LPW 100

FOR P&WC EMPLOYEE TRAINING ONLY
LARGE PW100
TRAINING MANUAL
June 1997
PRATT & WHITNEY CANADA
CUSTOMER TRAINING
INTRODUCTION
1 ENGINE OVERVIEW 7 ENGINE INDICATING SYSTEM
2 COLD SECTION 8 IGNITION
3 HOT SECTION 9 PERFORMANCE
4 GEARBOX 10 FUEL SYSTEM
5 OIL SYSTEM 11 ELECTRONIC SYSTEM
6 SECONDARY AIR SYSTEM 12 PROPELLER SYSTEM

INTRODUCTION
TABLE OF CONTENTS
INTRODUCTION CHAPTER 3: Hot Section

Scope .....................................................................IV Hot section.............................................................3.2
Table of contents ...................................................V Combustion chamber area.....................................3.4
Engine models covered .........................................VIII HP vane ring..........................................................3.6
PW100 series commonality...................................IX Trim balancing ......................................................3.8
Genealogy chart.....................................................X LP vane ring ..........................................................3.10
Publications ...........................................................XII Interstage turbine case...........................................3.12
Service Bulletins ...................................................XIII Hot section performance .......................................3.14
CHAPTER 1: Engine Overview CHAPTER 4: Gearboxes

Features .................................................................1.2 Reduction gearbox.................................................4.2
Abbreviations ........................................................1.4 Propeller brake ......................................................4.6
Engine cross-section..............................................1.5 Accessory gearbox ................................................4.8
Engine bearings .....................................................1.6
Engine flanges .......................................................1.8 CHAPTER 5: Oil System
General turboprop operation .................................1.10 Turbomachinery oil system...................................5.2
Engine stations ......................................................1.12 Components description........................................5.4
Externals (illustrations) .........................................1.14 Main oil system limitations ...................................5.8
Turbomachinery oil system (PW126) ...................5.10
CHAPTER 2 Cold Section Reduction gearbox oil system ...............................5.12
Air inlet & Compressor section.............................2.2 Oil system troubleshooting ...................................5.17
Handling bleed valve.............................................2.8
Environmental control system (PW123AF)..........2.14 CHAPTER 6: Secondary Air System
P2.5 check valve....................................................2.16 Airflow ..................................................................6.2
Compressor wash ..................................................2.18 Air switching valve ...............................................6.4
Cold section troubleshooting.................................2.20 Secondary air system.............................................6.6
Rear inlet case .......................................................6.7
No. 3 & 4 bearing airflow .....................................6.9
No. 5,6 & 7 bearing airflow ..................................6.11
No. 5,6 & 7 bearing airflow (Post SB)..................6.13
FOR TRAINING USE ONLY INTRODUCTION V

CHAPTER 7: Engine Indicating System CHAPTER 11: Engine Electronic Control
Speed indicating ....................................................7.2
Inter-turbine temperature.......................................7.4 ATP/ATR/FOKKER...........................................11.1
Total inlet temperature (T1.8) ...............................7.7 EEC Main Features ...............................................11.2
Torque measurement system (PW123) .................7.8 General Overview..................................................11.4
Torque measurement system (others)....................7.12 EEC inputs ............................................................11.8
EEC outputs ..........................................................11.9
CHAPTER 8: Ignition Engine Rating (ATP).............................................11.12
Ignition system ......................................................8.2 Engine Rating (ATR) ............................................11.14
Engine Rating (FOKKER) ....................................11.16
CHAPTER 9: Performance EEC Operation ......................................................11.18
Turbine engine disk life.........................................9.2 NP Governing........................................................11.20
Time between restoration ......................................9.3 NH Governing .......................................................11.22
Engine condition trend monitoring .......................9.4 Transient Logic Operation ....................................11.23
Main engine operating limits.................................9.6 Fault Detection ......................................................11.24
Fault Indication .....................................................11.28
CHAPTER 10: Fuel System Autofeather Unit....................................................11.32
General overview ..................................................10.2 Autofeather System (ATP)....................................11.34
Description ............................................................10.4 Autofeather System (ATR) ...................................11.36
Fuel heater assembly .............................................10.8 Autofeather System (FOKKER) ...........................11.38
Fuel cooled oil cooler............................................10.10
Fuel pump..............................................................10.12 DASH 8.................................................................11.41
Mechanical fuel control features ...........................10.14 EEC Main Features ...............................................11.42
MFC, (MFCU), Hydraulic section ........................10.16 General Overview..................................................11.44
MFC (MFCU), Pneumatic system ........................10.18 EEC inputs & outputs............................................11.46
MFC operation in EEC mode................................10.20 EEC Operation ......................................................11.48
MFC operation in manual mode............................10.22 SHP & NP Governing ...........................................11.50
MFC pneumatic system (PW123AF only)............10.24 Fault Detection ......................................................11.52
Manual mode operation.........................................10.28 Fault Indication .....................................................11.54
Flow divider and dump valve................................10.30 Torque Signal Conditioning Unit..........................11.56
Fuel manifold adapters and nozzles ......................10.32 Autofeather System ...............................................11.58
Starting problems troubleshooting ........................10.35 Autofeather Test....................................................11.60
Fuel system troubleshooting .................................10.38
FOR TRAINING USE ONLY INTRODUCTION VI

CANADAIR .........................................................11.61
AFC Main Features ...............................................11.62
AFC Inputs ............................................................11.64
AFC Outputs .........................................................11.66
Autofeather System ...............................................11.68
Fault Detection and Fault Indication.....................11.70
CHAPTER 12: Propeller Overspeed Governor and Hydraulic

Pump
ATP, ATR, DASH8, CANADAIR......................12.1

Overview ...............................................................12.2
Hydraulic Section..................................................12.4
Pneumatic Section .................................................12.6
Overspeed Governor Test......................................12.8
FOKKER .............................................................12.11
Overview ...............................................................12.12
Hydraulic and Pneumatic section..........................12.14
Overspeed Governor Test......................................12.16
Troubleshooting...................................................12.18
FOR TRAINING USE ONLY INTRODUCTION VII

DASH-8 FOKKER ATR ATP CANADAIR
PW100 ENGINE MODELS COVERED IN THIS MANUAL
ENGINE MODELS 121A 123 123B 123C 123D 123E 123AF 124B 125B
BUILD SPEC. 707 785 838 839 869 723 724 or 726 647 or 761
AIRCRAFT MODEL ATR42 DASH 8 DASH 8 DASH 8 DASH 8 DASH 8 CL215T ATR72 F50
CL415
AIRCRAFT SERIES 400 300 300 200 200 300 200 100
New Engine S/N series AD AE AR AT AG AF AH AJ
ENGINE MODELS 126 126A 127 127B 127C 127D 127E 127F
BUILD SPEC. 691 743 774 812 or 813 799 823 850
AIRCRAFT MODEL ATP ATP ATR72 F50 CATIC J-61 ATR42 ATR72
AIRCRAFT SERIES 210 300 200A 500 210A
New Engine S/N series AK AS AL AM
Aircraft model abbreviation description:
ATP: .................................................. Jetstream Aircraft ATP

ATR:.................................................. Aerospatiale/Alenia
CATIC:.............................................. CATIC/XAC Y7-200A
Dash 8................................................ Dehavilland Dash 8
F50: ................................................... Fokker 50
J-61:................................................... Jetstream 61
FOR TRAINING USE ONLY VIII

COMMON TURBOMACHINE COMMON TURBOMACHINE COMMON TURBOMACHINE
PW118/120 SERIES PW124 SERIES PW127 SERIES
1800-2150 SHP 2380-2662 SHP 2180-2750 SHP
EMB 120 DASH 8-300 DORNIER 328
1300 RPM 1200 RPM 1300 RPM
DASH 8-100 FOKKER 50 ATR 72-210

ATR 42 ATR 72 ATR 42-500
JETSTREAM ATP FOKKER 50
SERIES 300
JETSTREAM 61
1200 RPM 1200 RPM 1200 RPM
PW100 SERIES COMMONALITY
Une société de United Technologies / A United Technologies Company
FOR TRAINING USE ONLY IX

PW118 B
DERIVED FROM PW118A
BUT HAVING INCREASED
RATING.
PW118 PW118 A PW119 PW119A PW119B PW119C

MECHANICALLY DERIVED FROM PW118 DERIVED FROM PW118A DERIVED FROM PW119 DERIVED FROM PW119A MECHANICALLY
SIMILAR TO PW115 WITH A PW124 HOT WITH INCREASED SHAFT WITH A PW123 WITH A PW127 SIMILAR TO PW119B
BUT HAVING INCREASED SECTION FOR HOT AND HORSEPOWER AND A TURBO MACHINERY. TURBO MACHINERY. BUT HAVING HOT AND
RATINGS. HIGH OPERATION. NEW HARTZEL HIGH PREFORMANCE.
PROPELLER SYSTEM.
PW120 PW121 PW121 A

PW115
DERIVED FROM PW115 MECHANICALLY MECHANICALLY
ORIGINAL MODEL HAVING NEW REDUCTION SIMILAR TO PW120 SIMILAR TO PW121
INCORPORATING AN GEARBOX, 1200 PROP. BUT HAVING INCREASED WITH NEW PROPELLER
ELECTRONIC FUEL SHAFT RPM AND INCREASED RATINGS. SYSTEM AND FUEL CONTROL
CONTROL SYSTEM RATING. SYSTEM.
(HMU) AND A (MFCU IN LIEU OF HMU).
HAMILTON STANDARD
PROPELLER SYSTEM
1300 PROP SHAFT RPM.
PW120A PW121 TO PW124
MECHANICALLY MECHANICALLY
SIMILAR TO PW120 SIMILAR TO PW120A
BUT HAVING INCREASED BUT HAVING INCREASED
MAX. CONTINUOUS AND RATINGS.
CRUISE RATING.
GENEALOGY CHART
FOR TRAINING USE ONLY X

PW123AF PW123B PW123C PW123D PW123E
MECHANICALLY SIMILAR MECHANICALLY SIMILAR MECHANICALLY SIMILAR MECHANICALLY SIMILAR MECHANICALLY SIMILAR
TO PW123 BUT INCORPORATING TO PW123 BUT HAVING TO PW123 BUT HAVING TO PW123C BUT HAVING TO PW123C BUT HAVING
A MECHANICAL GOVERNING INCREASED MAX. AND DECREASED RATINGS. HOT AND HIGH PERFORMANCE HOT AND HIGH PERFORMANCE
SYSTEM IN LIEU OF EEC. NORMAL TAKE OFF RATINGS.
PW123
DERIVED FROM PW124

TURBO MACHINERY BUT PW125B PW127A PW127B
HAVINGA PW120A
REDUCTION GEARBOX DERIVED FROM PW124 MECHANICALLY SIMILAR MECHANICALLY SIMILAR
BUT HAVING INCREASED TO THE PW127 BUT HAVING TO THE PW127A BUT HAVING
MAX. AND NORMAL TAKE OFF THE PW125B PROPELLER INCREASED RATINGS.
RATINGS WITH A DOWTY SYSTEM.
PROPELLER SYSTEM. PW127C
PW124 MECHANICALLY SIMILAR

PW124B PW127 TO THE PW127.
DERIVED FROM PW121
BUT HAVING A NEW MECHANICALLY SIMILAR DERIVED FROM PW124
REDUCTION GEARBOX, TO THE PW124 BUT HAVING BUT HAVING INCREASED
INCREASED MAX. RATINGS, A NEW LP IMPELLER PW127E
A NEW LP IMPELLER
INCREASING AIR MASS CONTINUOUS RATING INCREASING AIR MAS FLOW
AND A NEW LP TURBINE WITH MECHANICALLY SIMILAR
FLOW, AN INTER-COMPRESSOR TO PW127 BUT HAVING
BLEED VALVE, A COOLED LP SINGLE CRYSTAL BLADE
DECREASED RATINGS.
VANE AND A NEW FUEL
CONTROL SYSTEM PW124A PW126A
(MFC IN LIEU OF HMU) PW127D
MECHANICALLY SIMILAR MECHANICALLY SIMILAR MECHANICALLY SIMILAR

TO PW124 BUT HAVING TO PW124A BUT HAVING TO PW127.
INCREASED MAX. INCREASED RATINGS.
CONTINUOUS RATING.
PW125 PW125A PW126
GENEALOGY MECHANICALLY SIMILAR

TO PW124 BUT RE-RATED
MECHANICALLY SIMILAR
TO PW125 BUT HAVING
MECHANICALLY SIMILAR
TO THE PW125A BUT HAVING
CHART PER CAA RULES
(CONTENGENCY).
INCREASED MAX. AND
CONTINUOUS RATING.
INCREASED RATINGS.
FOR TRAINING USE ONLY XI

PUBLICATIONS ( P&WC )
• 72-00-00: ENGINE
ILLUSTRATED PARTS CATALOG ( IPC) • 72-00-0X FAULT ISOLATION
• LISTS AND ILLUSTRATES PARTS AND ASSEMBLIES • 72-01-00: EXTERNALS AND ACCESSORIES
• MAINTENANCE MANUAL SUPPLEMENT, NOT A SUBSTITUTE • 72-01-10: ELECTRICAL SYSTEM
• FEATURES NUMERICAL INDEX • 72-01-20: IGNITION SYSTEM
• 72-01-30: AIR SYSTEM
MAINTENANCE MANUAL • 72-01-40: FUEL SYSTEM
• DESCRIPTION OF THE ENGINE • 72-01-50: OIL SYSTEM
• RECOMMENDED MAINTENANCE PROCEDURES • 72-01-60: PERFORMANCE INDICATING SYSTEM
• LINE: ENGINE INSTALLED IN AIRCRAFT
• 72-02-00: ENGINE MODULES
• HEAVY: NECESSARY TO REMOVE ENGINE FROM
• 72-03-00: TURBOMACHINERY
AIRCRAFT
• 72-10-00: REDUCTION GEARBOX
• COMPLIES WITH AIR TRANSPORT ASSOCIATION
SPECIFICATION ATA100
• 72-20-00: AIR INLET SECTION
• ORGANIZED IN CHAPTER/SECTION/SUBJECT, EX: 72-01-60 • 72-30-00: COMPRESSOR SECTION
• TRANSPORT CANADA APPROVED • 72-40-00: COMBUSTION SECTION
• 72-50-00: TURBINE SECTION
Organization
• INTRODUCTION • Subjects’ Page Layout
• TOOLING • 1-99: DESCRIPTION AND OPERATION
• CONSUMABLE MATERIALS • 100: FAULT ISOLATION ( TROUBLESHOOTING )
• AIRWORTHINESS LIMITATIONS • 200: MAINTENANCE PRACTICES
• 05-00: TIME LIMITS • 300: SERVICING
• 05-10: OPERATING LIMITS • 400: REMOVAL / INSTALLATION
• 05-20: SCHEDULED MAINTENANCE CHECK • 500: ADJUSTMENT / TEST
• 05-50: UNSCHEDULED MAINTENANCE CHECK • 600: INSPECTION / CHECK
• 700: CLEANING / PAINTING
• 800: APPROVED REPAIRS
FOR TRAINING USE ONLY XII

SERVICE BULLETINS ( SB’S) AND SPARE PARTS BULLETINS
• INFORMATION FOR MODIFICATION OF THE ENGINE OR PARTS
• ACTION DOCUMENT SERVICE INFORMATION LETTERS (SILs)
• REQUIRES RECORD OF ACCOMPLISHMENT • INFORMATION ONLY OF A NON-CRITICAL NATURE.
• RECENT DEVELOPMENTS, IMPROVEMENTS,
Compliance Codes RECOMMENDATIONS, SCHEDULES, AND COMMERCIAL
1. DO BEFORE THE NEXT FLIGHT. SUPPORT PROGRAMS.
2. DO THE FIRST TIME THE AIRCRAFT IS AT A LINE STATION OR • NOT AN ADVANCE OR TEMPORARY REVISION TO ANY
MAINTENANCE BASE THAT CAN DO THE PROCEDURE. OFFICIAL TECHNICAL PUBLICATION, NO TECHNICAL
3. DO BEFORE .......HOURS OR ....... CYCLES. VALIDITY.
4. DO THIS S.B. THE FIRST TIME THE ENGINE OR MODULE IS AT • NORMALLY VALID FOR ONE YEAR FROM DATE OF ISSUE OR
A MAINTENANCE BASE THAT CAN DO THE PROCEDURES, UNTIL SUPERSEDED OR CANCELED BY REVISION.
REGARDLESS OF THE SCHEDULED MAINTENANCE ACTION OR
REASON FOR ENGINE REMOVAL.
5. DO THIS S.B. WHEN THE ENGINE IS DISASSEMBLED AND
ACCESS IS AVAILABLE TO THE NECESSARY SUB-ASSEMBLIES. AIRWORTHINESS DIRECTIVES ( AD’S )
DO ALL SPARE PART ASSEMBLIES. • ISSUED BY GOVERNMENT AVIATION REGULATORY BODY
6. DO THIS S.B. WHEN THE SUB-ASSEMBLY IS DISASSEMBLED • REQUIRED COMPLIANCE TO RECTIFY POTENTIAL PROBLEMS
AND ACCESS IS AVAILABLE TO THE NECESSARY PART. AFFECTING THE AIRWORTHINESS OF THE AIRCRAFT.
7. DO THIS S.B. WHEN THE SUPPLY OF SUPERSEDED PARTS IS AD’S REFER TO APPLICABLE SERVICE BULLETINS FOR
FULLY USED. ACCOMPLISHMENT INSTRUCTIONS.
8. DO THIS S.B. IF THE OPERATOR THINKS THE CHANGE IS
NECESSARY BECAUSE OF WHAT HE KNOWS OF THE PARTS
HISTORY.
9. SPARE PARTS INFORMATION ONLY. OLD AND NEW PARTS ARE
DIRECTLY INTERCHANGEABLE AND OPERATORS CAN MIX OLD
AND NEW PARTS.
CSU: OPERATORS WHO PARTICIPATE SHOULD INCLUDE THIS
S.B. AT THE NEXT MAINTENANCE OR OVERHAUL OF THE ENGINE.
FOR TRAINING USE ONLY XIII

ENGINE OVERVIEW
ROTORS HP SPOOL LP SPOOL PT SHAFT
PW123E CROSS-SECTION
FOR TRAINING USE ONLY 1.3

ROTORS HP SPOOL LP SPOOL PT SHAFT
PW124/125/126/127 CROSS-SECTION
FOR TRAINING USE ONLY 1.5&1.11

1 2 3 4 5 6 7
BEARINGS

INTERCOMPRESSOR CASE
GAS GENERATOR CASE
B FRONT INLET CASE C REAR INLET CASE D E F K
TURBINE SUPPORT CASE
FLANGES

PW123 CROSS-SECTION

TEMP PRESS.
C PSI
1200 300
1100 PW100 TAKEOFF CONDITION 275
1000 STANDARD DAY 250
900 225
800 200
700 175
600 150
500 125
400 100
300 75
200 50
100 25
0 0
1.8 2 2.5 34 5 6 7
STATIONS

1.8 2 2.5 3 4 5 6 7
STATIONS

51 36 30 48 13 14 15 27 29 28
52 31 63 10 6 43 39 42 38 47 34
PW123 LEFT FRONT VIEW


59 35 45 19 4 20 46 32 56 1 22 44
50
11
64
58 23 16 17 33 26 41 40 24 60 25
PW123 RIGHT REAR VIEW

36 11 30 48 21 13 27 14 15 20 19
51 52 31 62 5 6 10 43 28 39 42 38 29 34
PW124B/127 LEFT FRONT VIEW

3 35 4 46 32 11 54 44
59 58 23 16 17 33 26 41 40 55 24 25 50 64 62 31 9
PW124B/127 RIGHT REAR VIEW

51 36 12 30 40 21 13 14 15 27 28 34
52 8 31 62 5 6 10 43 39 42 38
PW125B/127B LEFT FRONT VIEW


35 20 46 3 32 56 22 44 11
59 58 23 16 17 26 41 40 24 25 64 62
PW125B/127B RIGHT REAR VIEW


36 30 21 13 18 14 15 20 34
51 52 31 5 6 10 43 27 39 28 38 29
PW126A LEFT FRONT VIEW

35 19 20 45 4 46 32 56 1 50 22 44 11
59 58 23 17 16 33 26 41 40 24 25 64 62
PW126A RIGHT REAR VIEW


COLD SECTION
HANDLING BLEED
VALVE
P2.5 CHECK
VALVE
LP DIFFUSER
PIPE
LP SHROUD
HOUSING GAS GENERATOR
CASE
AGB
REAR VIEW HP IMPELLER
REAR INLET
CASE HP SHROUD HOUSING
FRONT VIEW
INTERCOMPRESSOR
FRONT INLET CASE
CASE
LP DIFFUSER CASE
LP IMPELLER
OIL TANK
AIR INLET & COMPRESSOR SECTION

HP IMPELLER GAS GEN. FRONT VIEW GAS GEN. REAR VIEW
SHROUD BLEED
AIR INLET AND COMPRESSOR SECTION

PW123 INSTALLATION PW124B/127 INSTALLATION PW125B/127B INSTALLATION PW126A INSTALLATION
HANDLING BLEED VALVE
FINE SCREEN COARSE SCREEN

TO ECS
P2.4 FROM
LP DIFFUSER
PIPE
SERVO VALVE
SERVO VALVE
PREFORMED PACKINGS
INTERCOMPRESSOR
CASE (REF.)

