbling noise / vibration Compressor bleed valve Check/replace bleed valve

Fuel surge accumulator Inspect-replace is found defective

Flame-out on rapid deceleration Fuel surge accumulator Inspect-replace is found defective
from Flight -Idle to Ground Idle
Torque split Indication system Check indicating system , torque transducers

P3,Pyor Pg leaks Perform pressure test of pneumatic lines

N2 governors Check rigging/replace N2 governor

TCU (PT6T-3/3B/3BF /6) Check/replace TCU if necessary

Fuel Heater Perform touch test. After shutdown , the Fuel Pump Filter
housing should be comfo rtable to touch . If too hot to touch,
replace Fuel Heater (max temp erature 60C or 140F).

RGB (torque meter on low side ) Replace torque meter seals

PT6T -3/6 TRA INING USE ONLY FUEL SYSTEM 9.42

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) ) 1 ) ~ ) \ ~ ~ 1 1 ) ~ 1 1 ) 1 ~ ""'\ 1

FUEL SYSTEM TROUBLESHOOTING o Pratt &Whitney Canada

A United Technologies Compan y

SYMPTOMS PROBABLE CAUSE FIX

Fluctuations of Torque, N1 Fuel pump leakage Verify whether cause is a-ring at mating face
and ITT. In flight, Switch to between AFCU & pump or fuel pump shaft seal. If
manual mode and check : a-ring , replace it only. If shaft seal, replace pump
Which engine oscillate and at and AFCU if blue grease is washed out.
what N1 speed
Airframe resonance affecting twist grip Find problem and correct.

Leaks in P3, Py or Pg. Lines/accumulators Perform pressure test of pneumatic lines

Fuel pump to AFCU coupling Inspect/replace coupling

AFCU internal problem Replace AFCU

Faulty TCU or air in bellows (not on PT6T-3BE/3BG /3D 's/ Prime TCU, if problem still persists, replace TCU.
6B)

N2 governor Replace it by new one and check if problem

persists .

No oscillation on either engine Compressor bleed valve closing point is around 88-91 % : Check bleed valve configuration (lip on piston )
in manual mode is fluctuation around bleed valve closing point?

Bleed valve excitation inducing automatic control Adjust bleed valve closing point
oscillation

At Power Assurance check, Hot section distress Carry out borescope inspection.
Low N1and High In Perform hot section inspection, check for interstage
sealing ring leaks , high CT disk tip clearance, bad
seal ing faces etc.

PT6T-3/6 TRAINING USE ONLY FUEL SYSTEM 9.43

1\\
FUEL SYSTEM TROUBLESHOOTING e Pratt & Whitney Canada
A United Technologies Co mpany

SYMPTOMS PROBABLE CAUSE FIX

At Power Assurance check, Torque system calibration Calibrate transducer

High N1and In
Compressor dirty Perform compressor wash.

Compre ssor bleed valve stuck open Check compressor bleed valve operation, and closing point

Compr essor damag e Check il damage is within limit. II not return engine to O/H
shop.

P3 air leaks at flanges and in hot section Check flanges and fittings for leaks

Can 't get maximum torqu e (with Torque indication system (airframe ) Calibrate transducer and check gauge.
or without Rotor speed droop)

Switch to manual mode and

check if problem persists:lf not,
check:-------------> Incorrect contr ol linkage rigging. Adjust N2 linkages

P3/Pg/Py. line restriction or leaks Change/clean P3 filter /check valve. Check all P3/Pg/Py
lines /accumulators lor leaks or blockage

Maximum N1 set too low Check/ad just as required (max. N1)

AFCU Replac e AFCU

TCU Check/adjust torque limiter side

If so, check:------------> MFCU/Fuel pump/Filter/Fu el heater/Fuel noz Check, replace as necessary

zles.

Compr essor bleed valve Check clos ing point and examin e for leaks

PT6T-3/6 TRA INING USE ONLY FU EL SYSTEM 9.44

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