VALVE INSTALLATION
HOUSING COVER
P2..5 DUCT
PISTON
SCREEN P2..4 P2..5
SERVO RESTRICTOR
VALVE
SERVO TUBE
CONTROLLED
MANIFOLD P2..4 BLEED
P2..4
ELECTRICAL SCREEN
FROM EEC/AFCU HARNESS
CONNECTION
OPEN POSITION CLOSED POSITION

70 MA
OPEN
60
HBOV OPEN
50 65
40
30
20
10
CLOSED 0
-10
0 30 40 50 60 70 80 90 100
10 20 100 73 77 86 89 92
PLA (DEGREES) Nh/R THETA (%)
FIGURE 1 - EEC MODE, HBOV VS PLA STEADY STATE MAP FIGURE 2
HANDLING BLEED VALVE LOGIC

EEC/AFCU
PLA
T1.8
NH
PAMB
ADC PALT { HBV

TAMB
HANDLING BLEED VALVE LOGIC

TO DEICING P2.4 FROM LP
SYSTEM DIFFUSER PIPE
P3 SHUTOFF P2.5 CHECK
VALVE VALVE
SERVO P3 FLOW
PW123AF ONLY VALVE LIMITING VENTURI
HANDLING
BLEED
VALVE HP SHUTOFF
VALVE
TO ECS
HBV CONTROL
PRESSURE
SWITCH
P2.5 SHUTOFF &
CHECK VALVES
ENVIRONMENTAL CONTROL SYSTEM

CHECK VALVE INSTALLATION
BUTTERFLY VALVE TO ECS
HOUSING ASSY P3 P3
O
P
E C
N L
SEAT O
S
E
PISTON D
P2.5
P2.5 CHECK VALVE

MECHANICAL
AGITATOR
CLEANING SOLUTIONS/STEEL
TANK 5 U.S. GALS. (19 LITERS)
CAPACITY WORKING PR.
AIR SUPPLY VALVE
50 P.S.I. (345 kPa)
SHUT OFF VALVE
MAIN OIL FILTER
PRESSURE
GAGE
VALVE VALVE
RELIEF
VALVE
TO WASH NOZZLE
AIR/NITROGEN RECIRCULATION
PRESSURE SOURCE PUMP
REGULATED UP TO
50 P.S.I. (345 kPa)
RINSE SOLUTION TANK

5 U.S. GALS. (19 LITERS)
CAPACITY WORKING PR.
50 P.S.I. (345 kPa) S/STEEL
AIR SUPPLY VALVE SHUT OFF VALVE
COVER
OIL LEVEL SIGHT GLASS
WASH NOZZLE
COMPRESSOR WASH

COLD SECTION TROUBLESHOOTING
SYMPTOMS PROBABLE CAUSE ACTION

ITT/T6 NH NL WF
Aircraft/engine torque indicating system Inspect/repair
↑ ↑ ↑ ↑ Air inlet obstructed Remove obstruction
LP/HP impellers FOD, rub or erosion Borescope inspection
LP/HP impellers contamination Carry out compressor wash

↓ ↓ ↓ ↓ Aircraft/engine torque indicating system Inspect/repair
Cracked LP Diffuser pipe Inspect/repair
↑ ↑ ↓ ↑ P2.5 air leaks from engine/airframe systems

Inspect/Repair
Handling bleed valve stays open or closes too late.
Inspect/clean/replace/adjust HBV, servo valve, servo valve
screen and restrictor, wiring harness or EEC.
Gas generator case cracked at fuel manifold boss

or P3 boss Inspect
↑ ↓= ↓= ↑
P3 air leaks from engine/airframe system Inspect
Leaking gas generator drain valves or fuel

manifold gaskets. Inspect/clean/replace
P2.5/P3 air switching valve completely or partially

stuck in P3 position Inspect/clean/repair
Very noisy engine or surging during HBV does not open or closes too soon Inspect/clean/replace/adjust HBV, servo valve, servo valve
acceleration screen and restrictor, wiring harness or EEC.
Torque surge HBV unstable Inspect/clean/replace/adjust HBV, servo valve, servo valve
screen and restrictor, wiring harness or EEC.
FOR TRAINING USE ONLY COLD SECTION 2.21

HOT SECTION
HOT SECTION AREA

INNER LINER
OUTER LINER
COOLINGS RINGS
P3
P3
IGNITER PLUG SLEEVE
FUEL NOZZLE PORT
COMBUSTION CHAMBER LINER

TURBINE SUPPORT CASE WITH SEGMENT
HP TURBINE INSTALLED
TRIPLE VANES
HP VANE FRONT VIEW
HP VANE REAR VIEW
HP VANE ASSY
HP TURBINE
VANE RING
POWER
TURBINES
HP
TURBINE
HP TURBINE PARTS
HP BLADES
HP SEGMENT LP TURBINE SHAFT NO. 6 BEARING NO. 7 BEARING
HOT SECTION

DATA PLATE TRIM WEIGHTS INSTALLED
HIGH & LOW PRESSURE TURBINES TRIM BALANCE WEIGHT INSTALLATION

LPT VANE REAR VIEW
LP TURBINE
VANE RING INTER STAGE
TURBINE CASE
HP TURBINE
VANE RING
POWER
TURBINES
HP
TURBINE
LP TURBINE
LP SEGMENT LP TURBINE SHAFT NO. 6 BEARING NO. 7 BEARING
HOT SECTION

LP TURBINE LOW PRESSURE
VANE RING TURBINE HOUSING INTER STAGE 1 ST PT VANE RING
OIL TUBES
TURBINE CASE
1 ST PT
2 ST PT VANE RING
HP TURBINE
VANE RING
PT ASSY
HP
TURBINE 2 ND PT
LP
TURBINE
LP TURBINE SHAFT PT SHAFT NO. 6 BEARING NO. 7 BEARING
HOT SECTION

HOT SECTION PERFORMANCE
COMPONENTS: SYMPTOMS: AT CONSTANT SHP
HP VANE RING
– INCREASE AREA......................................................................................................................................................NL → Nh ↓ WF ↑ T6 ↑
LP VANE RING
– INCREASE AREA......................................................................................................................................................NL ↓ Nh ↑ WF ↑ T6 ↑
PT VANE RING
– INCREASE AREA......................................................................................................................................................NL ↑ Nh → WF ↑ T6 ↓
HP TURBINE
– INCREASE TIP CLEARANCE ...................................................................................................................................NL ↑ Nh ↓ WF ↑ T6 ↑
LP TURBINE
– INCREASE TIP CLEARANCE ...................................................................................................................................NL ↓ Nh ↑ WF ↑ T6 ↑
PT TURBINE
– INCREASE TIP CLEARANCE ................................................................................................................................... NL ↑ Nh ↑ WF ↑ T6 ↑
HP VANE SEALING RING

– LEAKAGE ....................................................................................................................................................................NL ↑ Nh ↓ WF ↑ T6 ↑
LP VANE SEALING RINGS
– LEAKAGE OF FIRST SEALING RING.....................................................................................................................NL ↑ Nh ↓ WF ↑ T6 ↑
– LEAKAGE OF SECOND SEALING RING ...............................................................................................................NL ↓ Nh ↓ WF ↑ T6 ↑
INTERSTAGE TURBINE CASE SEALING RING
– LEAKAGE .................................................................................................................................................................... NL ↑ Nh ↑ WF ↑ T6 ↑
SECOND PT VANE SEALING RING
– LEAKAGE .................................................................................................................................................................... NL ↑ Nh ↑ WF ↑ T6 ↑
↑: UP
↓: DOWN
→: SAME
GEARBOX
PRE-SB PRE PROP SEAL
RGB EXTERNAL VIEW PROP. SHAFT SEAL: POST PROP SEAL
POST-SB
HYDRAULIC PUMP FRONT REAR

HOUSING HOUSING
NP PROBE
PCU PUMP &
PROP. O/S GOV. INPUT DRIVE
PROPELLER
SHAFT HOUSING
IDLER GEAR
AC GENERATOR
(IDG FOR FOKKER)
PCU DRIVE
COUPLING
FIRST STAGE
HELICAL GEAR
SECOND HELICAL INPUT

STAGE DRIVE SHAFT
BULL GEAR
TORQUE SHAFT
SECOND
STAGE
PINION
GEARS
FIRST STAGE
HELICAL GEAR
PW123 REDUCTION GEARBOX (FLOATING)

PRE PROP SEAL
PRE-SB
RGB EXTERNAL VIEW PROP. SHAFT SEAL:
POST-SB POST PROP SEAL
HYDRAULIC PUMP GEAR (N/A FOR ATR)
REAR
NP PROBE FRONT HOUSING
PCU PUMP &
PROP. O/S GOV. HOUSING PCU
PROPELLER COUPLING
SHAFT
INPUT DRIVE
HOUSING
IDLER
GEAR
AC GENERATOR
PCU COUPLING
TORQUE
BULL GEAR SENSOR
FIRST STAGE
HELICAL GEAR
PROP. COUPLING
BRAKE SHAFT
(ATR ONLY)
SECOND
STAGE HELICAL INPUT DRIVE SHAFT
PINION
GEARS TORQUE TORQUE SHAFT
SENSOR FIRST STAGE HELICAL GEAR
PW124/125/126/127 REDUCTION GEARBOX (FLOATING)

SPRING WASHER FIXED DISC UNLOCK RELEASE CHAMBER
MICROSWITCH
DRIVE SHAFT
ROTOR DISK BRAKE OFF BRAKE ON
MANUAL
CONTROL
PROPELLER BRAKE (CROSS-SECTION)


LIP SEAL
VIEW LOOKING FORWARD
CENTRIFUGAL BREATHER IMPELLER

STARTER MOTOR HORIZONTAL SHAFT
CENTRIFUGAL DRIVE SHAFT
BREATHER ANGLE DRIVE
IMPELLER GEARBOX
FUEL PUMP
DRIVE SHAFT
CARBON
SEAL
LIP SEALS
TOWER
SHAFT
OIL PUMP
DRIVE SHAFT
CARBON
SEAL
BEVEL
GEAR
HP IMPELLER
ACCESSORY GEARBOX & ANGLE DRIVE GEARBOX

FRONT CARBON
21 311 SPACER
DRIVE COVER
HORIZONTAL
POST SB 20768 SHAFT SHAFT STOP
AGB COUPLING SHAFT

PLUG
SPACER
SPACER
POST SB 21311
CARBON SEAL
ADAPTOR CARBON SEAL
ADAPTOR
GASKET
PRE SB
TRANSFER TUBE
VIEW LOOKING FORWARD
ANGLE DRIVE
GEARBOX
"O" RING
POST SB
COVER
3/8" DRIVE
ACCESSORY GEARBOX

OIL SYSTEM
TEMP.SENSING
TO REDUCTION OIL PRESSURIZING VALVE
GEARBOX
REF. OIL PRESSURE

FUEL T
HEATER
BLEED LINE
FILTER REF.
AIR PRESSURE
RESTRICTOR
ACCESSORY
PRESSURE GEARBOX
REGULATING ANGLE DRIVE
VALVE GEARBOX
NO.1 & 2 NO.3 & 4 NO.5 NO.6&7

OIL BRG CAVITY BRG CAVITY BRG BRG CAVITY
PRESSURE CAVITY
GAGE
*
PRESSURE
RELIEF
IDG IDG VALVE BLOWNDOWN STRAINER
COOLER BLOWNDOWN
OIL TANK
(FOKKER AIRCRAFT
INST.) OIL COOLER SCAVENGE
PRESSURE FROM RED. GEARBOX
NO.6 & 7
PRESSURE OIL OIL PUMP PUMP EXTERNAL VIEW
BRG CAVITY
SCAVENGE OIL SCAVENGE
CAVITY PRESSURE TURBOMACHINERY OIL SYSTEM PUMP
PRE SB 20849*

TEMP.SENSING
TO REDUCTION OIL PRESSURIZING VALVE
GEARBOX
REF. OIL PRESSURE

FUEL T
HEATER
BLEED LINE
FILTER REF.
AIR PRESSURE
RESTRICTOR
ACCESSORY
PRESSURE GEARBOX
VALVE GEARBOX
NO.1 & 2 NO.3 & 4 NO.5 NO.6 & 7

OIL BRG CAVITY BRG CAVITY BRG BRG CAVITY
PRESSURE CAVITY
GAGE
*
PRESSURE
RELIEF
IDG IDG VALVE BLOWNDOWN STRAINER
COOLER BLOWNDOWN
OIL TANK
(FOKKER AIRCRAFT
INST.) OIL COOLER SCAVENGE
PRESSURE FROM RED. GEARBOX
PUMP EXTERNAL VIEW
NO.6 & 7
PRESSURE OIL OIL PUMP BRG CAVITY
SCAVENGE OIL TURBOMACHINERY OIL SYSTEM SCAVENGE
PUMP
CAVITY PRESSURE POST SB 20849*

IMPENDING
BYPASS
INDICATOR
MECHANICAL
POP OUT
OR
ELECTRICAL
SWITCH
BYPASS VALVE
PRESSURE FILTER
CHECK VALVE
PISTON
SPRING
COVER
COVER
WASHERS
OIL FILTER & CHECK VALVE

MAIN OIL SYSTEM LIMITATIONS
Engine Oil Temperature Oil Pressure Oil Oil Tank Impending Bypass Indicator
Consumption Capacity
Model Starting Max. Min. Transient Normal Min. Max. Electrical Mechanical
°C °C °C °C PSID PSID lb/hr lbs Switch Popout
PW121A -40 115 0 125 55-65 40 .3 36.0 X
PW123/A/B/ -54 115 0 125 55-65 40 .4 38.3 X
C/D/E
PW123AF -40 115 0 125 55-65 40 .5 38.3 X
PW124B -54 115 0 125 55-65 40 .5 38.3 X
PW125B -54 115 0 125 55-65 40 .5 45.0 X
PW126 -40 115 0 125 55-65 40 .5 38.3 X
PW126A -40 115 0 125 55-65 40 .5 38.3 X
PW127 -40 125 0 140 55-65 40 .5 38.3 X
PW127B -40 125 0 140 55-65 40 .5 36.4 X
PW127C -40 125 0 140 55-65 40 .5
PW127D -40 125 0 140 55-65 40 .5 38.3
PW127E -40 125 0 140 55-65 40 .5 38.3 X
FOR TRAINING USE ONLY 5. 8

OUT TO
ACC. G/BOX
& ANGLE DRIVE
PRV EXTERNAL VIEW
GEARBOX
PRESSURE
REGULATING OIL SUPPLY
VALVE # 1-2 BRG
T6 TRIM
PROBE
LOCATION
OIL TANK
REAR INLET CASE

(LOOKING REARWARD)
WASHERS PISTON
ASSEMBLY ATM AGB
14.70 17.10
SPRING 15 59 134 273

# 1-2 BRGS #3-4 BRGS # 5 BRG # 6-7 BRGS
17.27 50 51 30
127 260 130 267 146 295 129 264
17.31 PRESSURE
OIL PRESSURE 138 281

PSIA
TEMP TEMP
˚C ˚F
REGULATING VALVE OIL TANK BEARING CAVITY
CAVITY PRESSURE & TEMPERATURE

(2000 SHP 15˚C SEA LEVEL)

BOOST
TEMP.SENSING PUMP
RED. G/B STARTER OIL PRESSURE PRESSURE OIL
FUEL T DRIVE VALVE SCAVENGE OIL
HEATER CAVITY PRESSURE
BOOST PRESSURE
FILTER REF.
AIR PRESSURE REF. OIL
PRES.
ACCESSORY
RESTRICTOR
PRESSURE GEARBOX
VALVE GEARBOX
OIL
PRESSURE
GAGE
NO.1 & 2 NO.3 & 4 NO.5 NO.7

(FOKKER
BRG CAVITY BRG CAVITY BRG BRG CAVITY

INST.)
CAVITY
IDG
COOLER *
PRESSURE
IDG RELIEF
VALVE BLOWNDOWN STRAINER
BLOWNDOWN
OIL TANK
AIRCRAFT SCAVENGE
OIL COOLER FROM
PRESSURE RED. G/B
PUMP EXTERNAL VIEW OIL PUMP SIGHT GLASS NO.3,4,5
CAVITY SCAVENGE BLOWNDOWN
NO.6 & 7 BRG CAVITY
TURBOMACHINERY OIL SYSTEM PUMP
DRAIN TANK
SCAVENGE PUMP
PW126 ONLY

ELECTRIC FEATHERING PUMP MAIN OIL PRESSURE FROM
TURBOMACHINE
PROPELLER
CONTROL UNIT PUMP RGB SIDE VIEW
MAIN
FUEL COOLED OILTANK
AUXILIARY OIL COOLER
OVERSPEED TANK
GOVERNOR CHIP
DETECTOR
BYPASS
PROPELLER VALVE
CONTROL UNIT IMPENDING
BYPASS
INDICATOR
RGB GEAR TRAIN RED. G/B
SCAVENGE REDUCTION
SUMP ANTI SYPHON FILTER GEARBOX
LINE SCAVENGE
PUMP
CHIP
DETECTOR SCREEN
ANTI ICING OF
FRONT INLET CASE
ENGINE OIL (PRESSURE)
PROPELLER CONTROL OIL
SCAVENGE OIL REDUCTION GEARBOX OIL SYSTEM

RGB SIDE VIEW
MAIN OIL PRESSURE FROM

ELECTRIC FEATHERING PUMP TURBOMACHINE
PROPELLER FUEL COOLED
CONTROL UNIT PUMP OIL COOLER
RGB SIDE VIEW
MAIN
OILTANK
AUXILIARY OIL COOLED CHIP
OVERSPEED TANK AC GENERATOR DETECTOR
GOVERNOR
BYPASS
VALVE
PROPELLER IMPENDING
CONTROL UNIT AC GENERATOR BYPASS
SCAVENGE INDICATOR
CAVITY RED. G/B
SCAVENGE
RGB GEAR TRAIN FILTER
PROPELLER
ACTUATOR SUMP CHIP
DETECTOR AC GENERATOR
SCAVENGE PUMP
CHIP
DETECTOR SCREEN ANTI SYPHON
LINE REDUCTION
GEARBOX
ANTI ICING OF SCAVENGE
FRONT INLET CASE PUMP
ENGINE OIL (PRESSURE)
PROPELLER CONTROL OIL TURBOMACHINERY OIL SYSTEM
SCAVENGE OIL DASH 8, ATP & JETSTREAM

IMPENDING BYPASS
INDICATOR (ELECTRICAL SWITCH
OR MECHANICAL POP OUT)
BYPASS VALVE
FILTER
COVER
PUMP ASSY
OIL FILTER

OIL SYSTEM TROUBLESHOOTING
SYMPTOM PROBABLE CAUSE ACTION

Oil tank level too high Over servicing Drain excess oil from tank
Oil level is checked overnight Run engine, check engine oil level within 30 minutes from shutdown
Analyze concentration of fuel in oil

Fuel cooled oil cooler internal leakage Check/replace fuel-cooled oil cooler
Flush engine oil system and airframe oil cooler
Check chip detectors and oil filters, recheck after 10 hrs or 1 day of
operation, 25 hrs and 50 hrs.
Check/replace fuel heater

Fuel heater internal leak Flush engine oil system and airframe oil cooler
Low oil pressure Low oil level Check/top-up engine oil tank level
Pressure indicating system (transducers, gage, Rectify/replace

cables, and connections.
Pressure regulating valve Adjust/replace
Pressure regulating valve elbow restrictor Remove and clean/replace restrictor

blockage
Oil pressure check valve Clean/adjust/replace oil pressure check valve
Oil pump pressure relief valve Replace oil pump pressure relief valve assembly
Oil supply from tank to pressure oil pump Rectify/remove blockage
Oil pressure pump

Inspect pump for erosion/distress

High oil pressure Pressure indicating system (gage, transducers, Rectify/replace
cables and connections).
Pressure regulating valve not opening correctly Adjust/replace

Low oil temperature Airframe air-cooled oil cooler Rectify/replace
Temperature indicating system (temperature Rectify/replace

transmitter, gage, cables and connections)
Engine fuel-cooled oil cooler

Replace
High oil temperature Low oil Level Check/top-up engine oil tank level
Airframe air-cooled oil cooler Rectify/replace
Temperature indicating system (temperature Rectify/replace

transmitter, gage, cables and connections)
Engine fuel-cooled oil cooler

Replace

Oil pressure fluctuation Low oil level Check/top-up engine oil tank level
Fuel in oil system, fuel cooled oil cooler See oil tank level too high troubleshooting, caused be fuel cooled oil
internal leakage cooler internal leakage.
Pressure regulating valve sticking Clean/replace
Pressure indicating system (gage, transducers, Rectify/replace

cables and connections)
Pressure regulating valve elbow restrictor Install missing elbow restrictor

missing
Excessive oil coming out of Oil tank level too high See oil tank level too high troubleshooting
AGB breather
AGB front/rear impeller carbon seals Replace front/rear impeller carbon seals.
P2.5/P3 air switching valve stuck to P3 Rectify/replace

Engine oil odor in cockpit Prolonged or repetitive motoring cycles carried Check for oil accumulation in inter compressor
out with oil pressure indication Case (Pre SB 20957 or Pre SB 20962) and No. 5 bearing vent (Pre SB
21053)
Run engine at ground idle 5 minutes
Oil pressure check valve (if oil pressure Adjust/replace

indication at NH < 25%)
P2.5/P3 air switching valve Adjust/check for proper assembly/replace
AGB breather blocked/restricted Rectify cause of blockage (horizontal shaft plug moving)
Pressure regulating valve (if oil pressure too Adjust/replace

high)
Airframe air cycle machine (if oil lubricated) Run engine with maximum heating selected; - if oil odor stops check
airframe air cycle machine, - if oil odor persists check engine.
External oil leak to engine intake Check propeller blade seal, etc. For leakage
Damaged NL speed sensor/plug “0” ring Inspect/replace “0” ring
Internal engine damage/oil leakage Remove engine for investigation

Smoke from exhaust Oil pressure check valve (if oil pressure Adjust/replace
indication at NH < 25%)
Pressure regulating valve (if oil pressure is too Adjust/replace

high)
P2.5/P3 air switching valve Adjust/check for proper assembly/replace
No. 6 & 7 bearing vent/scavenge transfer tubes Clean/replace

or lines restricted
No. 6 & 7 bearing scavenge pump or strainer Clean/inspect/replace
Turbine interstage case retaining bolts fracture

Borescope first-stage PT blades for impact damage at leading edges
or/and tips. If damage found remove engine for investigation.
High oil consumption Any of the symptoms mentioned in the oil See appropriate oil system troubleshooting section
system troubleshooting. Causing oil not to
return to tank.
External oil leakage Rectify as necessary
Fuel heater internal leak Check/replace
Internal leak into propeller hub Replace propeller actuator seals or propeller

SECONDARY AIR SYSTEM
BEARING COMPARTMENT SEALING
AND TURBINE COOLING

REAR INLET CASE EXTERNAL VIEW
INTERCOMPRESSOR
COVER CASE CAVITY P3
WASHERS
TO REAR
SPRING INLET CASE
THRUST WASHER
GUIDE PIN
SPRING
RETAINING
RING
SLEEVE
INTERCOMPRESSOR
PISTON
RING
PISTON
AT INITIAL START UP
P2.5
INNER TO REAR
HOUSING INLET CASE
VALVE
SEAT
OUTER
HOUSING
AIR SWITCHING VALVE AT 40-45% NH

ENGINE SIDE VIEW
ACCESSORY CARBON
GEARBOX SEAL
BREATHER AIR
P2.5 OR P3 AIR CARBON SEAL

FROM SWITCHING
VALVE
AIR
TRANSFER
TUBE
PT SHAFT AIRFLOW
CARBON SEAL
REAR INLET CASE


P3 FROM
GAS
GENERATOR
LP IMPELLER
HP IMPELLER
P2.5
NO.3 (BALL) NO.4 (BALL)

BEARING BEARING
NO.3 & NO.4 BEARING AIRFLOW


SEALING RINGS
POWER
TURBINES
HP TURBINE LP TURBINE PT SHAFT

NO.5 (ROLLER) BEARING NO.6 (ROLLER) BEARING NO.7 (ROLLER) BEARING
NO.5, 6 & 7 BEARING AIRFLOW

SEALING RINGS
POWER
TURBINES
HP TURBINE LP TURBINE PT SHAFT

NO.5 (ROLLER) BEARING NO.6 (ROLLER) BEARING NO.7 (ROLLER) BEARING
NO.5, 6 & 7 BEARING AIRFLOW

POST SB 21425 PW124 ONLY

INDICATING SYSTEM
NH SENSOR
NH2 PULSE
PICK-UP PROBE
REAR INLET CASE INTERCOMPRESSOR
CASE NP PULSE
STARTER PICK-UP PROBE
GENERATOR
DRIVE PAD
NH1 PULSE NL PULSE REDUCTION GEARBOX

PICK-UP PROBE PICK-UP PROBE REAR HOUSING
PICK-UP PROBES LOCATIONS

POST T6
PRE T6
TRIM RESISTOR
ENGINE REFERENCE DATA AT 59˚F

SERIAL NO. SAMPLE
ENGINE BUILD SPEC 707
SHP T TRIM W
AT 2380
d ∆ 6 25.0
T/M TRIM 715 Q2G8660 Q2B 6260

SCU TRIM CL2
NH CL27
NH
32950 ∆ 27250 ∆
T6 TEMPERATURE SYSTEM H
H
FA5
RA5
L FD2 FE7
L RD2 RE7

KN KP
TRIM
THERMOCOUPLE
8
6 ITT
˚C X 100
4
2 10
0 12
TRIM
RESISTOR
BUS BARS & TERMINAL

THERMOCOUPLES HOUSING
T6 TEMPERATURE SYSTEM ELECTRICAL SCHEMATIC

T1.8 SENSOR
TOTAL INLET TEMPERATURE (T1.8)

EXTERNAL VIEW
TORQUE SENSOR
TORQUE SENSOR SPACER
PREFORMED
PACKING
ENGINE
AT REST
VIEW LOOKING
FORWARD
REAR
ENGINE FLANGE
RUNNING
ROTATION
POST SB
TORQUE REFERENCE
SHAFT SHAFT
TORQUE SHAFT
PW123 ONLY

TORQUE SENSOR
TORQUE SHAFT
(TSC) SCU
60
TSC
40 80
TORQUE
20
% 100
ACTUAL TORQUE (Q)

P11 0 120
P10 TORQUE GAGE
TORQUE SHAFT
PW123 SERIES

TORQUE TUBE
REFERENCE TUBE
TORQUE AFU & EEC

Q2
SENSORS
EEC
AUTO FEATHER
UNIT (AFU)
Q1
TORQUE SHAFT
CARACTERIZATION PLUG
TORQUE MEASUREMENT SYSTEM

AFTER
A
IND.
TRIMMING B
Q
GAIN (SLOPE)
BEFORE
TRIMMING
TORQUE TUBE REF.TUBE
LOW TORQUE
{
A
BIAS B
(OFFSET)
DYNO Q
HIGH TORQUE
ENGINE REFERENCE DATA AT 59˚F

SERIAL NO. SAMPLE PRATT & WHITNEY
ENGINE BUILD SPEC 707 CANADA
SHP
AT 2380 d ∆ T 6 TRIM 25.0 W LONGUEUIL, QUEBEC, CANADA
EEC TRIM
SCU TRIM
715
CL2
Q2G8660
CL27
Q2B6260
TURBOPROP ENGINE
NH NH
32950
∆
27250
∆ REDUCTION GEARBOX MODULE
H FA5
H RA5 ENGINE MODELE PW124B
L FD2 FE7
L RD2 RE7 MODULE SERIAL NO. RGB
T/M TRIM Q2B 11320
Q2G 6260
AFU TRIM CL 1249
TORQUE TRIM

NL NL COCKPIT GAGE
NH COCKPIT GAGE
NH
NH (1) ATP/FOKKER
EEC RATED TORQUE (Q BUG)
(N/A FOR CANADAIR) (ATR/ATP/FOKKER/DASH-8)
N.B.: ATR: Q BUG FROM FDAU
DUAL COIL BACK-UP FOR PW127
FOR PW127 ACTUAL TORQUE
Q2 (NP DERIVED) AFCU (CANADAIR) ATR:DIGITAL INDICATION
ATP:DIGITAL AND IN EEC MODE=
TQ2 ALSO ANALOG
DASH-8/FOKKER/CANADAIR=
N.B.: COMBINED IN DIGITAL AND ANALOG INDICATION
ONE PROBE FOR DASH-8
DUAL COIL FOR PW127 AFU ACTUAL Q ANALOG
(ATR/ATP/FOKKER) ATR
TORQUE Q1 SCU (DASH-8) ATP:IN MANUAL MODE ONLY
(1) TQ1 AUTOFEATHER LOGIC
(NONE FOR CANADAIR)
(N/A FOR CANADAIR)
NP COCKPIT GAGE
NP
T6
(ITT) T6 COCKPIT GAGE
INDICATING SYSTEM SUMMARY

IGNITION SYSTEM
IGNITER
TURBINE
CENTRAL SUPPORT CASE
COMBUSTION ELECTRODE
CHAMBER
COOLING AIR IGNITION EXCITERS
GAS GENERATOR CASE
SPARK IGNITER
CENTRAL
ELECTRODE
IGNITION
PLUG
POST-SB IGNITION CABLES
PRE-SB IGNITION SYSTEM

PERFORMANCE
TURBINE ENGINE DISK LIFE Airworthiness regulations require the operator to log engine
starts and aircraft flights. It is also the responsibility of the
One of the most important aspects of turbine engine operation operator to calculate the accumulated total cycles.
and maintenance and perhaps the one least understood is the Operators having missions which include many touch-and-go
requirement to control disk life. flights, or a frequency of scheduled in-flight shutdowns, such
as used within training missions; or which include more than
Very serious damage can result from the failure of a rotor disk. 10 flights per hour must submit their mission profiles to Pratt
For this reason, it is of extreme importance to maintain disks & Whitney Canada for life cycle analysis.
integrity by replacing them before they reach their life limit.
Reference: Engine Maintenance Manual
Without going into the details of the many parameters used to Accomplishment Instructions:
design disks, it is important to have an understanding of the Accumulated total cycles, all flights and starts must be
major considerations facing engineering. These are: burst recorded in the appropriate engine logbook. Turbine disk
margin (ultimate strength), yield strength, creep strength, high assemblies removed for repair must be suitably tagged, stating
frequency fatigue strength, metallurgical deterioration, and low the total number of flights, engine starts and/or the calculated
cycle fatigue strength. total cycles. Rotor components with lives greater than the
limits shown in engine maintenance manual, or rotor
Through highly developed methods, disks are designed so that components not supported with proper documentation, are to
the first four factors do not generally limit disk life. The fifth be removed from service.
factor, metallurgical deterioration, may require disk life
limitations, but is often overridden by the sixth factor, low Abbreviated Cycles:
cycle fatigue (LCF). LCF dictates life limitations and Aircraft operation often includes abbreviated engine cycles.
retirement of disks which physically appear to be quite The definition of an abbreviated cycle is: idle - take-off - flight-
satisfactory. At the same time, large thermal gradients can be landing - idle; whereas a normal or full cycle includes the
imposed on the disk. Rims which are relatively thin and foregoing plus an engine start and shutdown. The limits
exposed to the hot gases heat up much more rapidly than the specified in engine maintenance manual are in terms of full
thick hubs. The result of this is high tensile stresses in the disk cycles. Accumulated abbreviated cycles are summated in terms
bore. Through analytical and actual rig tests we establish of full cycles by means of a formula and tabulated factors.
carpet plots. Based on minimum material specification
properties, we determined that a typical turbine disk can be Life determination:
cycled from zero rpm to the maximum allowable engine At repair and overhaul, component life is calculated in
compressor speed 15,000 times (typical). accordance with the following formula:
No. of starts + no. of flight - no. of starts X Flight count factor

abbreviated cycle factor

TIME BETWEEN RESTORATION AND HOT SECTION
INSPECTION FREQUENCY
Time between restoration takes into consideration the average On Condition Program (OCP)
effect of the many variables affecting engine life, such as
average flight duration, percentage of time at any given power The On Condition Program (OCP) has been prepared by Pratt
level, climatic conditions and environment maintenance & Whitney Canada to establish the engine maintenance
practices, utilization and engine modification standard. intervals, practices and standards necessary to enable the
engine to be maintained on a continuous basis as an alternative
Under extreme conditions of very low utilization coupled with to the hard time threshold sampling programs covered by
continuous operation in salt water atmosphere or heavy sand or P&WC Engine Maintenance Manual.
dust environment, periodic inspections in accordance with h e
applicable maintenance instructions may indicate maintenance Aircraft Gas Turbine Operating Information Letter (AGTOIL)
action prior to the recommended restoration life. No. 28 is used in conjunction with the applicable Engine
Maintenance Manual. AGTOIL Nos. 24 and 31 define On
A. Time between restoration Condition Program for the PW100 engine series.
- Initial: hours (Ref. Engine maintenance
manual)
- Operators desiring T.B.R. extension should submit a

formal request with details of sample engine numbers
and name and address of overhaul facility to Pratt &
Whitney Canada.
B. Hot Section Inspection Frequency Recommendations
- Scheduled hot section inspection method (ref.: engine

maintenance manual)

ENGINE CONDITION TREND MONITORING (ECTM)
Purpose:
ECTM allows the user to monitor the engine performance and: The data will be valid if you apply the following restrictions:
- Permit early detection of engine deterioration • Once per day, or every 6 hours if flown more often, select
- Help determine problem area the flight with the longest cruise that is at a representative
- Increase dispatch reliability altitude and airspeed.
- Perform repairs at the most economical time • Allow the engine to stabilize 3 to 5 minutes without ANY
- Allow to be on (soft time) for hot section inspection power lever movements.
• The same flight configuration must be repeated (i.e.
Description: electrical load, bleed air extraction).
• Record data within a reasonable time frame.
ECTM is a process of periodically recording engine and
aircraft instrument parameters ( Q, ITT, Wf, Nh, NL, ALT, Data entry and calculation:
OAT, NP, IAS and comparing them to a computer reference
model. ECTM data can be processed using an IBM PC or compatible,
with PWC supplied ECTM IV program
Under specific ambient conditions, engine parameters such as
compressor speeds (NL-Nh), interturbine temperature (ITT) Plotting and Trend Analysis:
and fuel flow (Wf) are predictable. The difference between the
actual engine parameters and the computer model values will Once the deltas are calculated, the computer (PC or
be plotted as 3 deltas (four if NL is used) using a graphical mainframe) does the plotting and displays the result on the
chart method as illustrated below. screen or sends it to a printer. Analysis of the trend reveals
extent of deviation and possible need for corrective action.
Once a trend is established by the plotting of these deltas, any
deviation would indicate some engine deterioration. Analysis Note:
of the trend reveals extent of deviation and possible need for Aircraft Gas Turbine Operation Information Letter (AGTOIL)
corrective action. no. 24 provides generic information in regard to engine trend
analysis .
Data acquisition:
The accuracy of the ECTM process depends on the quality of

the data entered in computer system. There is only one flight
configuration where engine reaction can be predictable.

PLOTTING
Guidelines
Following computation, DELTA Nh, DELTA ITT, and
DELTA Wf should be plotted on a continuous sheet. Flight log Delta ITT:
number may be used as the abscissa, although the trend could
also be recorded as a function of date or, preferably, as a • Net change of 10 to 15°C: Early signal of some
function of engine running time in hours. deterioration that should be investigated when convenient.
Definition of Terms: • Net change of 20 to 25°C: Deterioration becoming more

serious. Further running could result in high cost
1- Base Line: Delta values, for a particular engine with component replacement (Ex: High pressure turbine vane
known conditions. Known conditions include a recently ring or turbine blades, etc.). Action should be taken as soon
completed HSI, inspection of compressors and a compressor as possible.
wash. New or newly overhauled engines also meet these
conditions. • Net change of 30°C: At this level, whether or not ITT is
redlined, deterioration has progressed to a point where
2- Net Change: The change from the base line to a line serious engine damage is imminent.
passing through a delta point at a specific location on the graph.
DELTA Nh:
3- Revision of Base Line: In the event the position of the
initial base line is improperly estimated (this is often caused by • Net change of 0.75%: Early signal of some deterioration.
a fault or change in the calibration of instrumentation), a
revision of the base line values needs to be carried out. • Net change of 1.0% : Action should be taken as soon as
possible.
4- Analysis: The analysis of the trend graph should be
carried-out on a daily basis if possible, but not deferred for
more than five days. NOTE:
Courses on ECTM are available, please contact P&WC

Training department for the schedule.

P. 9.8 TAKE OFF
MAIN ENGINE OPERATING LIMITS

ENGINE MODELS 121A 123 123B 123C 123D 123E 123AF 124B 125B
BUILD SPEC. 707 707 785 838 839 869 723 724 647
BUILD SPEC. 726 761
AIRCRAFT MODEL ATR42 DH8 DH8 DH8 DH8 DH8 CL215 ATR72 F50
AIRCRAFT SERIES 400 300 300 200 200 300 200 100
Max. SHP 2200 2380 2500 2150 2150 2380 2380 2400 2500
take-off Flat rated at (°C) 25 35 30.3 25.5 45 40.6 35 34.4 30
(MTOP) ESHP 2304 2502 2626 2262 2262 2502 2502 2522 2626
OR Max SFC (lb/ESHP/hr) 0.474 0.47 0.463 0.483 0.483 0.47 0.47 0.468 0.463
* Reserve Max. ITT (°C) 816 800 800 800 800 800 800 800 800
Take-off Max NH (RPM) 34380 34200 34200 34200 34200 34200 34200 34200 34200
Max NH (%) 103.2 102.7 102.7 102.7 102.7 102.7 102.7 102.7 102.7
Max. NL(RPM) 28800 28800 28800 28800 28800 28800 28800 28800
Max. NL (%) 104 104 104 104 104 104 104 104
Max. NP (RPM) 1212 1212 1212 1212 1212 1212 1200 1212 1212
Max. NP (%) 101 101 101 101 101 101 100 101 101
Normal SHP 1980 2142 2261 1950 1950 2142 N/A 2160 2250
Take-off Flat rated at (°C) 25 35 30.3 25.5 45 41 N/A 34.4 30
ESHP 2075 2253 2378 2054 2054 2253 N/A 2272 2367
Max SFC (lb/ESHP/hr) 0.487 0.484 0.476 0.498 0.498 0.484 N/A 0.482 0.477
Max. ITT (°C) Ref: chart Ref: chart Ref: chart Ref: chart Ref: chart Ref: chart N/A 800 800
Max. NP (RPM) 1212 1212 1212 1212 1212 1212 N/A 1212 1212
Max. NP (%) 101 101 101 101 101 101 N/A 101 101
Max. SHP 1900 2150 2150 1950 1950 2150 2150 2230 2150
Continuous Flat rated at (°C) 30.2 45 45 34.4 53.3 45 45 45 45
ESHP 1992 2261 2262 2054 2054 2261 2261 2345 2261
Max SFC (lb/ESHP/hr) 0.493 0.483 0.483 0.498 0.498 0.483 0.483 0.483 0.483
Max. SHP 1700 2088 2089 1950 1950 2088 2088 2088 2088
Climb Flat rated at (°C) 26.1 28.3 28.4 34.4 34.4 28.3 28.3 28.3 28.3
ESHP 1784 2197 2198 2054 2054 2197 2197 2197 2197
Max SFC (lb/ESHP/hr) 0.51 0.487 0.487 0.498 0.498 0.487 0.487 0.487 0.487
Max. SHP 1700 2030 2030 1950 1950 2030 2030 2030 2030
Cruise Flat rated at (°C) 15 22.2 22.6 26.1 26.1 22.2 22.2 22.2 22.2
ESHP 1784 2136 2136 2054 2054 2136 2136 2136 2136
Max SFC (lb/ESHP/hr) 0.51 0.492 0.492 0.498 0.498 0.492 0.492 0.492 0.492

P. 9.8

ENGINE MODELS 126 126A 127 127B 127C 127D 127E 127F
BUILD SPEC. 691 743 774 812 799 823 850 918
BUILD SPEC. 813
AIRCRAFT MODEL ATP ATP ATR72 F50 CATIC J-61 ATR42 ATR72
AIRCRAFT SERIES 210 300 200A 500 210A
Max. SHP 2653(1) 2662 2750 2750 2750 2750 2400 2750
take-off Flat rated at (°C) 32.4 29.4 31.6 30 31.6 33 45 34.9
(MTOP) ESHP 2739 2795 2880 2880 2880 2880 2516 2880
OR Max SFC (lb/ESHP/hr) 0.463 0.462 0.459 0.459 0.459 0.459 0.474 0.459
* Reserve Max. ITT (°C) 830 800 800 800 800 800 800 800
Take-off Max NH (RPM) 34550 34190 34360 34360 34250 34360 34360 34360
Max NH (%) 103.7 102.7 103.2 103.2 103 103.2 103.2 103.2
Max. NL(RPM) 28900 28900 28870 28870 28600 28870 28870 28870
Max. NL (%) 104.3 104.3 104.2 104.2 103.2 104.2 104.2 104.2
Max. NP (RPM) 1212 1212 1212 1212 1200 1212 1212 1212
Max. NP (%) 101 101 101 101 100 101 101 101
Normal SHP 2210 2381 2475 2475 2475 2475 2160 2475
Take-off Flat rated at (°C) 27.9 29.4 31.6 30 31.6 33 45 34.9
ESHP 2296 2503 2593 2594 2593 2594 2266 2593
Max SFC (lb/ESHP/hr) 0.486 0.474 0.47 0.47 0.47 0.47 0.489 0.47
Max. ITT (°C) 830 Ref: chart Ref: chart Ref: chart 765 Ref: chart Ref: chart Ref: chart
Max. NP (RPM) 1212 1212 1212 1212 1200 1212 1212 1212
Max. NP (%) 101 101 101 101 100 101 101 101
Max. SHP 2210 2372 2500 2500 2500 2750 2400 2500
Continuous Flat rated at (°C) 27.9 40.5 41.4 40.5 31.6 33 45 44.4
ESHP 2296 2493 2619 2620 2619 2880 2516 2619
Max SFC (lb/ESHP/hr) 0.486 0.475 0.469 0.469 0.469 0.459 0.474 0.469
Max. SHP 2148 2145 2192 2192 2192 2192 2160 2192
Climb Flat rated at (°C) 28.7 27.2 28.4 27.5 28.4 24.7 25 22.6
ESHP 2230 2257 2299 2299 2299 2299 2266 2299
Max SFC (lb/ESHP/hr) 0.49 0.482 0.486 0.487 0.486 0.487 0.489 0.486
Max. SHP 2083 2081 2132 2132 2132 2132 2132 2132
Cruise Flat rated at (°C) 26.3 25 22.8 20.5 22.8 24.7 25.5 22.6
ESHP 2168 2190 2237 2237 2237 2237 2237 2237
Max SFC (lb/ESHP/hr) 0.494 0.493 0.491 0.491 0.490 0.491 0.491 0.491

BORESCOPE ACCESS PORT
FOR 2ND ST. POWER TURBINE
FUEL NOZZLE ADAPTER PORT OR BLADES INSPECTION
IGNITER PORT FOR HP VANE RING AND
HP TURBINE BLADES INSPECTION
REAR INLET CASE PORT T6 THERMOCOUPLE PORT

FOR LP IMPELLER FOR LP TURBINE, LP VANE RING
INSPECTION LOW PRESSURE DIFFUSER PIPE & 1ST STAGE POWER TURBINE,
PORT FOR HP IMPELLER INSPECTION 1ST STAGE POWER TURBINE VANE RING
INSPECTION
BORESCOPE INSPECTION

FUEL SYSTEM
CLA PLA CLA
PCU
PUMP
MFCU
FUEL MOTIVE
FLOW OUTLET
Py AIR
OUTLET
Q2 NPT P1.8 PLA PALT

NH T1.8 PAMB SAT CAS
{
ADC
P3 AIR
INLET
ENGINE CONTROL SYSTEM FUEL

OUTLET

AIRFRAME/ENGINE
FUEL CONNECTION
MECHANICAL
FUEL HEATER FUEL CONTROL
HEATED OIL UNIT TO AIRFRAME
OIL EJECTOR
IN OUT OUTLET PUMP
FILTER MOTIVE
FLOW
FUEL PUMP VALVE
MOTIVE SELF
FLOW RELIEVING FLOW
PUMP STRAINER METER
(AIRFRAME)
FCOC
BYPASS VALVE
IMPENDING FUEL IMPENDING
BYPASS TEMPERATURE BYPASS SWITCH OIL IN
SWITCH SENSING TO FUEL CELL
PORT #4 & 5 (CANADAIR) OIL OUT
TO AIRFRAME
FUEL TANK
INLET PRESURE (DASH 8) CHECK FLOW DIVIDER
PUMP DELIVERY PRESURE VALVE & DUMP VALVE
METERED FUEL FLOW
FUEL MANIFOLD
BYPASS FUEL ADAPTER AND
DRAIN FUEL NOZZLE
FUEL SYSTEM
PW123 DASH 8/CANADAIR OVERBOARD
DRAIN

AIRFRAME/ENGINE
FUEL CONNECTION TO AIRFRAME
MECHANICAL EJECTOR
FUEL HEATER FUEL CONTROL PUMP
OIL HEATED OIL UNIT
IN OUT OUTLET
FILTER MOTIVE
FLOW
FUEL PUMP VALVE
MOTIVE SELF
FLOW RELIEVING FLOW
PUMP STRAINER METER
IMPENDING (AIRFRAME)
BYPASS
SWITCH
FCOC
BYPASS VALVE
FUEL IMPENDING OIL IN
CHECK TEMPERATURE BYPASS SWITCH
VALVE SENSING ATR OIL OUT
PORT FLOW DIVIDER
& DUMP VALVE
FOKKER
VENT
RETUR TO TANK ATP
ATP
INLET PRESURE FUEL MANIFOLD
PUMP DELIVERY PRESURE ATR & FOKKER ADAPTER AND
METERED FUEL FLOW NOZZLE
BYPASS FUEL FUEL SYSTEM OVERBOARD
DRAIN FUEL ATP/ ATR /FOKKER DRAIN

PRE-SB
POST-SB FUEL IN
FUEL HEATER
FROM
FUEL
FUEL IN FUEL OUT TANK
TO FUEL
PUMP
FUEL OUT
CONTROL
VALVE
OIL IN
IMPENDING FROM
BYPASS MAIN
VALVE FILTER
THERMAL OIL IN OIL OUT
SENSOR FUEL FILTER TO FCOC
OIL OUT
MAX HEATING POSITION BYPASS POSITION NO HEATING

FUEL HEATER

PW123 FCOC INSTALLATION OIL IN
FROM FUEL OIL OUT
HEATER TO RGB
PW124B/127 INSTALLATION
FUEL IN
FROM MFC
OIL IN
FUEL IN
FUEL
OUT
OIL OUT
THERMOSTATIC
BYPASS VALVE FUEL COOLED OIL COOLER

INLET SCREEN
PUMP & MFC SIDE VIEW
OUTLET FILTER
IMPENDING
BYPASS SWITCH
FUEL OUTLET
TO MFC
FUEL INLET
FROM FUEL
HEATER
INPUT DRIVE
BYPASS FUEL
FROM MFC
BYPASS
VALVE
INLET STRAINER EJECTOR NOZZLE
(SELF RELIEVING)
FUEL PUMP

MFCU REAR VIEW
TO ELECTRICAL FUEL CONTROL

HARNESS RIGGING HOLE
FUEL MOTIVE
FLOW OUTLET
POWER LEVER
PY AIR OUTLET
P3 AIR INLET FUEL CONTROL

RIGGING HOLE
FUEL OUTLET
FUEL SHUTOFF LEVER
MANIFOLD PRESSURE
REGULATOR DRAIN
MECHANICAL FUEL CONTROL

MANIFOLD
PRESSURE
REGULATOR METERED FUEL OUT
P2
ON FUEL SHUT OFF
LEVER
MIN Wf STOP
OFF
BYPASS
P0 VALVE
MINIMUM
PRESSURIZING FUEL SHUT OFF BYPASS
VALVE VALVE RETURN
TO PUMP
METERING
VALVE PRESSURE
RELIEF
P1 PUMP DELIVERY PRESSURE VALVE
P2 METERED FUEL
P0 BYPASS FUEL MAX MOTIVE
DRAIN FUEL STOP FLOW
P3 AIR PRESSURE VALVE
MOTIVE FLOW
TORQUE TUBE FUEL INLET MOTIVE
FROM PUMP FLOW
MECHANICAL FUEL CONTROL
MAIN FLOW

P. 10.18 P. 10.20 BASIC OPERATION
P1 PUMP DELIVERY PRESSURE

P2 METERED FUEL METERING
Px ACCEL. PRESSURE
Py GOVERNING PRESSURE
BELLOWS ASSY
IDLE
MAX REVERSE EVACUATED
BELLOWS
MAX FORWARD Py ORIFICE
Px ORIFICE
POWER LEVER
RVDT
PIVOT POINT
TORQUE TUBE
P3
STEPPER MOTOR Pa
Py ORIFICE P3 AIR INLET
DRAIN (Pa)
STEPPER MOTOR Py TO PROPELLER
OVERSPEED GOVERNOR
FACE CAM
TO MFC PNEUMATIC SYSTEM
ELECTRICAL
HARNESS EEC MODE
DRAINS

BASIC OPERATION

Px ACCEL. PRESSURE
IDLE
MAX REVERSE
FOLLOWER
MAX FORWARD LEVERS
POWER LEVER
RVDT
OVERSPEED
MODE CAM
MANUAL MODE TORQUE TUBE
CAM P3
Pa
NH SPEED
GOVERNOR P3 AIR INLET
GOVERNOR
LEVER MODE CAM SELECT
SOLENOID VALVE
GOVERNOR
ORIFICE STEPPER MOTOR LEVER
STEPPER MOTOR SERVO PISTON
Py ORIFICE
TO MFC MECHANICAL BACK-UP
ELECTRICAL
HARNESS EEC MODE
DRAINS

P. 10.22 BASIC OPERATION

Px ACCEL. PRESSURE
IDLE
MAX REVERSE
FOLLOWER
MAX FORWARD LEVERS
POWER LEVER
RVDT
OVERSPEED
MODE CAM
MANUAL MODE TORQUE TUBE
CAM P3
Pa
NH SPEED
GOVERNOR
SOLENOID VALVE
GOVERNOR
ORIFICE STEPPER MOTOR LEVER
STEPPER MOTOR SERVO PISTON
Py ORIFICE
ELECTRICAL
HARNESS MANUAL MODE
DRAINS

Px ACCEL. PRESSURE
IDLE
MAX REVERSE FOLLOWER
MAX FORWARD LEVERS
POWER LEVER
RVDT
HIGH CAM
NORMAL CAM TORQUE TUBE

P3
Pa
NH SPEED
GOVERNOR
SOLENOID VALVE
GOVERNOR ENERGIZED TO CLOSE
ORIFICE
SERVO PISTON

ELECTRICAL
HARNESS
DRAINS
HIGH CAM PW123AF

Px ACCEL. PRESSURE
IDLE
MAX REVERSE FOLLOWER
MAX FORWARD LEVERS
POWER LEVER
RVDT
HIGH CAM
NORMAL CAM TORQUE TUBE

P3
Pa
NH SPEED
GOVERNOR
SOLENOID VALVE
GOVERNOR DE-ENERGIZED TO OPEN
ORIFICE
SERVO PISTON

ELECTRICAL
HARNESS
DRAINS
NORMAL CAM PW123AF

FLOW DIVIDER INSTALLATION
PRIMARY SECONDARY PRIMARY VALVE SECONDARY VALVE

MANIFOLD PORT MANIFOLD PORT
DUMP POSITION DUMP POSITION
TRANSFER
VALVE
PRIMARY FLOW POSITION PRIMARY FLOW POSITION
PRIMARY & SECONDARY PRIMARY & SECONDARY

FLOW POSITION FLOW POSITION
POST SB PRE SB
FLOW DIVIDER

NOZZLE ADAPTER
GAS GENERATOR FLANGE
FUEL NOZZLE SHEATH

FUEL NOZZLE
PRIMARY FUEL GAS GENERATOR

SECONDARY FUEL CASE ASSEMBLY
DRAIN FUEL
P3 AIR
SECONDARY PRIMARY - SECONDARY

FUEL MANIFOLD FUEL MANIFOLD ADAPTER
ADAPTER ASSEMBLY ASSEMBLY
BRACKET
SB 21373
SECONDARY ADAPTER PRIMARY - SECONDARY ADAPTER
FUEL MANIFOLD ADAPTERS & NOZZLES

FUEL DRAIN TANK
ATR/ATP/FOKKER

STARTING PROBLEMS TROUBLESHOOTING

No NH increase after start NH indicating system (gage, cables and Rectify/replace
selection (starter motor can connections)
be heard.
NH sensor (upper) Check/replace
Sheared Starter motor drive shaft Replace

No NH increase after start No 28 VDC at starter connector Check for 28 VDC at starter connection. Rectify aircraft system
selection (starter motor
cannot be heard) Remove starter drive cover and rotate HP spool, if seize remove
Starter motor seizure starter.
Rotate HP spool, if still seized remove fuel pump

Fuel pump seizure
Rotate HP spool, if still seized remove engine for investigation.
HP spool seizure
No light-up within 10 seconds Ignition system Check ignition system, rectify as necessary
after fuel "on". Fuel flow
indication is normal. Fuel flow divider Clean/inspect (pre SB21128) or replace
Fuel nozzle transfer tube "O" ring leakage Check fuel drain manifold for leaks, rectify as necessary


No light-up within 10 seconds No fuel supply to engine Rectify as necessary (check for fuel in tanks, fuel shut-off valve,
after fuel "on". etc..)
No fuel flow indication
HMU/MFC (MFCU) fuel condition lever Check rigging, rectify as necessary
rigging
Disconnect flow divider and carry out a wet motoring cycle, if
Flow divider fuel flow is normal, clean/inspect (pre SB21128) or replace.
Remove fuel pump and check for sheared drive shaft or spline
Fuel pump wear. Rectify as necessary.
HMU/MFC (MFCU) Check/replace HMU/MFC (MFCU)

Hot start, when time to light Excessive tail wind Reposition aircraft with nose in wind.
is normal
Inlet obstructed Check and rectify
Cranking RPM too low Check/rectify for low battery, overload, GPU
Bleed air system open or leaking Ensure air bleed if "off", check for leaks, rectify as necessary
Early starter disengagement Rectify aircraft system
PLA position too high Reposition PLA
EEC If start is normal in manual check/replace EEC
HMU/MFC (MFCU) Check/replace HMU/MFC (MFCU)
T6 indicating system Check T6 system rectify as necessary


Hot start when time to light is Ignition system Check ignition system, rectify as necessary
long
Fuel flow divider Clean/inspect (pre SB21128) or replace
Fuel nozzles Check/replace

Engine fails to accelerate to P3 leakage/blockage to HMU/MFC Check/replace P3/Py lines
idle (MFCU) or P3/Py leakage to overspeed
governor.
Overspeed governor Replace overspeed governor
Fuel nozzle transfer tube "O" ring leakage Check fuel drain manifold for leaks, rectify as necessary
Fuel flow divider

Clean/inspect (pre SB21128) or replace
EEC
If start is normal in manual check/replace EEC
HMU/MFC (MFCU)
Check/replace HMU/MFC (MFCU)

FUEL SYSTEM TROUBLESHOOTING

NP, Q, NH, T6 and Wf Loose or contaminated connectors Check for tightness and/or moisture and/or contamination at EEC,
fluctuations with EEC "on" harness, MFC/HMU (MFCU), T1.8 connectors, AFU, Q sensor.
only
If fluctuation stops with air bleed "off" check bleed system
Air bleed system
Check/replace
T1.8 sensor
If fluctuation stops when fuel boost pump selected "on" check
Low inlet fuel pressure (motive flow) motive flow system
Check/replace P3/Py lines

P3 leak to HMU/MFC (MFCU) or P3/Py
leak to overspeed governor
Check/replace fuel filters
Fuel filters
Check fuel pump for spline wear
Fuel pump Ensure post SB 20946 or SB21060 pumps are installed
Check for blue stain at bottom of MFC (MFCU), if found Replace

MFC (MFCU) governor bearing wash out MFC (MFCU) and fuel pump
HMU/MFC (MFCU) Check/replace
EEC Check/replace
Fuel pump/MFC (MFCU) drive coupling Check coupling for proper installation and/or wear
HBV
Inspect/clean servomotor screen/adjust closing point


NP, Q, NH, T6 AND Wf Air bleed system If fluctuation stops with air bleed "off" check bleed system
fluctuations with EEC "on" or
"off" Low inlet fuel pressure (motive flow) If fluctuation stops when fuel boost pump selected "on" check
motive flow system
P3 leak to HMU/MFC (MFCU) or P3/Py Check/replace P3/Py lines

leak to overspeed governor
Fuel filters Check/replace fuel filters
Fuel pump Check fuel pump for spline wear

Ensure post SB 20946 or SB21060 pumps are installed
HMU/MFC (MFCU) Check/replace
Fuel pump/MFC (MFCU) drive coupling Check coupling for proper installation and/or wear
Water in fuel
Check/rectify as necessary
HBV
Inspect/clean servomotor screen/adjust closing point


Power limitation caused by P3 supply to MFC (MFCU), HMU leaking Check P3 line for leakage or restriction.
Fuel flow (Wf) limitation or restricted.
P3 line between HMU and overspeed Check P3/Py line for leakage.
governor or Py line between MFC (MFCU)
and overspeed governor.
Overspeed governor Refer to propeller system troubleshooting.
Rigging Check MFC (MFCU), HMU rigging check airframe to engine

rigging
EEC Check for max power in manual mode
MFC (MFCU), HMU Check/replace as necessary
Fuel Pump Inspect/clean filters, replace pump
Fuel Heater Core or filter blockage replace as necessary
Flow divider Inspect/clean/replace flow divider

ELECTRONIC SYSTEM
ENGINE ELECTRONIC CONTROL
ATP INSTALLATION
PW126/ PW126A
ATR42-400/500 AND ATR72 INSTALLATION

PW121A/124B/127/127E/127F
FOKKER F50-100/F50-300 INSTALLATION

PW125B/127B
DASH 8 INSTALLATION (page 41)

PW123/PW123B/PW123C/PW123D/PW123E
CANADAIR INSTALLATION (page 61)

FOR CL215T AND CL415
PW123AF

FEATHER FUEL
ON
FLIGHT ID
D IDLE
MI N
TA
RATING CODES, DISCRETES
. RP
EL
GROUN
E
KE
RS
FU
LE
M
-OF
& ADC AMBIENT CONDITIONS
E
O MA
F ER
EV
(RE VER X.
OF EATH
XR
SE TRA RP
M
MA
RV VE
F
EP L
OW
ER)
POWER LEVER CONDITION LEVE

R
AUTOFEATHER CONTROL
UNIT (AFU) ENGINE CONTROL
ENGINE ELECTRONIC
CONTROL (EEC) SYSTEM INTERFACE

CLA PLA MICROSWITCHES:
ROLL OVER LEVER PLA
CONDITION LEVER 1: - EEC AUTOFEATHER
SE
E
IDL
ER
UE )
D
- TAKE OFF CONFIGURATION
V
UN ORQ
RE
MAX NP O NT
GR RT (MI
85% NP MAX CONTINGENCY STA
T IDLE
TAKE OFF FLIGH
MIN NP 2: - AFU AUTOFEATHER ARM
FEATHER
POWER LEVER
FUEL OFF FLIGHT IDLE
MECHANICAL POWER SELECTION

CLA MICROSWITCHES: FUEL CONTROL P.B.S. I.' s
(MFC) MAXCNTGY MAXCNTGY
1: - INHIBITS OPPOSITE ENGINE MAXCNTGY MAXCNTGY

AUTOFEATHER
- DISABLES UNDERSPEED INTCNTGY MAXCONT
GOVERNING EEC INTCNTGY MAXCONT
- INHIBITS TORQUE BUG ON
ENGINE SHUTDOWN TAKE OFF TAKE OFF
TAKE OFF TAKE OFF

2: - TAKE OFF CONFIGURATION
- RESCHEDULE Np GOVERNING
CLIMB CLIMB
CLIMB CLIMB
MANUAL RATED TORQUE CRUISE CRUISE

AUTOFEATHER (AFU) MODE (ANALOGUE & DIGITAL)
EEC CRUISE CRUISE
MODE
CAA INHIBIT
60 JAR
TORQUE 40 80
RATINGS UPTRIM
ATP- AIRCRAFT (DIGITAL) 20

TORQUE
% 100
FAA
ENGINE CONTROL ANALOGUE TORQUE 0 120 FAR
RATINGS
SYSTEM INTERFACE

(TQ COMPUTATION)
RATED TORQUE
BUG
FDAU
60
80
40
TORQUE
100
20
PWR MGT % 120

0
MCT CLB
TO CRZ
STEPPER MOTOR
PLA
EEC
(TQ COMPUTATION) AFU
MECHANICAL LINK STEPPER

FLIGHT IDLE
MOTOR
GRO
D
UND
TAK RATE
MP OFF
MA
RVDT
X
IDLE
E-
RE
MFCU
MAX
VE
OP
RS
ST
RA
WD
E
LEFT
NOTCH F HAND
RIGHT SIDE
HAND
SIDE
POWER LEVER
AIRCRAFT ENGINE CONTROL INTERFACE

FLIGHT ID
ERSP FOR CONFIGURATION FA
IDLE
ASC
TA
D
GROUN
START
E
KE
RS
LE
FLX TEMP
-OF
E
O TO GA FLX
OPE
EV
(RE VER
F
+ 88° C
XR
SE TRA
UT
N
MA
RV VE
SH
EP L CLB CRZ MCT
OW
E R)

R
MFC
HANDLING ERSP
BLEED OFF CONFIGURATIONS
VALVE
PMP CONFIGURATIONS
AUTOFEATHER CONTROL POWER MANAGEMENT

UNIT (AFU) ENGINE ELECTRONIC PANEL FOR
CONTROL (EEC) CONFIGURATIONS
TRIM PLUG FD, FF AND FG
120
ACTUAL TORQUE
100 APPROACH SPEED ENGINE RATING TAT

RATED TORQUE (BUG) 80
130 kts TO CLB CRZ + 88° C
60
ASC
40 SPEED GA MCT DER 1
FOKKER AIRCRAFT 20
ARMED
ARMED 3
2
ENGINE CONTROL 0
% TORQUE
SELECT
DERATE
INTERFACE MAN BUG

INPUTS OUTPUTS
28 VDC
ADC
ADC
AUTO-IGNITION SWITCH (ATP ONLY) AUTO-IGNITION SWITCH (ATR & ATP)
BLEED
CLA ARM PROPELLER SWITCH (ATP ONLY) ENGINE EEC DEGRADED LAMP (FOKKER ONLY)
CLA FEATHER MICROSWITCH ENG 1 CONTROL LAMP (ATP ONLY)
EEC ON (INH/RESET)
ENGINE MODEL FAULT CODES
IMPENDING STALL (PW121A/127E/127F ONLY) FAULT LAMP (ATR & FOKKER)
MFC IDENTIFICATION (ALL PW127)
Nh1 & Nh2 FAULT MAGNETIC INDICATOR (ATR ONLY)
Np
FROZEN LAMP (ATP ONLY)
OVERSPEED TEST (FOKKER)
P1.8 SERVO VALVE (HBV)
PAMB
STEPPER MOTOR (MFC OR MFCU)
PLA
PROPELLER BRAKE (HOTEL) (ATR ONLY) TORQUE OUTPUT ATR : DIGITAL SIGNAL
Q-HI (FOKKER)
RATING SELECTION FOKKER & ATP : ANALOG & DIGITAL SIGNALS
T1.8 TORQUE BUG (ATP & FOKKER)
TORQUE INPUT (Q)
TORQUE SHAFT CHARACTERIZATION PLUG UPTRIM LAMP (ATP: GREEN LIGHT ON TORQUE GAUGE)
TQ2
TRIM/RESET
UPTRIM
EEC INPUTS/OUTPUTS

ENGINE ELECTRONIC
NP CONTROL (EEC)
UPTRIM
* P 1.8
* T 1.8
* PAMB
SAT
MACH NO.
ALT 60
40 80
20 RATING 100
TORQUE
0 120
MAX MAX
CNTGY CNTGY
MAX
CNTGY
MAX
CNTGY
%
NH/NL TORQUE MAX MAX GREEN LIGHT
CNTGY CNTGY
MAX
CNTGY
MAX
CNTGY
UPTRIM
CONDITION TORQUE GAGE
TAKE TAKE
OFF OFF
TAKE TAKE
OFF OFF
CLIMB CLIMB
FF NP CLIMB CLIMB
CRUISE CRUISE
CRUISE CRUISE
*: BACKUP FOR PW126A
INHIBIT
FUEL UPTRIM : FROM ADC (N/A TO PW126)
ITT
OIL
POWER RATING
ATP

PWR MGT FLIGHT DATA ACQUISITION UNIT
MCT CLB
TO CRZ
RATED TORQUE ( Q BUG )
UPTRIM F
{
T AMB D 40
60
80
TORQUE
ADC ALT 20
% 100
IAS A 0 120
PAMB
U
BLEED
NP
POWER RATING
ATR

TO GA FLX FLX TEMP SELECTOR
+ 25° C KNOB
PEC CLB CRZ MCT
RATED TORQUE
(Q BUG)
APPROACH SPED ENGINE ECONOMY 120
CONTROL DERATE SELECTION
100
APPROACH SPEED ENGINE RATING 1 80

2
FAULT TO GA ECON
KT 3 60
ARMED
SPEED ARM ECON 40
CLB CRZ MCT LEVEL TAT
SELECT +25
°C
20
OPTIONAL POWER MANAGEMENT PANEL 0

% TORQUE
POWER MANAGEMENT PANEL
ENGINE RATING MAN BUG
TO GA
TORQUE GAGE
CLB CRZ MCT TAT
+25
°C
T1.8 MFC
TAT IAS PALT P1.8

PEC PAMB
FROM ADC NP ENGINE ELECTRONIC
UPTRIM CONTROL (EEC)
POWER RATING
FOKKER

S TO
H
P MCT
ATO
MCL
MCR
0° 35° 80° 100°

(75° ATR)
TAKE-OFF
PLA
TYPICAL = POWER VS PLA CONTROL

NP% NP%
95
80
91.67 TAXI
90
LANDING
@50 Knt
85
@90 Knt
80 70
75
70
60
60 0 10 20 30 40 50 60 70 80
0 10 20 30 40 50 60 70 80 90 100
PLA (DEGREES) PLA (DEGREES)
ATR ATP (PW126)
NP%
NP% 80
TAXI
100
TAXI
LANDING
APPROACH
FOKKER ATP (PW126A)
70
80
60 60
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 0 10 20 30 40 50 60 70 80
PLA PLA (DEGREES)
PROPELLER SPEED GOVERNING


NH GOVERNING ATR
The EEC will limit the minimum and maximum NH which Nh maximum and minimum logic: If the engine is in Hotel
the engine control power loop will try to control. The logic mode, the NH hotel mode limit will be used.
provides the following functions:
Under feather condition, the logic will limit NH to FI to
· Idle speed governing avoid exceeding the propeller overtorque limit in feather.
· Limit the power loop authority at low powers.
· Limit the maximum NH speed at the engine high end. Impending stall Logic for PW121A, PW127E and
· Provide smooth transition between power loop and PW127F: This logic, which is triggered by the aircraft, will
idle speed governing. increase NH enough to obtain a close to zero thrust
condition.
The NH minimum logic provides an increasing schedule NH control vs PLA: between 25% to 103.9% at 80°
to maintain EEC authority above the MFC schedule, to Ground idle (GI): 66%Nh
maintain good engine control at altitude. Flight idle (FI): 74% Nh
Max. altitude flight idle: 81 %*
The NH maximum limit matches the NH minimum limit
until a specific PLA where it begins to diverge from the * Note: Depending of ambient condition, Np governing
NH minimum maps as a function of the power lever may override FI.
position. The Nh maximum logic also provides a fixed
high limit at higher power lever positions. FOKKER:
ATP NH control vs PLA: between 30% to 103.6% at 80°

Ground idle (GI): 70%Nh
NH control vs PLA: between 25% to 103.9% at 80° Flight idle (FI): 74% Nh
Ground idle (GI): 66%Nh Max. altitude flight idle: 76 %*
Flight idle (FI): 74% Nh Flight idle GA selected: 74.5 to 86% Nh.* (to maintain
Max. altitude flight idle: 81 %* 200 SHP for better handling).
* Note: Depending of ambient condition, Np governing * Note: Depending of ambient condition, Np governing
may override FI. may override FI.

TRANSIENT LIMIT LOGIC OPERATION
Acceleration Limit Logic The EEC ensures that this logic is not invoked during
steady state operation, during slam deceleration's or PLA
The engine acceleration rate in EEC mode is limited by manoeuvers to high power which have power overshoots
the NH Acceleration Limit logic. The acceleration or slams into the over travel range.
schedule logic calculates the allowable engine
acceleration as a function of NH and corrected total As the torque level approaches the reference overtorque
engine inlet pressure. In reverse mode the acceleration level it commands a deceleration rate to pull back on the
limit increases as a function of PLA. fuel flow command to the MFC (MFCU). As the torque
approaches the overtorque reference, then the request to
Deceleration Limit Logic decelerate from this limit loop increases proportionally.
The engine is limited in rate of deceleration by the NH

Deceleration Limit logic. The deceleration schedule logic Engine Trimming
calculates the rate of allowable deceleration for the
engine. This rate is a function of the high pressure The engine trim function is used to:
turbine speed (NH) and corrected total engine inlet
pressure. In reverse mode the deceleration schedule is · Match the two PLA's to insure proper relationship
a function of PLA. between the MFC (MFCU) power lever and cockpit
power lever.
· Match indicated torque to the rated torque at a given
Transient Torque Limit Logic (N/A for PW124B) PLA.
The transient torque limit logic was designed to limit the Trim Procedure
level of propeller overtorque after an uncommanded in- Refer to appropriate Aircraft Maintenance Manual.
flight feather. It is activated only during transients
allowing the torque limit set in the rating logic to control in
steady state. A rapid deceleration is commanded during
propeller overtorque so that the MFC (MFCU) is
commanded to reduce fuel flow as fast as possible.

EEC INHIBIT SOLENOID
RESET MANUAL
FAIL
FROZEN
FIXED EEC MODE
MANUAL MODE
MFC
FAULT ENG 1
DETECTION CONTROL
FAULT DETECTION
ATP

ENG. 1 ENG. 2
EEC1 ATPCS EEC2
FAULT ARM FAULT

LO UP LO UP
PITCH TRIM OFF OFF OFF PITCH TRIM
FAIL
FIXED FAULT MAN. MODE
OFF SOL.
INHIBIT
RESET
MFCU
FAULT
MAGNETIC
INDICATOR
EEC
FAULT
MFC DETECTION
MULTI
FUNCTION
COMPUTER
FAULT DETECTION
ATR

L ENG EC R ENG EC
EEC
ENGINE
FAIL IGNITION IGNITION
FIXED FAULT ON
FAULT
ON ON
INHIBIT ON
START
ENG FAULT L R FAULT ENG
RESET EEC MAN MAN EEC
ENG EC ENG EC
DEGRADED DEGRADED
FUEL FUEL
MAN. MODE FILTER FILTER
SOL.
FUEL TEMP FUEL TEMP FUEL TEMP FUEL TEMP
HIGH LOW LOW HIGH
MFCU
FAULT ENGINE EEC

DETECTION DEGRADED
FAULT DETECTION
FOKKER

UART PORT
FAULT FAULT
CLEARING INDICATION
ENG
TRIM RESET
PL
EEC
DATA TRANSFER UNIT

FAULT INDICATION
ATP

FLIGHT DATA ENTRY PANEL
ENG. 1 ENG. 2
EEC1 ATPCS EEC2 FLIGHT NUMBER
LO UP
FAULT ARM FAULT
LO UP
8 7 0 1
{
{
PITCH TRIM OFF OFF OFF PITCH TRIM
HOURS MINUTES
EVENTS STATUS INITIATE TIME
SYST. FDAU
TRIM FAULT CODE

SWITCHES
ENG 1 TRIM ENG 2 FAULT
DETECTION
HH : MM ACARS INDEX 1/2NXT
Collins < PREFLIGHT WX REQUEST >
RESET D
< 0001 MESSAGES >
A < DELAYS IN RANGE >

T
A
< T/O DATA POST FLIGHT >
L
I < FLT PROLOG MISC >
N
K
MENU CLR ALPHA NUM
PLA
EEC
ACARS
FAULT INDICATION
ATR

TORQUE
GAGE
EEC FAULT 120
100
FAULT DISPLAY 80
60
LH RH 40
20
0
EEC TRIM RESET % TORQUE
MAN BUG
RESET
LH RH
FAULT
PLA CODE
EEC
FAULT INDICATION
FOKKER

TORQUE SHAFT
CARACTERIZATION PLUG
AFU INPUTS AFU OUTPUTS
28 VDC
ARM LIGHT
A/F TEST
ATPCS SWITCH (ATR ONLY) AUTOFEATHER

CLA MICROSWITCH (ATP)
PLA-HI ENGINE OUT (L OR R) (FOKKER ONLY)
PWR MGT (ATR ONLY) TORQUE ANALOG SIGNAL FOR ATR

(ATP: IN MANUAL MODE ONLY)
RATING SELECTION PANEL (ATP)
Q-HI UPTRIM
Q1
TQ1 ELECTRICAL
CONNECTOR
W.O.W. (WEIGHT ON WHEEL) SWITCH (ATR ONLY)
AUTOFEATHER UNIT
ENGINE NO.1

CONDITION LEVER CONDITION LEVER
MAX NP MAX NP
85% NP PLA PLA 85% NP
MIN NP MIN NP
TORQUE FEATHER FEATHER TORQUE
FUEL OFF FUEL OFF
SENSOR SENSOR
PL-HI
TAKE OFF
EEC & EEC & TAKE OFF
TAKE OFF
AFU A/F ARM AFU TAKE OFF
1 A/F ARM 2
POWER LEVER POWER LEVER
SWITCH SWITCH
HIGH TORQUE (TORQUE HI )
HIGH TORQUE
AIRFRAME
A/F A/F
TEST TEST
FEATHERING NP NP FEATHERING
PCU PUMP EEC G G EEC PUMP PCU
1 O O 2
V V
AUTOFEATHER
ATP

PWR MGT PWR MGT
MCT CLB CLA AT MAX CLA AT MAX MCT CLB
TO CRZ POWER LEVER SWITCH POWER LEVER SWITCH TO CRZ
TORQUE TORQUE
SENSOR SENSOR
PL-HI
ATPCS
AFU AFU
POWER LEVER 1 ARMED 2 POWER LEVER
SWITCH OFF SWITCH
HIGH TORQUE HIGH TORQUE
(TORQUE HI 53 %)
ARM
ATPCS
ARM AIRFRAME ARM
ATPCS
ARM
ENG ENG NO 2.15 SEC. NO ENG ENG
1 2 DELAY DELAY DELAY 1 2
ENG UP UP
TRIM TRIM
ENG
TEST TEST
NP NP
EEC G G EEC
FEATHERING 1 O O 2 FEATHERING
PCU V V PUMP PCU
PUMP
AUTOFEATHER
ATR

FUEL LEVER FUEL LEVER
PLA PLA
OPEN OPEN
TORQUE TORQUE
SENSOR SENSOR
PL-HI
TO GA FLX EEC & EEC & TO GA FLX
AFU ARMED AFU

1 ST BY 2
SWITCH SWITCH
HIGH TORQUE (TORQUE HI )
HIGH TORQUE
A/F A/F
TEST AIRFRAME TEST
AIRFRAME OUTPUTS
- AUTO-IGNITION INHIBITED
- OIL COOLER DOOR
- FUEL SHUT-OFF VALVE
- FUEL LEVER LIGHT
1 O O 2
V V
AUTOFEATHER
FOKKER

ELECTRONIC MODULE
ENGINE ELECTRONIC CONTROL (EEC)

TORQUE SIGNAL CONDITIONER UNIT (TSC)
DASH 8 INSTALLATION
PW123/PW123B/PW123C/PW123D/PW123E
ENGINE MODELS
Une sociØtØ de United Technologies / A United Technologies Company

START FEATHER
FLIGHT ID
MI N
TA
RATING CODES, DISCRETES
. RP
E
KE
RS
LE
DISC
M
-OF
& ADC AMBIENT CONDITIONS
E
O MA
FF
EV
(RE VER X.
LO
XR
SE TRA RP
E
M
MA
RV VE
FU
EP L
OW
ER)

R
TORQUE SIGNAL
CONDITIONING UNIT (TSCU)
ENGINE CONTROL
ENGINE ELECTRONIC
CONTROL (EEC) SYSTEM INTERFACE

CONTROL SYSTEM HARDWARE SCHEMATIC
PW123

INPUTS OUTPUTS
28 VDC
PAMB
ADC (AIR DATA COMPUTER) TRANSDUCER ADC SWITCH OVER
-ALT
-SAT ADC
-CAS
BLEED ENGINE MANUAL LAMP
CLA ARM PROPELLER
FAULT CODES
CLA MICROSWITCH
ENGINE TRIM SWITCH FAULT FLAG
FEATHER SOLENOID VALVE (PCU)
REVERSION SOLENOID (MFC)
MANUAL EEC
Nh1 & Nh2 SERVO VALVE (HBOV)
Np & Q2
STEPPER MOTOR (MFC)
PLA
RATING SELECTOR (TOP, MCP, MCL, MCR). P1.8 TORQUE SHAFT TORQUE (OUTPUT)
TRANSDUCER CARACTERIZATION
T1.8 PLUG
TORQUE BUG
[
TQ2
UPTRIM
TORQUE BIAIS
TORQUE GAIN
ENGINE MODEL ] UPTRIM LAMP
EEC
PW123/DASH 8

ENGINE CONTROL & ELECTRONIC INTERFACE

TAXI
1200
1140
LANDING
1000
Np
RPM
800
785
600
0 10 30 50 70 90
PLA DEGREES
PROPELLER SPEED GOVERNING

PWR ENGINE ECU
UPTRIM
MCP MCL
ENGINE 1 2
TOP MCR ECU
FAULT
77-31 JR
ENG 1 ENG 2 G/BOX OIL
ECU MODE ECU MODE CHIP DET.
ON ON
OILTANK
CHIP DET.
MANUAL MANUAL
MAIN OIL
FILTER
FUEL
FILTER
FAULT SCAVENGE
OIL FILTER
DETECTION
RESET
AC GEN
CHIP DET
TEST
INHIBIT
RESET ENGINE CONDITION
REVERSION
RELAY
MAN MODE MANUAL

ECU SOL
FAULT DETECTION

TORQUE
GAGE
60
40 80
ENG 1 TORQUE
PLA/ MAINT 20
% 100
TRIM SELECT
0 120
POWER LEVER
ENG 2
PLA/ MAINT FAULT
TRIM SELECT DISPLAY
FAULT CODE
ON
INHIBIT
DISPLAY
ONLY
RESET
ECU
FAULT INDICATION

AUTOFEATHER
SELECT
ARM
ALTERNATE
FEATHER
TEST
OFF NORM
UNFEATHER
ELECTRICAL
CONNECTORS
INPUTS OUTPUTS
Q-H1
28 VDC
A/F SWITCH
ARM
A/F TEST
AUTOFEATHER CONTROLLER TSC
AUTOFEATHER
Q-HI
UPTRIM
Q1
TQ1
TORQUE SHAFT
CHARACTERIZATION
PLUGS
TSC
ENG.1

ADC ADC
POWER LEVER 1 2 POWER LEVER
POTENTIOMETER POTENTIOMETER
TORQUE TORQUE
OAT OAT
SENSOR SENSOR
AUTOFEATHER CONTROLLER
PLA'S HI PLA'S HI
TSC AUTOFEATHER TSC
1 SELECT 2
ARM
PLA-HI PLA-HI
Q-HI (TORQUE HI ) Q-HI
A/F A/F
TEST AIRFRAME TEST
1 O O 2
V V
AUTOFEATHER

ELECTRONIC MODULE
AUTOFEATHER CONTROL UNIT (AFC)
CANADAIR INSTALLATION
FOR CL215T AND CL415
PW123AF

AFC MAIN FEATURES
• AUTOFEATHER SYSTEM
• CONTROL HANDLING BLEED VALVE
• DISPLAY TORQUE OUTPUT
• FAULT DETECTION
• FAULT INDICATION
• OVERSPEED GOVERNOR RESET IN REVERSE

AIRFRAME INPUTS AFC OUTPUTS
AUTOFEATHER SWITCH PAMB
TRANSDUCER ARM LAMP
AUTOFEATHER TEST
CAM SOLENOID SWITCH AUTOFEATHER RELAY
CLA MICROSWITCH FOR FEATHER
FAULT CODE RESET AUTOFEATHER WARNING LIGHT
HIGH TORQUE FAULT CODE

INHIBIT/REST
PLA OPPOSITE FAULT LAMP
FUEL SHUT-OFF VALVE
ENGINE INPUTS : HBOV CONTROL
HIGH PRESSURE TRIM ROTOR SPEED (NH) HBOV WARNING LIGHT

PLA SIGNAL P1.8 TORQUE SHAFT
TOTAL INLET TEMPERATURE (T1.8) TRANSDUCER OVERSPEED GOVERNOR
CHARACTERIZATION
PLUG RESET SOLENOID
TORQUE AND PROPELLER SPEED (NP)
TORQUE TEMPERATURE (TQ)
[ TORQUE BIAIS
TORQUE GAIN
ENGINE MODEL ] TORQUE AND PLA HIGH
TORQUE OUTPUT
PW123 AF AFC

ENGINE CONTROL & ELECTRICAL SYSTEM
PW123AF

FROM MFC FROM MFC
TORQUE TORQUE
SENSOR SENSOR
PLA'S HI PLA'S HI
AUTOFEATHER
AFCU SELECT AFCU
1 NOT ARMED 2
PLA-HI PLA-HI
Q-HI (TORQUE HI ) Q-HI
A/F A/F
TEST TEST
AIRFRAME
FUEL FUEL FEATHERING

FEATHERING SHUT-OFF SHUT-OFF
PCU PUMP VALVE VALVE PUMP PCU
AUTOFEATHER

PROPELLER SYSTEM
PROPELLER OVERSPEED
GOVERNOR
AND
HYDRAULIC PUMP
ATR, ATP, DASH 8, CANADAIR
FOKKER INSTALLATION (page 12.11)

FROM TO OVERSPEED CHECK VALVE
OVERSPEED GOVERNOR
GOVERNOR PRESSURE
RELIEF VALVE
SPUR
GEAR
DRAIN TO LEAST SUPPLY FROM RGB

TO RGB SELECTOR PRESSURE AUXILIARY
VALVE TO PCU TANK
TO OVERSPEED
GOVERNOR
GEROTOR
PRESSURE RELIEF
VALVE
FROM OVERSPEED
GOVERNOR
PCU PUMP

SPEED RESET
SOLENOID
SPRING SEAT
SPEEDER
SPRING
Py AIR
SUPPLY
PRESSURE
TO PCU
LEAST
AIR BLEED SELECTOR
ORIFICE VALVE SPEED RESET
PILOT SOLENOID
VALVE Py AIR
FROM MFC
FLYWEIGHT
GOVERNOR
DRAIN TO
DRIVE SHAFT RGB
PROPELLER OVERSPEED GOVERNOR

SPEED RESET SPEED RESET
SOLENOID RESET SOLENOID
SPRING (OPEN)
SPRING SEAT RESET

PISTON
Py AIR
FROM
MFCU SUPPLY
PRESSURE
FROM PCU
LEAST
AIR BLEED SELECTOR
ORIFICE VALVE
DRAIN TO
RGB
OVERSPEED CONDITION TEST MODE

OVERSPEED GOVERNOR TEST

SOLENOID SOLENOID
SPRING SEAT
SPEEDER
SPRING
Py AIR
SUPPLY SUPPLY
PRESSURE PRESSURE
FROM PCU FROM PCU

LEAST LEAST
AIR BLEED SELECTOR SELECTOR
ORIFICE VALVE VALVE
PILOT
VALVE
FLYWEIGHT
GOVERNOR DRAIN TO DRAIN TO
RGB RGB
DRIVE SHAFT DRIVE SHAFT
OVERSPEED CONDITION TEST MODE
PROPELLER OVERSPEED GOVERNOR

PROPELLER OVERSPEED
GOVERNOR
AND
HYDRAULIC PUMP
FOR FOKKER INSTALLATION

SPEED RESET
SOLENOID
REDUCTION GEARBOX
OVERSPEED
GOVERNOR
Py AIR INLET
ELECTRICAL
CONNECTOR
DRAIN PCU PCU SERVO VALVE

BETA
SUPPLY
PROPELLER
OVERSPEED GOVERNOR

SOLENOID SOLENOID
RESET
PISTON
Py AIR Py AIR
FROM FROM
MFC MFC
AIR BLEED AIR BLEED

ORIFICE ORIFICE
PCU PCU PCU PCU

DRAIN BETA SERVO DRAIN BETA SERVO
TO RGB SUPPLY VALVE TO RGB SUPPLY VALVE
HYDRAULIC OVERSPEED PNEUMATIC OVERSPEED
OVERSPEED

SOLENOID SOLENOID
RESET
PISTON
Py AIR Py AIR
FROM FROM
MFC MFC
AIR BLEED AIR BLEED

ORIFICE ORIFICE
PCU PCU PCU PCU

DRAIN BETA SERVO DRAIN BETA SERVO
TO RGB SUPPLY VALVE TO RGB SUPPLY VALVE
OVERSPEED RESET

PCU PUMP AND OVERSPEED GOVERNOR TROUBLESHOOTING

Only one parameter Indicating system Check/calibrate gage and transducer
fluctuates Check harness for damage or loose connection
Fluctuation of Torque and Low oil level Top-up engine oil level
NP (only)
Overspeed governor (if fluctuation Test/Reset Overspeed governor.
occurs near 100%) Replace if out of range
Rigging Check MFCU & PCU rigging

Check condition lever play at MFCU
Defective PCU pump Check pump pressure.

Replace if necessary
Refer to Airframe Propeller system Refer to Airframe Propeller system troubleshooting

troubleshooting
Propeller slow or unable to Refer to Airframe Propeller system Refer to Airframe Propeller system troubleshooting
unfeather with condition troubleshooting
lever
PCU pump Check pump pressure. Replace if necessary
Check seals; between RGB and pump or between pump
and overspeed governor.
Propeller unable to feather Rigging Check rigging from PCU to cockpit lever
with condition lever
troubleshooting
PCU pump Check pump pressure.

Replace if necessary
Propeller unable to feather Refer to Airframe Propeller system Refer to Airframe Propeller system troubleshooting
with auxiliary feather pump. troubleshooting
RGB auxiliary oil tank empty Run engine to replenish auxiliary oil tank

PCU PUMP AND OVERSPEED GOVERNOR TROUBLESHOOTING

Cannot get Maximum NP. Overspeed governor ( Py leak) Disconnect and block Py line at overspeed governor.
Other parameters are also Blank overspeed governor Py fitting.
limited.
Caution:
Move PLA and CLA slowly, the governor pneumatic
overspeed function is disabled.
Run the engine, set the CLA at maximum and advance PLA
until maximum torque limit is reached.
• If engine responds normally; replace the overspeed
governor.
• If NP is still limited; check all P3 and Py lines for leak or
blockage.
Fuel starvation
Refer to fuel system troubleshooting.
Cannot get maximum NP Rigging Check rigging from PCU condition lever to cockpit lever.
when all other parameters
are normal. Overspeed governor (hydraulic function Test/reset overspeed governor; replace if out of range.
set too low)

troubleshooting

FOR TRAINING USE ONLY X.X




















































































FOR TRAINING USE ONLY 1187-24













FOR TRAINING USE ONLY 2330-4b



















ENGINE OVERVIEW

FEATURES
− 2 MODULES:
. TURBO MACHINERY MODULE
. REDUCTION GEARBOX MODULE
− TWIN SPOOL
− FREE TURBINE
− TRIPLE SHAFT
− STRAIGHT FLOW
− REVERSE FLOW COMBUSTION CHAMBER
− DIGITAL ELECTRONIC ENGINE CONTROL SYSTEM
− FUEL CONTROL WITH MECHANICAL BACKUP
− RESERVE POWER CAPABILITY
− AUTO FEATHER SYSTEM
− ELECTRONIC TORQUE MEASUREMENT SYSTEM

ABBREVIATIONS
ADC - Air Data Computer P1.8 - Total Inlet Pressure

AFCU - Auto feather Control Unit P2.5 - Low Pressure Compressor Discharge Pressure
AFU - Auto feather unit P3 - High Pressure Compressor Discharge Pressure
AGB - Accessory Gearbox Palt - Pressure Altitude
ALT - Altitude Pamb - Ambient Pressure
ASC - Approach Speed Control PCU - Propeller Control Unit
ATPCS - Automatic Takeoff Power Control System PEC - Propeller Electronic Control (FOKKER)
CAS - Calibrated Air Speed PLA - Power Lever Angle
CLA - Condition Lever Angle PSIA - Pound Per Square Inch Absolute
ECS - Environmental Control System PSID - Pound Per Square Inch Differential
EEC - Engine Electronic Control PSIG - Pound Per Square Inch Gage
EPC - Electronic Propeller Control (ATR) PSV - Propeller Servo Module (ATR)
ERSP - Engine Rating Select Panel PMP - Power Management Panel
ESHP - Equivalent Shaft Horsepower PVM - Propeller Valave Module (ATR)
FDAU - Flight Data Acquisition Unit Q - Torque
FDEP - Flight Data Entry Panel RGB - Reduction Gearbox
FI - Flight Idle RVDT - Rotary Variable Differential Transducer
FL - Fuel Lever SAT - Static Air Temperature
FN - Jet Thrust SHP - Shaft Horsepower
FOD - Foreign Object Damage T1.8 - Total Inlet Temperature
GI - Ground Idle TAT - Total Air Temperature
HBV - Handling Bleed Valve TAMB - Ambient Temperature
HP - High Pressure TSC - Torque Signal Conditioner
HR - Hour WA - Air Mass Flow
IAS - Indicated Air Speed Wf - Fuel Flow
IDG - Integral Driven Generator (FOKKER)
ISA - International Standard Atmosphere
ITT - Inter Turbine Temperature
LB - Pound
LP - Low Pressure
LRU - Line Replaceable unit
MFC - Mechanical Fuel Control
MFC - Multi-Function Computer
MFCU - Mechanical Fuel Control Unit
NH - High Pressure Rotor Speed
NL - Low Pressure Rotor Speed
NP - Propeller Speed
NPT - Power Turbine Speed
OAT - Outside Air Temperature

Main Engine Bearings
Function:
Bearings number 2, 5, 6 and 7 are roller bearings. They
Support major rotating assemblies. support radial loading and permit axial movement caused by
thermal expansion.
Ball bearings:
Absorbs axial and radial loads. NOTES:
Roller bearings: Bearings #1 to # 6: Under race lubrication

Bearings #7: Oil spray lubrication
Absorb radial load only and allow for thermal expansion. Bearing #4: Flexible cage to lower natural frequency
Bearing #5: Half the rollers missing and outer race is tri-
Rotating assemblies and their supporting bearings. lobed to increase loading and reduce skidding.
Bearing #6,7: Outer race oil dampened to absorb vibration
Bearing #6: Oval outer race to reduce skidding
ROTATING ASSEMBLIES
Power Turbine Low Pressure High Pressure
Shaft Spool Spool
No. 1: Ball No. 3: Ball No. 4: Ball
No. 2: Roller No. 6: Roller No. 5: Roller
No. 7: Roller
Operation:
There are seven main bearings on the PW100 Turbo

machinery: four roller bearings and three ball bearings. The
ball bearings withstand the following thrusts:
No. 1 bearing : Power turbine shaft thrust (Rear ward)
No. 3 bearing : Low pressure spool thrust (Forward)
No. 4 bearing : High pressure spool thrust (Forward)

FLANGES
B- Reduction gearbox to front air inlet case
C- Front air inlet case to rear air inlet case
D- Rear air inlet case to low pressure diffuser case
E- Low pressure diffuser case to inter compressor case
F- Inter compressor case to gas generator case
K- Gas gener ator case to turbine support case.

GENERAL TURBOPROP OPERATION
The PW100 is a turbine engine driving a propeller via a two The hot expanding gases accelerate through the high and low
stage reduction gearbox. Three major rotating assemblies pressure compressor turbine vane rings and causes the
compose the heart of the engine. One assembly consists of the compressor turbines to rotate. The still expanding gases travel
low pressure compressor and its low pressure compressor across the 1st and 2nd stage power turbines and provide
turbine, an other assembly consists of the high pressure rotational energy to drive the propeller shaft.
compressor and its high pressure turbine, the other consists of
the two power turbines and the power turbine shaft. Three The reduction gearbox reduces the power turbine speed (20,000
rotating assemblies are not connected together and rotate at RPM) to one suitable for propeller operation (1,200)
different speeds and in opposite directions. This design is
referred to as “Free Turbine Engine”. This configuration Gases leaving the power turbines are expelled out to the
allows the pilot to vary the propeller speed independently of the atmosphere by the exhaust duct.
compressor speed. Starter cranking torque is also lower since
only the high pressure rotor is initially rotated on start. The Engine shutdown is accomplished by cutting fuel going to the
engine is started by activating the starter mounted on the combustion chamber.
accessory gearbox.
A mechanical fuel control unit mounted on the accessory
The compressors draw air into the engine via the inlet case, gearbox regulates fuel flow to the fuel nozzles in response to
increases its pressure across two centrifugal impellers and power requirements and flight conditions.
delivers it around the combustion chamber.
The propeller governor (PCU), mounted on the reduction
Air enters the combustion chamber via small holes and, at the gearbox, controls the speed of the propeller by varying blade
correct compressor speed (NH), fuel is introduced into the angle depending on power requirements, pilot speed selection
combustion chamber. Two spark igniters located in the and flight conditions.
combustion chamber ignite the mixture. The generated hot
gases are then directed to the turbine area.
At this point, ignition is turned off since a continuous flame

now exists in the combustion chamber.

ENGINE EXTERNAL COMPONENTS
1. AC Generator mounting pad 34. No. 6 and 7 bearing oil pressure pipe
2. AC generator chip detector 35. No. 6 and 7 bearing vent pipe
3. Accessory gearbox breather adapter 36. NP Pulse pickup probe
4. Angle drive gearbox 37. Oil check valve
5. Auto feather unit (AFCU) (PW123AF) 38. Oil inlet
6. Characterization plug 39. Oil level sight glass
7. Characterization plugs (TSC) PW123/B/C/D/E) 40. Oil outlet
8. Chip detector 41. Oil pressure and scavenge pumps
9. Electrical feathering pump mounting pad 42. Oil pressure regulating valve
10. Engine electronic control (EEC) 43. Oil tank filler cap
11. Fuel cooled oil cooler (FCOC) 44. Overspeed governor and PCU pump.
12. Fuel cut off lever 45. P2.5 Check valve
13. Fuel filters impending bypass indicators 46. P2.5/P3 air switching valve
14. Fuel heater 47. P3 Bleed venturi adapter (PW123/B/C/D/E)
15. Fuel inlet 48. Power lever
16. Fuel manifold adapter 49. Pressurizing air supply pipe
17. Fuel manifold transfer tubes 50. Propeller control unit mounting pad
18. Fuel pump 51. Propeller shaft
19. Handling bleed valve servo valve 52. Reduction gearbox module data plate
20. Handling bleed valve(HBV) 53. Reduction gearbox oil filter impending bypass indicator
21. High pressure fuel filter 54. Reduction gearbox oil pressure pipe
22. Hydraulic pump mounting pad 55. Reduction gearbox oil scavenge filter
23. Igniter plug. 56. Starter mounting pad
24. Ignition cables 57. T1.8 temperature sensor
25. Ignition exciters 58. T6 Thermocouple
26. Low pressure diffuser pipe 59. T6 thermocouple bus bar
27. Low pressure fuel filter 60. T6 Thermocouple trim resistor and probe
28. Main oil filter 61. (Deleted)
29. Main oil filter impending bypass indicator 62. Torque sensor
30. Mechanical fuel control 63. Torque signal conditioner (TSC)PW123/B/C/D/E
31. Mounting pad 64. Turbomachinery module data plate
32. NH Pulse pick up probes
33. NL Pulse pickup probe

COLD SECTION

COLD SECTION
Function:
Supply correct air mass flow and pressure necessary for different needs.
Subject s included :
• Air inlet section

• Compressor section
• Handling bleed valve (HBV)
• Environmental control system (Air conditioning and de-icing)
• Compressor wash
• Cold section troubleshooting
Operation:
The compressor section pulls air into the engine. Increases the engine’s
pressure before supplied to the combustion chamber area.
Compressed air is used to:
• Sustain combustion to give the energy necessary to move the

compressors and energize (propeller) sections.
• Cool the hot section components.
• Supply bleed air for the aircraft environmental control system (air
conditioning and de-icing).
• Seal bearing cavities.
• Help oil scavenging of some bearings cavities.
• Used in the fuel control operation and propeller overspeed governor.

AIR INLET SECTION & COMPRESSOR SECTION
The Air Inlet section directs air to the compressor section. It consists of Intercompressor Case Section
the front and rear inlet cases (made of magnesium) bolted together at
flange “C”. The LP diffuser case, LP diffuser pipes and the inter compressor cases
form a path that allows air to flow from the LP compressor to the HP
Front Inlet Case : compressor. The LP diffuser case holds the LP compressor via bearing
No. 3. It also directs air from the LP compressor to the 21 bolted LP
The front inlet case houses the torque shaft (PW123) or coupling shaft. Its diffuser pipes. The pipes decrease the air velocity, increase the air static
inner lip is anti-iced with reduction gearbox scavenge oil. Supplies pressure and direct air to the inter compressor case. The pipes are
installation for the: constructed from stainless steel , a containment patches are welded on
them to prevent FOD from exiting the engine. The titanium inter
• Auto Feather Unit (AFU) compressor case casting holds the HP compressor via bearing no. 4.
• Torque Signal Conditioner (TSC)(PW123) Directs air to the HP compressor and supplies support for:
• Auto Feather Control Unit (AFCU)(PW123AF)
• Engine Electronic Control (EEC)
• P2.5 check valve
• Fuel-Cooled Oil Cooler (FCOC)

• Handling bleed valve (HBV)
• Ignition Exciter Box or Boxes

• Air switching valve
• Turbo Machinery Data Plate

• Angle drive gearbox
• Torque Sensor (PW123 series)

• NL speed sensor
• Access Plate
• Rear engine mounts (if needed)
• Drain valve
Rear Inlet Case • P3 air reference line to the fuel control (MFC or MFCU)
The rear inlet case houses the low pressure compressor and shroud, an
integral oil tank at the bottom and an accessory gearbox on top. It also
contains the no. 1 and no. 2 bearing that support the front of the power
turbine shaft, LP shroud bleed outlet, P1.8 sensing passage, borescope and
compressor wash port .It supplies installation for the:
• T1.8 Probe
• One or two Nh speed sensors
• T6 trim probe
• T6 trim terminal bloc and resistance
• Oil level sight glass and filler neck
• Oil pressure regulator valve
• Main oil filter housing
• Oil check valve
• Oil tank chip detector .
COMPRESSOR SECTION
The compressor section consists of two independent titanium centrifugal Gas Generator Section :
impellers: a low pressure (LP) and a high pressure (HP) compressors.
Each moved separately by single-stage turbines. The LP impeller is High velocity air exits the HP impeller. The air enters the front of the gas
supported by bearing no. 3. The HP impeller is supported by bearings no. generator case. The air is then routed to 21 brazed HP diffuser pipes
4 and no. 5. located inside the gas generator case. (some older models were bolted).The
21 diffuser pipes decrease the air velocity, increase air static pressure and
Each impeller has a shroud housing. The LP impeller housing (for PW124 re-direct the airflow 90 degrees to the combustion chamber.
and PW127 turbo machines) has bleed slots (shroud bleed) to make
compressor performance better . The gas generator case houses the combustion chamber, the HP turbine
and LP turbine area. It also holds the rear of the HP impeller via no.5
The dynamic pressure (air velocity) supplied by each centrifugal impeller bearing , the HP impeller shroud and supplies installation for:
is transformed into static pressure by the diffuser pipes to feed the :
• combustion chamber area • 14 fuel manifold adapters
• environment control system (ECS) • two spark igniter plugs
• hot section cooling • one or two drain valves
• bearing cavity sealing • one P3 outlet adapter.
• oil system scavenging
• fuel control operation.
Compression Ratio PW121A Series

LP Impeller 4.1
HP Impeller 2.8
Total 11.5
Compression Ratio PW124 Series

LP Impeller 5.1
HP Impeller 2.7
Total 13.8
Compression Ratio PW127 Series

LP Impeller 5.65
HP Impeller 2.6
Total 14.7

HANDLING BLEED VALVE (HBV)(N/A FOR PW121A)
The HBV (or HBOV), also called the inter compressor bleed
valve, is used to bleed LP air from the LP compressor to
prevent engine surging during sudden power lever movements
(handling) such as slam accelerations, slam decelerations and
resume manoeuvers. This supplies good stable characteristics
and a sufficient surge margin.
The HBV is pneumatically operated and electrically controlled.

It consists of a housing, duct, piston, cover, servo valve
(usually closed) and a manifold that has a restrictor. P2.4 air
from a LP diffuser pipe tapping passes through the manifold
restrictor into the bleed valve piston chamber. When P2.4
pressure is higher than P2.5, the piston moves to a close
position. An electrical signal from the EEC/AFCU opens the
servo valve to bleed and reduce the P2.4 pressure in the piston
chamber. As the P2.4 pressure falls below P2.5 pressure, the
piston moves to an open position. This allows P2.5 air to vent.
The vented air is ducted overboard or ducted to a series of
ejectors to pump cool air through the airframe oil cooler.
Operation:
The HBOV control is active in all operating modes, when

possible. In the case of failures of the engine control system,
the EEC will continue to control the HBOV if it deems it can
still control the valve.

EEC Mode HBOV Logic
FOR- ATR (PW127/E/F) AND FOKKER (PW125B/127B) Transient operation
Steady state Above 15000 feet (12000 for PW123AF) altitude the HBOV is opened
during acceleration or deceleration transients by sensing PLA movement.
The stable state control of the HBOV opens the valve to prevent engine The valve recloses when NH reaches (within 2%) of the NH set point, but
compressor stall. In EEC control, the bleed valve opening is controlled as with a delay in the case of deceleration.
a function of PLA .
Ref. figure 1; EEC Mode stable state bleed valve map. Below 15000 feet (12000 for PW123AF), deceleration is treated the same
as before. For slam acceleration the HBOV is held shut to supply rapid
Transient mode acceleration except in the case of reslams where it is opened to supply a
sufficient surge margin.
The transient bleed valve logic examines the engine to analyze if it is in a
slam, deslam or reslam condition. This is a function of true NH and the Note for PW123AF:
rate of change of true NH for both modes of operation. To be more
accurate, corrected ram pressure and ambient pressure are also used during There is an additional function when flying over fires that causes a rapid
EEC mode HBOV operation to correct for speed and altitude effects. ambient temperature change. An airframe switch activates the HBOV in
an open position. This adds compressor protection.
The HBOV is closed if the gas generator speed is below 18000 rpm.
This closes satisfactorily the HBOV at start. The HBOV is also closed if
the engine is being used as an APU (i.e. in Hotel Mode), when in feather,
or if the EEC has sensed failure(s) of sufficient magnitude such that it
cannot reliably control the HBOV. The EEC disarms the HBOV control
output, thereby closing the HBOV.
Degraded EEC Mode Logic

The operating mode in which the EEC maintains bleed valve control
authority while the engine power is governed by Manual Mode MFCU
Operation. In this mode the steady state bleed valve map is a function of
true NH. Figure 2 shows the degraded mode steady state bleed valve map.
Handling Bleed Valve ATR (PW124B) , ATP (PW126/A),

CL215T OR CL415 (PW123AF)
Steady state
In EEC control, the bleed valve opening is controlled as a function of

corrected NH ( Ref. figure 2). The schedule is arranged to make sure that
the HBOV is shut at cruise powers and above.

70
70
60
60
50
50
40
40
30
30
20
20
10
10
0
0
-10
-10
0 10000 20000 30000 40000
0 10 20 30 40 50 60 70 80 90 100
PLA (Degrees) NH (Rpm)
FIGURE 1 - EEC MODE, IBLEED VS PLA HBOV STEADY STATE MAP FIGURE 2 - DEGRADED MODE, IBLEED VS NH HBOV STEADY STATE MAP

HANDLING BLEED VALVE (DASH-8, PW123 )
Steady state
In EEC control, the bleed valve opening is controlled as a function of

corrected NH (FIGURE 2). The schedule ensures the HBOV is shut at
cruise powers or above. The HBOV is closed at take-off up to 15000 feet
Transient operation
Above 12000 feet altitude the HBOV is opened during acceleration or

deceleration transients by sensing PLA movement. The valve closes when
NH is within 2% of the NH set point. There is a delay in the case of
deceleration.
Below 12000 feet, deceleration is treated the same as before. For slam
acceleration the HBOV is held shut to supply rapid acceleration. This
does not apply in the case of reslams where it is opened to provide
adequate surge margin.
Degraded EEC mode HBOV Logic
The EEC will operate the HBOV in Degraded EEC mode if the EEC finds
it can continue to control the HBOV in Manual Mode. This logic controls
the HBOV as a function of NH only.
During stable state operation the HBOV is closed. During slam

acceleration the HBOV is closed at all altitudes. The bleed valve is opened
during slam deceleration and reslam conditions at all altitudes.

Environmental Control System (De-icing system for PW123AF)
The environmental control system (ECS) provides bleed air for the aircraft
pneumatic system: the air conditioning and de-icing systems.
The engine provides air bleed extraction ports from both compressors, the
low pressure (LP/P2.5) and the high pressure (HP/P3), since the two bleed
ports are connected to the same duct. A P2.5 check valve is installed in
the low pressure port to prevent back flow from the high pressure
compressor (P3) to the low pressure compressor (P2.5).
In general the ECS (or de-icing system) is supplied with low pressure air
(P2.5). At low engine power, the LP or HP pressure switch (airframe
supplied) opens allowing P3 air to feed the airframe system. At a pre-
determined pressure (P2.5 or P3), the pressure switch closes the P3 supply
allowing the P2.5 check valve to open and feed the airframe air system
with P2.5 air pressure.

P2.5 CHECK VALVE
The P2.5 check and intercompressor bleed valves are installed

on two branches of a Y-shaped adapter installed on the
intercompressor case; the common base supplies P2.5 air. The
P2.5 check valve consists of a housing, seat, spring, piston and
a sleeve installed tightly in the housing by a retaining ring.
When P3 air pressure is below a specified pressure, the
airframe shut-off valve is open and the check valve piston is
held in the closed position by spring and P3 pressure. As P3
pressure increases above the pre-set value (or as the PLA
moves above a pre-set value), the shut-off valve closes, cutting
off the supply of P3 air. Check valve spring pressure is
overcome by the increased P2.5 air pressure. The piston moves
to the open position and P2.5 air is supplied to the ECS. When
P3 air pressure falls below the set value, the shut-off valve
opens, spring and P3 pressure overcomes P2,5 pressure to seat
the check valve piston and stop the flow of P2.5 air.
A built-in flow venturi prevents bleed air flow to 10%

maximum.
All models (except ATR and Canadair installations) have

pistons type P2.5 check valve. The ATR installation has a
butterfly type P2.5 check valve (airframe supplied). The
Canadair installation has a P2-5 shut off valve with a built-in
check value (airframe supplied).

Compressor Wash
Function: Prior to a running desalination wash, make sure that:

Remove salt and dirt particles from the compressors and gas
path. • Demineralized or distilled water is used
• Aircraft bleed valve is “OFF”
Types of washes: • Engine at G.I. (disk) with propeller in feather
• Desalination wash (motoring or running)
• Performance recovery wash (motoring only) Compressor Performance Recovery Wash:
Compressor Desalination Wash: This method uses approved chemical additives to remove more
stubborn dirt particles. Wash mixtures are as per the
This method is used to remove salt particles from the Maintenance Manual instructions. This should be carried out
compressor section of the engine. Some light dirt particles only when engine trend monitoring shows an important
may also be removed. Use normal drinking water given the performance loss. Washing mixture is injected into the
minimum standards in the engine Maintenance Manual are met. compressor section with the same nozzle called up for
Where ambient temperatures are below 0°C (32°F), methanol compressor desalination washing.
must be added to the water as per Maintenance Manual
instructions. It is strongly recommended that this procedure be A rinse wash (same as a desalination wash) is done after a
carried out when operating in a salt-laden atmosphere. performance recovery wash to clean the gas path.
Washing mixture is injected into the compressor section with a
washing nozzle introduced on SB 20115 or SB 20836 Prior to a performance recovery wash, make sure that:
(increased flow to enable compressor and turbine wash to be
performed in one operation). Once installed, this nozzle may • Engine temperature (T6 is below 65°C (40 minutes cooling
be permanently left in-situ on the rear inlet case. In which case period).
a only the threaded plug should be removed. The washing • Disconnect fuel flow divider dump line.
hose should be connected when washing is carried out. • Aircraft bleed air is “OFF”.
• Pre SB 20948: Remove HBV P2.4 supply line and blanked.
Prior to a motoring desalination wash, make sure that:
• Engine temperature (T6) is below 65°C (40 minutes

cooling period).
• Disconnect fuel flow divider dump line
• Aircraft bleed air is “OFF”
• Pre SB 20948: remove HBV P2.4 supply line.
HOT SECTION

HOT SECTION
This chapter includes the construction and operation of hot section

components. Inspection, maintenance and troubleshooting are included in
the HSI section.
Function:
Remove energy from the hot expanding gases to:

• Turn the compressor turbines
• Turn the power turbines and the propeller.
Topics included :
• Combustion chamber
• HP vane assembly
• HP turbine
• LP vane ring
• LP turbine
• Interstage turbine case
• Power turbine vane rings
• Power turbines
• Turbine desalination wash
Operation:
The hot section of the engine has components down stream of the gas
generator. Hot expanding gases leaving the combustion chamber are
directed towards the high pressure turbine blades by the high pressure
turbine vane ring and towards the low pressure turbine blades by the low
pressure turbine vane ring.
The gases travel across the power turbine vane rings and hit the power
turbines blades. Turbines turn the propeller via the power turbine shaft
and the reduction gearbox.
The exhaust duct expels the gases from the power turbine to the
atmosphere .

COMBUSTION CHAMBER AREA
Purpose:
The annular reverse-flow combustion chamber is contained in the gas

generator case. The fuel manifold is mounted around the exterior of the gas
generator case, with spray nozzles which protrudes into the combustion
chamber liner. Two igniter plug bosses are provided on the gas generator
case, with corresponding bosses in the liner.
Construction:
• Annular, reverse flow

• Heat resistant alloy
• Ceramic coated (inside)
• 14 fuel nozzle bosses
• 2 spark igniter bosses
• Cooling rings to provide cooling to the combustion chamber walls

HP VANE RING HP TURBINE
Extract energy from the hot gases to drive the HP compressor, and the
Purpose: accessory gearbox.
Directs gases to the HP turbine and changes static pressure into velocity.
Construction: Construction:
• Pre SB 20339, 27 classed air cooled vane segments 38 air cooled blades secured to the disk via fir-tree serrations and 2 blade
• Post SB 20339, 8 classed air cooled triple vane segments retaining covers
• Nozzles housing provides cooling air to the HP turbine blades

HP turbine tip clearance:
• Small exit duct
Refer to Maintenance Manual
Effect of the vane area on engine parameters:
• Decrease area:Nh UP
• Increase are: Nh DOWN

HP AND LP TURBINES TRIM BALANCING
Purpose:
Reduce vibration generated by high speed rotating components.
Detail balancing:
Initial balancing of individual components.
Trim balancing:
Final balancing of rotor assembly to bring unbalance within tolerances.
HP or LP turbine replacement:
1. Identify class and location of trim balancing weights as per data plate
2. Make sure that weights already installed on new turbine will not
interfere with trim balancing weights
3. Install trim balancing weights and secure with rivets
Note:
Unsymmetrical weights (classes 2 and 4) should be oriented as per

orientation on original turbine.

LP VANE RING
Purpose:
Directs gases to the LP turbine and to change static pressure into velocity.
Construction:
Single piece classed vane ring consisting of 24 air cooled vanes
Effect of the vane area on engine parameters:
• Decrease area: NL UP
• Increase area: NL DOWN
LP TURBINE
Extract energy from the hot gases to drive the LP compressor rotor unit.
Construction:
Blades secured to the disc via fir-tree serrations and rivets.
LP turbine tip clearance:

INTERSTAGE TURBINE CASE
• Support nos. 6 and 7 bearing housings and 1st power turbine vane
ring
• Provide bosses for T6 probes and 3 transfer tubes
POWER TURBINE VANE RINGS (2)
Direct gases to the power turbines and changes static pressure into
velocity.
Construction:
1st stage: single piece classified vane ring

2nd stage: single piece vane ring
POWER TURBINES
Extract energy from the hot gases to drive the propeller.
Construction:
Blades secured to the disk via fir-tree serrations and rivets.
Tip clearances:
POWER TURBINE SHAFT:
• Links power turbines to the reduction gearbox

• Supported by bearing nos. 1, 2 and 7
• High speed balanced

GEARBOXES

REDUCTION GEARBOX
The Reduction Gearbox (RGB) consists of the front, rear and input drive pad. The propeller control unit is mounted on a pad behind the propeller
housings (which together make up a housing set) and an accessory drive shaft.
cover. The purpose is to reduce the power turbine input speed into a
suitable output speed for propeller operation via a two stage reduction gear Input Drive Housing
train (reduction ratio: 16.67 to 1). The RGB also drives various
accessories. The input drive housing carries the rear roller bearings of the helical input
driveshaft and ball bearing (for PRE SB 20380 and SB 20331 RGB) and
Front Housing both first stage helical gears.
The front housing holds the front roller bearings for the two second stage Accessory Drive Cover
pinion gearshafts. The front roller and ball bearings for the propeller shaft
are also in the front housing. The propeller shaft seal is under a cover on The overspeed governor and pump are mounted on the right pad and
the front housing. driven by the second stage bull gear. The hydraulic pump mounted on the
center pad and the A/C generator mounted on left pad are driven by the
A mounting pad is provided on the right side of the front housing to idler gear, which in its turn, is driven by the second stage bull gear.
accommodate the electric feathering pump. The pad has oil ports that are
connected to an internal oil reservoir which is part of the rear housing. Components mounted on RGB:
Two lifting brackets are located at the 1 o’clock and 11 o’clock positions
on the front flange. The reduction gearbox module data plate is secured to - NP probe
the left side of the front housing. - Chip detector (2 for Dash-8, ATP and Jetstream)
- Two (2) torque sensors (PW124/125/126/127 series)
Rear Housing - Prop. Overspeed governor and PCU pump
- Electrical feathering pump
The rear housing carries the second stage reduction bull gear and pinion - AC generator (IDG for Fokker)
gears, propeller shaft rear roller bearing, second stage reduction pinion - Hydraulic pump (N/A for ATR)
gear roller bearings, front roller bearing of the input driveshaft and the - PCU
front roller bearings of both first stage helical gears. - Propeller
- Propeller brake (ATR)
The three main front mounting pads of the engine are located as follows:
one on each side of the housing, and the third at the center. Torque shock
mounts are located at the 5 and 7 o’clock positions on the housing.
The accessory drive is mounted on the top rear face. The propeller speed
(NP) pulse pickup probe is installed in a
mounting pad at the eleven o’clock position. On the left side of the rear
face are pads for chip detectors and oil strainers. A pad for an oil strainer
is also provided on the left side above the bottom chip detector/oil strainer

PROPELLER BRAKE
The propeller brake on the ATR installation is used to stop the propeller
while the engine is still running, providing electrical power and bleed air
for off-engine use. Only one propeller brake, installed on the right hand
engine RGB is used per aircraft.
The propeller brake is a hydro-mechanical type and consists of two (2)

sub-assemblies:
Hydro mechanical brake unit: carbon side brake consisting of 7 fixed

disks and 6 rotor disks (ATR 72), which are positioned by grooves either
on the casing or on the driveshaft.
Electro-hydraulic units consists of 3 solenoid valves (E1, E2, E3) a check

valve, and a flow restrictor which makes up the conducts for the oil supply.
The hydraulic system operates under a pressure of 3,000 PSI. The
solenoid valves are energized by the multi-function computer which
controls the braking and unbraking sequences. Push buttons on each
solenoid valves allow manual operation of brake release sequence during
maintenance or when an electrical signal lost has occurred.

ACCESSORY GEARBOX & ANGLE DRIVE GEARBOX
The AGB is integral to the rear inlet case and located on its top. It
provides drive pads for the starter generator, the fuel pump and the
mechanical fuel control. The AGB drives the main oil pressure and
scavenge pumps, it also houses a centrifugal breather impeller that acts
like an oil separator allowing oil free air to vent out.
The angle drive gearbox transmits drive from the HP rotor to the AGB. A
bevel gear secured on the front of the HP rotor meshes with the angle drive
gearbox that in turn connects with the centrifugal breather impeller
gearshaft inside the AGB. The centrifugal breather impeller meshes with
the starter generator gearshaft and the fuel pump gearshaft, in turn the fuel
pump gearshaft drives the main oil pressure and scavenge pumps.
Two carbon seals, one on both sides of the centrifugal breather impeller
gearshaft, are used to seal the AGB compartment.
Provision is made for hand-cranking the HP rotor using the 3/8” drive at
the end of the starter-generator gearshaft. Access is gained by removing a
cover opposite the starter-generator mounting pad.

OIL SYSTEM

Oil System:
The oil system is a wet sump system, cooled by an airframe mounted air- must be run for a minim of 20 seconds with the propeller in feather. This
cooled oil cooler and a front inlet case mounted fuel-cooled oil cooler. The ensures that the maximum amount of oil is returned from the PCU via the
oil is stored in a tank that is integral with the rear inlet case. The tank has reduction gearbox to the oil tank.
a filler neck and cap, an oil level, a strainer and scavenge oil chip detector.
The system is composed of two subsystems: the pressure system, which Note: Engines left overnight may have misleading oil level
supplies oil to the reduction gearbox and turbo machinery, and the indications. If engine did not have level checked after last
scavenge system, which returns the used oil to the tank. flight, an engine run must be carried out to circulate oil
before an oil level check can be accomplished.
Note: For approved listing of lubricating oil refer to engine maintenance
manual. Oil consumption:
Oil drain period: - Oil consumption is measured over a 10 hour period.

- All oil drain leakage to be included in total oil consumption.
- 1,200 hours/year or more: ................ oil change period as required by - For On Condition Program, perform oil consumption trend
oil analysis. monitoring. Plot oil/hour value on a graph.
- Less than 1200 hours/year: .............. every 1,200 hours max. or as
required by oil analysis. Reference: 2 lbs ≈ 1 U.S. quart (approx.)
- Less than 50 hours/month: .............. every 450 hours.
Note: Oil consumption above maximum permissible or a sudden or
Oil system servicing: gradual increase must be investigated.
• If switching from a type II to another oil brand but same type (same
table in maint. manual), original engine oil does not need to be drained
and engine does not need to be flushed.
• If switching to an oil brand not listed in same table (third generation
type), engine oil must be drained and the engine flushed.
Oil system flushing:
Engine oil is to be flushed when contamination is evident or when a

change in operating conditions or oil supply occurs (see oil system
servicing).
Oil level check:
Engine oil levels must be checked within 30 minutes (15 ± 5 minutes is

considered optimum) of engine shutdown. During shutdown, the engine

COMPONENTS DESCRIPTION:
Oil Tank:
The main oil tank is an integral part of the rear air inlet case, located on the • The impending bypass indicator is an electrical switch or mechanical
left side. The tank has an oil filler neck located on the top left side and is pop out indicator type which provides an indication of filter restriction
closed by a quick release filler cap. when the differential pressure across the filter exceeds 25 PSID. This
indication is inhibited at low oil temperature.
A sight glass indicator gives an indication of the oil quantity required to
fill the tank. A chip detector and housing is installed on the oil tank, along • The filter bypass valve opens when the differential pressure across the
with a drain plug for oil draining. Both are located at a low point of the oil filter exceeds 40 PSID. This maintains oil supply when the filter is
tank. blocked.
Main Oil Pressure Pump and Pressure Relief Valve: Check Valve:
• The main oil pressure pumps is a spur gear, positive displacement • The check valve, next to the oil pressure filter assembly, allows air
pump which is mounted in a pack with the scavenge pumps on the pressure to build up sufficiently for proper sealing of bearing cavities
right side of the rear inlet case. nos. 3,4,5,6 and 7 before supplying oil to these bearings. This
prevents any oil leakage across the seals during engine start and
• At 100% NH the main oil pump flow is 300 lbs/minute, shutdown.
approximately 38 U.S. gal./minute.
• The check valve assembly consists of a piston, preloaded by a spring
• A pressure relief valve prevents a pressure surge during cold starting and washers. During start; the check valve opens between 25 and
by returning excess oil back into the oil tank. 35% NH (48 PSID) allowing oil to bearings Nos. 3,4,5,6 and 7.
• The pressure relief valve is a piston type and opens at 200-260 PSI. • The check valve assembly also houses the oil temperature sensor.
Pressure Oil Filter Assembly:

• A bleed line on the cover prevents hydraulic lock.
• The pressure filter assembly is located on the rear inlet case, left side,
above the oil tank. The assembly consists of a 10 micron filter (filters • The number of washers varies between one minimum and five
marked non-cleanable, must not be cleaned), an impending bypass maximum. Reassemble using the recorded number of washers and
indicator and a bypass valve. adjust if necessary.

COMPONENTS DESCRIPTION:
Pressure Regulating Valve: Nos 6 and 7 Bearing Cavity:

The pressure regulating valve is located below the pressure oil - Three transfer tubes are connected to the Nos. 6 and 7
filter and consists of a piston valve and spring in a ported bearing cavity, one on the left side with a strainer for oil
sleeve. It maintains a constant oil pressure above and in pressure supply, one on the right side for venting and one at
relation to the air pressure in the No. 3 & 4 bearing cavity to the bottom for scavenging the cavity.
provide constant oil flow at all powers.
- The oil pressure supply line connected to the supply
The differential oil pressure is 60 ± 5 PSID. When the Nh transfer tube has a built-in restrictor that will drop oil
speed above 75%. Below 75% Nh the minimum oil pressure is pressure by approximately 10 PSI to compensate for a
40 PSID. lower cavity pressure.
If oil output pressure overcomes the combined air and spring Turbomachinery Scavenge Oil
pressure, the valve opens a port. Oil is bled from the main Oil from the turbomachinery accessory gearbox and No. 1
pressure line by the port and returned to the inlet side of the bearing cavity is scavenged by gravity. The No. 2 bearing
pump, reducing output pressure. Air pressure and spring cavity is scavenged by gravity and by pressure oil flowing
pressure overcome the reduced oil pressure, closing the bleed through a venturi, producing a jet pump action. Oil from the
port at the desired pump output pressure. The check valve No. 3, 4 and 5 bearing cavities is scavenged by gravity and
output pressure is also connected, via a restrictor to the oil assisted by air (blowdown) from the bearing labyrinth seals.
pressure transducer. The No. 6 and 7 bearing cavity is scavenged through an
external tube connected to the scavenge pump.
The oil pressure indication in the cockpit is the differential
pressure between the pumps pressure and No. 3 and No. 4 Vent and Breather System
bearing cavity pressure. Oil pressure adjustments can be made The Nos. 3, 4 and 5 bearing cavities are vented to the oil tank
by adjusting the amount of spacer in the spring housing. via the scavenge passages. The oil tank and No. 1 and 2
Number of washers can vary between 1 minimum and 6 bearing cavity are vented internally, and the No. 6 and 7
maximum. bearing cavity externally, to the accessory gearbox. A
centrifugal oil separator (breather impeller) installed in the
Rear Inlet Case: accessory gearbox removes oil before vented air is discharged
• The 2, 4, 8 and 10 o’clock struts are anti-iced with oil to the exhaust duct.
pressure flowing inside them. The 6 and 12 o’clock struts
are anti-iced with gravity oil scavenge flowing through.
• The T6 trim probe is installed in the oil pressure channel
and is kept at oil temperature.

PW126, POST SB21346/21357/21358
Reason
To reduce the possible oil contamination of the bleed air system from No.
3 and 4 bearing area during start-up of engine.
Check valve
The check valve (Post-SB21357)consists of a piston valve and spring

installed in a sleeve incorporating oil ports. The sleeve is secured in
position by a retaining ring. Classified shims are used to adjust the valve.
During starting and shutdown, the valve stops oil going to Nos. 3, 4, 5, 6
and 7 bearing at low engine speeds.This is accomplished by installing a
centrifugal type oil pump on the starter generator shaft which is indirectly
coupled to the HP compressor rotor. During engine start, pressurized oil is
supplied by the main oil pump to the centrifugal pump and as HP
compressor rotor speed increases, the oil pressure is boosted. The boosted
oil is supplied to one side of the piston valve. As pressure increases, the
piston moves axially, overcoming the opposing spring and main oil
pressure to uncover ports in the sleeve and allowing oil to flow to the Nos.
3, 4, 5, 6 and 7 bearings. Depending on oil temperature, the valve starts to
open at 20% NH and is fully open at 60% NH.
Turbomachinery scavenge system
Oil from the accessory casing and the No. 1 bearing cavity is scavenged by
gravity. The No. 2 bearing cavity oil is scavenged through a venturi by
gravity aided by pressure oil, which induces a jet-pump action. On Post
SB21346, oil drains from Nos. 3, 4 and 5 bearing cavity scavenge lines
into an accumulator. A scavenge pump empties the accumulator and
returns the oil to the tank. The No.6 and 7 bearing cavity oil is scavenged
through an external tube connected to the scavenge pump.
Vent and breather System
On Post-SB21358, No. 3 and 4 bearing cavity is also vented externally to

the accessory gearbox through tubes and a check valve. When the valve
opens, it drops bearing cavity pressure, increasing the differential pressure
across the No. 4 bearing seal.

REDUCTION GEARBOX OIL SYSTEM:
Main oil pressure line from turbo machine is routed to the auxiliary oil
tank and AC generator (for Dash-8, ATP and Jetstream) for lubrication
and cooling purposes. When the auxiliary tank is supplied with oil, the
tank pressurizes and provides oil to the feathering pump, the propeller
control unit pump, the overspeed governor and RGB gear train. The PCU
pump supplies approximately 1000 PSI to the propeller control unit. In
the event of a propeller system or engine malfunction, the electric
feathering pump, when energized, draws oil from the auxiliary tank (1.5 or
3.75 U.S. Quarts) and supplies boosted oil pressure to the propeller
control unit allowing the propeller to be feathered in flight.
Scavenge oil system:
Scavenge oil from the propeller, gearbox accessories, gears and bearings,
drains into a cavity in the bottom of the reduction gearbox sump. The
cavity has a chip detector and a strainer which protects the pump. A
scavenge pump, on the right side of the rear inlet case, draws the oil
through an external tube on the left side of the front inlet case. The tube is
looped upward to prevent gearbox oil from flooding the oil tank when the
engine is not running. The tube connects to an internal oil passage which
provides anti-icing of the front inlet case.
From the inlet case, the oil flows through a tube to the scavenge pump,
then through the scavenge filter (10 micron), which is equipped with a
valve to bypass the filter in the event of blockage. An indicator warns of
impending blockage (electrical switch or mechanical pop out type). From
the scavenge filter, the oil flows to the tank. The scavenge oil from AC
generator (for Dash-8, ATP and Jetstream) drains into a cavity in the
RGB. This cavity has a chip detector and a strainer which protects the
pump. The scavenge pump, located on the right side of the rear inlet case,
draws the oil out of the gearbox on the left side. An external tube brings
the oil to the pump. Out of the pump, the oil flows through the scavenge
filter and then to the tank. In the event that the scavenge cavity of the oil
cooled AC generator floods, the oil will overflow to the RGB sump where
it will mix with the scavenge oil from the RGB.

COMPONENTS DESCRIPTION
Reduction gearbox scavenge oil filter assembly
The scavenge filter assembly is located on the right side of the

rear inlet case next to the oil pumps housing. The assembly
consists of a 10 micron cleanable filter, an impending bypass
indicator (electrical switch or mechanical pop out) and a bypass
valve.
An indicator warns of impending blockage (electrical or

mechanical pop-out type) when the differential pressure across
the filter exceeds 25 PSID. This indication is inhibited at low
oil temperature.
To ensure adequate oil flow in the event of filter blockage, a

bypass valve opens at a differential pressure of 40 PSID.


General Air Flow:
Engine airflow comes in from the nacelle intake duct and into the air inlet
section where the air is directed onto the LP compressor impeller. The
compressed air is then directed to the HP compressor impeller for further
compression and into the combustion section.
At the combustion section the air is mixed with fuel for combustion and
also used for cooling. The hot expanding gases are then directed past
several turbine stages for energy extraction and out through the exhaust.
Secondary Air Flow:
Air from the low pressure (P2.5) and high pressure (P3) compressors is
used for sealing bearing cavities, to assist oil scavenging and for internal
engine cooling. Bleed air is also used for the aircraft pneumatic system;
the air conditioning and de-icing systems (ref: chapter #2). Modified P3 is
used in the mechanical fuel control system and propeller overspeed
governor.
For internal engine cooling and bearing cavity sealing, P2.5 and P3
compressed air is used. The compressed air is directed to the associated
areas by two means:
1. Through an air switching valve, external tube and to the inside of the
power turbine shaft.
2. Internally, through internal passages, and tubes.
Labyrinth seals are used throughout the turbomachinery to seal bearing

cavities and other areas. A labyrinth seal is a circumferential multi-
grooved ring in a close fitting plain ring in which one or both may rotate.
Air pressure which is higher than cavity pressure or the pressure in the area
to be sealed, undergoes a gradual pressure drop as it travels in and out of
the seal grooves.

AIR SWITCHING VALVE
The air switching valve, located in the top right side of the intercompressor
case, provides adequate sealing air supply during starting (NH < 40-45%)
by directing P3 air to areas normally pressurized by P2.5 air (during initial
start-up, P3 is the only pressurized air available).
The valve assembly consists of inner and outer housings, a piston, valve,
springs, thrust washer (ref: note) and adjusting washers (maximum of 4)
retained by a cover.
Note: Post-SB20607 valve has a thrust washer and an additional spring.
During starting, P3 air flows via transfer tube into the housing and piston
chamber. From the chamber it passes through slots into the
intercompressor case. The air then passes through an external line to the
rear inlet case. As P2.5 pressure increases, it overcomes spring and
atmospheric pressure to move the piston and stop and replace the flow of
P3 air.
Note:
Do not attempt to remove outer housing assembly. This component

is retained in the engine by a transfer tube. Engines have been
returned to overhaul facilities for repair due to extensive damage
having been caused during removal of this component in the field .

The HP turbine blades are cooled by air passing through holes
Air from the switching valve is delivered through external and in the HP turbine disk front cover, along the bottom of the disk
internal transfer tubes to the inside of the power turbine shaft. fir-trees into slots in the blade roots. After passing through the
Holes in the shaft direct air to the seal of the No. 2 bearing. blades, the air exits through slots in the trailing edge and at the
The air is vented through the accessory gearbox. tip.
The No. 3 and 4 bearing seals are pressurized by air from the Air from the end of the power turbine shaft cools the front and
switching valve via internal passages. The No. 4 bearing seals rear faces of the first and second-stage power turbine disks and
are pressurized mainly by P2.5 air taken from the HP impeller the Nos. 6 and 7 bearing housing. It also seals the bearing
inlet. The air pressurizing these cavities is also used to assist cavity.
oil scavenging.
Post-SB21175: The turbine interstage case/power turbine stator
The No. 5 bearing cavity and seals receive air from the bolts: air passes through holes in the turbine support case,
switching valve through an internal passages. This air is also along the LP turbine seal housing, cools the bolts, and exits
to scavenge the bearing cavity. Some P3 air is vented via an into the gas path downstream of the power turbine stator.
external tube into the exhaust to enable P2.5 air to enter this
cavity.
Air for sealing and pressurizing No. 6 and 7 bearing cavity is

obtained from holes in the power turbine shaft and stubshaft.
The bearing cavity is vented by an internal transfer tube
through the turbine support case (flange K) and through an
external pipe into the accessory gearbox.
P3 air taken from around the combustion chamber liner cools

the HP turbine vane ring and LP turbine stator. Air enters each
vane or stator through a slot in the top and exits through slots in
the trailing edge and holes in the leading edge. The inner and
outer platforms are also cooled.
For the HP and LP turbine disks, air is supplied by internal

nozzles, positioned forward of the HP Turbine Disk, cooling
the front and rear faces. Routing is provided by holes in the
disk and metering annuli in the static components.

Post-SB21425, PW124B ONLY
To improve the sealing and the positive differential pressure on the no. 4 bearing seal, changes are introduced as follows:
• A seal is introduced between the high pressure and low pressure turbine disc.
• The high pressure turbine stub shaft is replaced with a new one without the no.5 bearing internal vent hole.
• A new intershaft rotor seal is introduced which includes additional fins. This makes it necessary to replace the seal runner.
• The tight fit between the intercompressor case and the no. 4 bearing housing is increased and the no.4 bearing housing oil slinger is replaced with a new
one which has a wider outer rim to reduce oil leakage through the bearing seal.
• Some preformed packings at the no. 4 area are replaced with new ones that are more resistant at higher temperatures.

ENGINE INDICATING SYSTEM

SPEED INDICATING:
The speeds of the major rotating assemblies are monitored by magnetic

pulse pickup probes which are installed in the engine at various locations.
High pressure rotor speed (NH), propeller speed (NP) and low pressure
rotor speed (NL) are sensed by these probes. Power turbine rotor speed
(NPT) is sensed by the torque sensor. Electromagnetic pulses are
generated when associated gear teeth or lugs pass through the magnetic
field created at the probe or sensor tip. The pulse frequency is transmitted
either directly to the gages or indirectly through the EEC/AFU.
High Pressure Rotor (NH):
One or two probes is/are installed on the right side of the rear inlet case.
These probes pick up high pressure rotor speed signals from the starter
generator driveshaft gear teeth.
Each probe has two coils (2 signals). Probe NH2 (upper) signals are sent
to the EEC/AFU and NH gage. Probe NH1 (N/A FOR CANADAIR)
(lower) signal is sent to the EEC/AFU, the other signal is not used.
Low Pressure Rotor (NL):
A probe is installed below the engine mounting pad on the left side or
above the engine mounting pad on the right side of the inter compressor
case. It senses low pressure rotor speed (NL) from the No. 3 bearing
retaining nut lugs.
The probe is a single coil and signal is sent to gage.
Propeller (NP):
A probe is also installed on the top left side of the reduction gearbox rear
housing. It senses propeller speed (NP) from the teeth on the accessory
drive idler gearshaft.
The probe has two coils (2 signals), one signal is sent to the gage and the
other signal is not used. NP signal to EEC is derived from one of the two
torque sensors).

Inter-Turbine Temperature (ITT)
The inter-turbine temperature (ITT) indicating system monitors The leads from the trim thermocouple are connected to the
gas path temperature (T6). It consists of nine parallel T6 terminal block. A trim resistor of the appropriate class and
thermocouples, positive and negative bus-bars, trim cable, trim easily removed/installed, is fitted to the terminal block to
resistor, trim thermocouple, wiring harness and gage. The provide ITT temperature correction.
thermocouples are installed in bosses in the turbine support
case. Each T6 thermocouple has two conductors of different Selection of the trim resistor class is done at engine test and can
material (Alumel and Chromel) that are joined at one end (the only be carried out by an authorized overhaul facility. At field
bimetal junction) and covered by a protective sheath. At the level, a defective trim resistor can only be replaced by one of
other end are terminal lugs that connect to the positive and the same part number and class number. The resistance value
negative bus-bars. of the trim resistor is indicated on the engine (turbo machine)
reference data plate.
The ITT thermocouple trim electrical cable is installed on the
right side of the engine. The branched cable consists of a Total Inlet Temperature (T1.8)
positive (chromel) lead and a negative (alumel) lead that
connect to the positive and negative bus-bars respectively at The total inlet temperature (T1.8) sensor, mounted in the rear
one end. A terminal block, trim thermocouple and trim resistor inlet case, consists of a resistor in a sleeve fitted with a
are at the other end. Leads to the cockpit instrumentation are threaded connector. It receives a fixed low current input from
connected to the terminal block. the EEC/AFCU. The resistance of the sensor changes with
temperature, varying the current returned to the EEC/AFCU in
Gas temperature generates a voltage in each T6 thermocouple. proportion. T1.8, measuring the ram temperature in the air
To obtain an average reading, the thermocouples are connected intake region, is used by the EEC/AFCU for various
in parallel. Because of the location of the thermocouples, the controlling functions.
reading is not an accurate indication of gas path temperature.
The actual temperature is calculated at engine test and
compared with that obtained by exhaust thermocouples. A trim
thermocouple is connected in parallel with the thermocouples
to correct the average reading. The trim thermocouple is
installed in a passage through which oil flows to No 1 and 2
bearings. The oil temperature in the passage does not vary,
thus ensuring consistent resistance.

TORQUE MEASUREMENT SYSTEM (SINGLE
TORQUE SHAFT SYSTEM) PW123 SERIES ONLY
Torque Sensor:
The torque measurement system provides torque indication for
the cockpit, torque reference for the autofeather logic and There is one torque sensor located on top of the front inlet case.
torque reference for power management. The torque sensor is a magnetic pulse pick-up type, dual coil,
with a built-in temperature probe (platinum resistance
Torque Shaft: temperature device - RTD). The torque sensor protrudes into
the front inlet case and picks up on teeth of the torque tube and
On the PW123 series, there is one torque shaft located in the reference tube toothed wheels. The sensor detects the phase
turbo machinery. The torque shaft links the power turbine difference between the teeth on the torque tube and the teeth on
shaft to the helical input driveshaft of the R.G.B. As the engine the reference tube. The electromagnetic pulses (sign waves),
produces power, the torque shaft twists and the amount of twist generated when the teeth pass through the sensor’s magnetic
provides a means to measure engine torque. field, are transmitted to the TSC for autofeather logic. The
second coil transmits a signal to the EEC for torque cockpit
The torque shaft consists of two concentric tubes (shafts) each indication and also to determine power turbine speed (NPT).
carrying a toothed wheel, both tubes are attached together at the The torque sensor also measures the temperature of the air
rear end only. The torque tube is connected at both ends and around the shaft to compensate for a change in torque shaft
will twist when torque is produced, while the reference tube stiffness.
connected only at the rear end cannot be twisted. The gap
between the teeth on the torque tube and the teeth on the
reference tube will change in proportion of the produced
torque.

TORQUE PROCESSING (SINGLE TORQUE SHAFT SYSTEM)
PW123 SERIES ONLY
Torque Signal Conditioner (TSC)(N/A for PW123AF): Characterization (Trim) Plugs:
The TSC also referred as the signal conditioning unit (SCU) processes the Provides the TSC (SCU) and/or the EEC/AFCU with the necessary
torque sensor signals for autofeather logic. correction information as determined during engine acceptance test.
Engine Electronic Control (EEC) TSC (SCU): 60 classes available for gain (slope)
(jumper wires)
The EEC processes the torque sensor signals for torque indication in the 61 classes available for BIAS (offset)
cockpit. (jumper wires)
Autofeather Control Unit (AFCU)(PW123AF): EEC/AFCU 64 classes available for gain (slope)
(resistors)
The AFCU processes the torque sensor signals for autofeather logic and 64 classes available for BIAS (offset)
for torque indication in the cockpit. (resistors)
Torque Trim Bias and Gain: Selection of the trim plug class is done at engine test and can only be
carried out by an authorized overhaul facility. At field level, a defective
A torque bias and gain are applied to the torque shaft input to correct for trim plug can only be replaced by one of the same class number. The
any differences in torque shaft stiffness due to varying physical properties. values of the trim plugs are indicated on the engine (turbo machine)
This trimming allows for a unique output for any given torque shaft. reference data plate.
During acceptance testing, the EEC torque is compared to a reference
torque set on a dynamometer and the trim bias and gain resistors (or
jumper wires) are added to the EEC (AFCU or TSC) to read the
dynamometer torque.

TORQUE MEASUREMENT SYSTEM (DOUBLE TORQUE
SHAFT SYSTEM)(PW124/125/126/127 SERIES)
The torque measurement system provides torque indication for the cockpit,
torque reference for the autofeather logic and torque reference for power
management.
Torque Shafts:
There are two torque shafts located in the reduction gearbox. Each shaft
links the first stage helical gear to the second stage pinion gear. As the
engine produces power, the torque shaft twists and the amount of twist
provides a means to measure engine torque.
The torque shaft consists of two concentric tubes (shafts) each carrying a
toothed wheel, both tubes are attached together at the rear end only. The
torque tube is connected at both ends and will twist when torque is
produced, while the reference tube connected only at the front end cannot
be twisted. The gap between the teeth on the torque tube and the teeth on
the reference tube will change in proportion of the produced torque.
Torque Sensors:
There are two torque sensors, one for each torque shaft, mounted on the
right and left side of the RGB. The torque sensors are magnetic pulse
pick-up type, single coil (dual coil for PW127 series) with a built in
temperature probe (resistive temperature device - RTD). Each torque
sensor protrudes into the RGB and picks up on teeth of the torque tube
and reference tube toothed wheels. Each sensor detects the phase
difference between the teeth on the torque tube and the teeth on the
reference tube. The electromagnetic pulses (sign waves), generated when
the teeth pass through the sensor’s magnetic field are transmitted to the
AFU and EEC. The left side torque sensor (No. 1) signal is transmitted to
the AFU for autofeather logic (all) and analog torque cockpit indication
(ATR 72, Jetstream ATP). The right side torque sensor (No. 2) signal is
transmitted to the EEC for power management and torque cockpit
indication. The sensors also measure the temperature of the air around the
shaft to compensate for a change in torque shaft stiffness. In addition, the
EEC derives NP from the right side torque sensor signal.

TORQUE PROCESSING (DOUBLE TORQUE SHAFT SYSTEM)
Autofeather Unit (AFU): Characterization (Trim) Plugs:
The AFU processes the No. 1 torque sensor signal for autofeather logic Provides the AFU and the EEC with the necessary correction information
and for torque indication in the cockpit as determined during engine acceptance test.
(ATR 72, Jetstream 61/ATP)
AFU: 61 classes available for Gain (slope) (jumper
Engine Electronic Control (EEC): wires)
61 classes available for BIAS (offset) (jumper
The EEC processes the No. 2 torque sensor signal for power management wires).
and for torque indication in the cockpit.
EEC: 64 classes available for Gain (slope) (resistors)
Torque Trim Bias and Gain: 64 classes available for BIAS (offset)
(Resistors).
A torque bias and gain are applied to the torque shaft input to correct for
any differences in torque shaft stiffness due to varying physical properties. Selection of the trim plug class is done at engine test and can only be
This trimming allows for a unique output for any given torque shaft. carried out by an authorized overhaul facility. At field level, a defective
During acceptance testing, the EEC torque is compared to a reference trim plug can only be replaced by one of the same class number. The
torque set on a dynamometer and the trim bias and gain resistors (or values of the trim plugs are indicated on the reduction gearbox data plate.
jumper wires) are added to the EEC (AFCU or TSC) to read the
dynamometer torque.

IGNITION SYSTEM

Ignition System
The ignition system consists of exciter boxes mounted on the right side of
the front inlet case and connected by high tension cables to two spark
igniter plugs located in the combustion chamber.
For engine starting, the ignition system is activated, providing sparks to

light up the fuel air mixture inside the combustion chamber. During take-
off, landing and flight into precipitation or turbulence, the system can be
activated to provide continuous ignition for flame out protection.
Ignition Exciters:
The exciter is a sealed unit containing electronic circuitry which transforms

the DC input voltage into a pulsed high voltage output.
When the unit is energized, a capacitor on the high voltage side of the
output transformer is progressively charged. When sufficient energy, to
ionize a spark gap in the unit, is accumulated, the capacitor discharges
across the spark igniter.
Ignition Cables:
The two ignition cables carry the high voltage current from exciters to the
spark igniters. Each cable consist of an insulated electrical lead inside a
flexible metal braiding and is connected to the exciter and igniter by
coupling nuts.
Spark Igniter Plugs:
The two air-cooled spark igniters are located at the 5 and 7 o’clock
positions on the gas generator case adjacent to the fuel manifold. Each
igniter has a central electrode enclosed in semi-conducting material. The
electrical potential developed by the ignition exciter is applied across the
gap between the central electrode and the shell (ground). As the potential
increases, a small current passes across the semi-conducting material until
the air between the electrode and the shell ionizes. At this point, high
energy discharges across the gap. The spark always occurs between the
electrode and the shell.

SPECIFICATIONS:
Lucas
Input voltage ....................................................... 9-30 VDC

Input current ........................................................... 3.5 amp
Operating altitude ................................................. 50,000 ft
Operating ambient temp ................................. -54 to 135° C
Spark rate at 28 VDC ......................................4 sparks/sec.
Stored energy ........................................................4.7 joules
Output voltage ...........................................8,000 VDC max
Unison
Input voltage ..................................................... 16-30 VDC

Input current ........................................................... 2.8 amp
Operating altitude ................................................. 50,000 ft
Operating ambient temp ................................. -54 to 135° C
Spark rate at 28 VDC ....................................... 1 spark/sec.
Stored energy ......................................................1.25 joules
Output voltage .................................................. 2,500 VDC
WARNING: Residual voltage in ignition exciter may be dangerously

high. Ensure ignition system is off at least six minutes before starting
removal procedure to allow exciters to discharge to ground. Always
disconnect coupling nuts at ignition exciter end first. Always use
insulated tools to remove cable coupling nuts. Do not touch output
connectors or coupling nuts with bare hands.

PERFORMANCE

Definition of Ratings
Maximum Take-off Power is defined as the maximum

available power certified for take-off operation and is defined
as a power level 10% higher than the Normal Take-off Power.
The uptrim from normal to maximum take-off power rating
will give a constant percent of power increase. This rating is
intended to be used during engine failure or shut down during
take-off, during a balked landing or ‘go-around’ approach.
Normal Take-off Power is the nominal take-off power which

the engine will deliver for a two engine take-off. This is
achieved at the take-off power lever setting.
Maximum Continuous Power is a power rating equivalent to

take-off power. It is to be used at the pilots discretion, only
when required to ensure a safe flight. Generally, it is used
under single engine flying conditions just after a single engine
take-off or after an in-flight engine failure.
Maximum Climb Power is the maximum approved power in

the climb rating.
Maximum Cruise Power is the maximum approved power in

cruise rating.

BORESCOPE
Through T6 thermocouple ports:
The borescope is an optical device that enables an operator to • Low pressure turbine vane ring.
perform visual inspection of the hot section and compressor • Low pressure turbine blades and segments.
areas of PW100 series turboprop engines while an engine
• First-stage power turbine disk blades.
remains installed in the airframe or a ground handling
• First-stage power turbine vane ring.
installation, as applicable.
Through the rear inlet case:
Description:
• Low pressure compressor ( or through the air inlet duct if
The borescope assembly comprises a pattern-controlled rigid
installation permits access).
guide tube, a flexible guide tube, a 5 mm diameter direct
viewing borescope, a side viewing adapter, a light source and
Through the low pressure diffuser pipe ports:
other accessories. Photographic equipment is an available
option.
• Low pressure compressor
With use of borescope, an operator may perform periodic • High pressure compressor
inspection of the areas listed in the following paragraphs
without removing the engine turbomachinery module. Through exhaust duct:
Through fuel nozzle adapter or ignitor ports: • Second-stage power turbine blades.
• High pressure turbine blades and shroud segments.

• Leading and trailing edges of high pressure turbine vane Note: On PW127 and PW124B (post SB21149) engines, 2
ring. dedicated ports are provided to inspect the first-stage and
• Inner and outer rings of high pressure turbine vane. second-stage geartrain.
• Cooling rings and dome section of combustion chamber
liner. CAUTION:
• Low pressure turbine vane ring. The borescope is a delicate device, it is considered vulnerable
to severe shocks, twisting and pinching. Care and attention
must be exercised when handling it.

FUEL SYSTEM

GENERAL OVERVIEW
The Engine Control System controls the engine powerplant by supplying fuel Condition Lever (CLA)
flow, scheduled as a function of the selected PLA, engine ratings, and measured
torque and speed. The fuel flow is controlled by two integrated systems: The cockpit mounted condition lever is mechanically linked to the MFCU to
mechanical fuel system and electronic system (except PW123AF)(next chapter). operate the fuel shutoff valve. Detail of the CLA adjustment is found in the
The fuel system includes the following major components: specific Aircraft Manuals.
• Fuel Heater Main functions:

• Fuel cooled oil cooler (FCOC)
• Fuel Pump
• Fuel “on” or “off”
• Mechanical Fuel Control Unit (MFCU),

• Propeller feathering or unfeathering
• Flow divider and dump valve

• NP speed from min. to max.
• Fuel manifold adapters and nozzles

PLA CLA
• Associated fuel pump and filter, sensors, wiring harnesses, and ancillary
components complete the Engine Control System.
MAX
MECHANICAL INTERFACE
MAX NP
Power Lever (PLA)
The cockpit mounted power lever is mechanically linked to the engine MFCU to
operate the PLA cams to facilitate manual mode control of the fuel flow to the
engine. The MFCU mounted RVDT provides an electrical signal to the EEC to
indicate PLA position. The MFCU adjustment versus specific PLA positions
are defined in the specific Aircraft Manuals. FI MIN NP
The PLA is also connected mechanically to the hydraulic actuator of the
propeller control system to provide beta scheduling and minimum pitch stop of START & FEATHER
the propeller blades (see the appropriate propeller control system manuals for
GI
further information).
MAX REVERSE FUEL OFF
Main functions:
• Power in the forward mode as a function of PLA

• NP in reverse mode
• Propeller blade angle in the Beta range

FUEL SYSTEM
Fuel and additives:
Refer to the engine maintenance manual for listing of approved fuel and For FOKKER; fuel is returned to the fuel heater assembly inlet via a check
additives. valve.
Description: For ATP; fuel is returned to a “fuel drain tank (airframe supplied) and then goes
to the airframe tank.
From the aircraft tanks, via the airframe boost pumps, fuel is directed to the
engine filter, fuel heater, then to the fuel pump assembly. The main engine fuel
pump directs fuel to the Mechanical Fuel Control Unit (MFCU). Fuel flow is
available to the airframe to drive the airframe motive flow system as soon as the
fuel pressure exceeds 125 to 155 psig.
The MFCU, features electrical, hydraulic, pneumatic and mechanical valves and
actuators, to modulate the engine fuel flow over the entire operational envelope
of the engine. Both EEC and manual modes of operation are supported by this
unit.
The metered fuel output from the MFCU is directed to the airframe flow meter,
FCOC, flow divider and fuel nozzles. Remaining fuel flow, not used by either
the engine or the motive flow system, is returned to the fuel pump inlet.
During shut-down operation, residual fuel, from the fuel nozzles and manifolds,
is returned to the airframe fuel tank via the flow divider dump valve and an
airframe check valve for DASH-8 installation;
For CANADAIR; fuel is returned directly from the flow divider to fuel cell #4
and #5.
For ATR; fuel is returned to a “fuel drain tank” and then returns to engine fuel
pump inlet.

FUEL HEATER ASSEMBLY
Purpose Operation
• The low pressure filter prevents engine fuel pump contamination

from airframe tank. Fuel from the aircraft boost pump enters the fuel heater assembly
• The fuel heater prevents ice crystal contamination. and is filtered by the low pressure fuel filter to prevent
contamination of the fuel heater core and engine fuel pump. Cold
Description: fuel from the fuel filter enters the fuel heater core and surrounds the
thermal element. The cold thermal element contracts and allows oil
The fuel heater consists of a filter housing and a heater housing in a to travel across the heater exchanger. Heat from the oil transfers to
integral assembly. The filter housing contains a bypass valve that the fuel and fuel temperature starts to rise. At 10°C the thermal
allows fuel to bypass a blocked filter and a pressure differential element begins to expand and push the sliding valve to the
switch to warn of impending blockage. The heater housing is right(refer to schematic). In this position, oil progressively bypasses
divided into two circuits. Lubricating oil flows through one circuit the fuel heater and fuel temperature begins to stabilize.
and heat is transferred to the fuel which flows through the other
circuit. A thermal sensor in the fuel circuit operates a valve which A spring located at the back of the sliding valve pushes it back to the
regulates the oil flow to ensure the required fuel temperature is left (heating position) when fuel temperature drops. During
maintained between 10 to 32°C. operation, the thermal element constantly reacts to adjust fuel outlet
temperature.
Low pressure fuel filter
• 70 micron filtering capacity
Impending bypass switch
Differential pressure switch indicates fuel flow impending bypass at

1.5 PSID. This item is field replaceable.
Bypass valve
In the event of blockage of the fuel filter, fuel filter bypass is

achieved by diverting the outlet fuel flow through the bypass valve
when its cracking pressure( ≈3 PSID) is exceeded.

FUEL COOLED OIL COOLER (FCOC)
Purpose
Provide additional engine oil cooling
Description
The fuel-cooled oil cooler consists of a heat exchanger and a

thermostatic bypass valve.
Operation
The fuel-cooled oil cooler is a heat exchanger with two flow circuits:
engine lubricating oil and fuel. The oil circuit has two flow paths
(bypass and internal). and a valve that controls flow between the
paths. The valve remains in the open position, allowing oil to bypass
the core until the temperature reaches 60 to 71°C (140 to 160°F).
Within this temperature range bypass flow is cut off and routed
through the internal path. To ensure the cooler is not over
pressurized, the valve opens, allowing oil to bypass when the
pressure differential across the valve exceeds 40 psig.

FUEL PUMP
Purpose: Outlet filter bypass valve:

• Maintains fuel flow in the event filter blockage
Provide filtered high pressure fuel flow to the fuel control unit to • Spring type valve set to open at 50 PSID.
meet engine fuel requirements at any operating conditions.
Description and Operation: Outlet filter:
The fuel pump is a positive displacement spur gear type consisting • 10 micron filtering capacity
of a fuel ejector (jet pump), a self-relieving inlet screen, two spur • Cleanable (electrosonic or ultrasonic cleaning)
gears, an outlet filter, a differential pressure switch and a bypass
valve. Fuel from the MFC bypass outlet passes through the jet pump,
positioned ahead of the main inlet, to maintain a constant inlet OUTLET FILTER
BYPASS VALVE
pressure. The self-relieving inlet screen, when blocked, lifts from its
DIFFERENTIAL
seat and allows fuel to enter the pump housing. Two spur gears PRESSUREı
pump fuel through the outlet filter. A bypass valve diverts fuel to the SWITCH
outlet port in the event of filter blockage: the differential pressure

switch signals an impending blockage and activates a warning.
OUTLET
PORT
Specification:
OUTLET FILTER
Pump Capacity:
• At 6% NH: ≈ 150PPH ≈ 100 PSIG BYPASS
• At 100% NH ≈ 3750PPH ≈ 980PSIG RETURN

PORT
GEAR PUMP
Inlet strainer:
INLET
• 74 micron filtering capacity
FUEL EJECTOR
PORT SELF RELIVING
• Self-relieving at 1.3 PSID INLET SCREEN
Outlet filter impending bypass switch:

• Indicates outlet filter restriction
• Activates at 25 PSID
• Field replaceable

MECHANICAL FUEL CONTROL FEATURES
(MFC OR MFCU)
• Provide motive flow for airframe fuel ejector pump
• Starting fuel flow modulated by P3
• Limits Minimum and Maximum fuel flow
• NH overspeed protection in EEC mode (not for PW123AF)
• Automatic reversion to manual mode when EEC drops off line
• Back-up NH speed control (mechanical governor)
• Fuel shut-off lever controls fuel on/off.

MECHANICAL FUEL CONTROL (MFC OR MFCU)
HYDRAULIC SECTION
Purpose:
The MFC or MFCU, features electrical, hydraulic, pneumatic and mechanical Metering valve:
valves and actuators, to modulate the engine fuel flow over the entire operational
envelope of the engine. Both EEC (automatic) and manual (backup) modes of Composed of a needle valve operating in a sleeve. Actuation of the valve
operation are supported by this unit. changes the orifice area, which regulates the flow of fuel to the engine.
Positioning of the needle valve is controlled by the bellows assembly in the
pneumatic section through a torque tube that acts as a fuel/air seal.
Description:
Minimum Pressurizing valve:
Motive flow valve:
Maintains a minimum fuel pressure (60 psid) in the MFC (MFCU) during low
The valve is spring loaded, closes and opens when the pressure of unmetered flow conditions when starting.
fuel overcomes the spring force. The valve provides fuel to operate a jet pump
located in aircraft fuel tank as soon as the fuel pressure exceeds 125 to 155 psig. Shutoff valve:
High pressure relief valve: An input shaft driven by the condition/fuel shutoff lever operates a valve that
passes metered flow to the bypass port, consequently closing the pressurizing
Consists of a relief valve, a ported sleeve and a valve spring. The relief valve valve and shutting down the engine.
operates in parallel with the differential pressure regulator to prevent excessive
buildup of fuel pressure in the main fuel control body. It opens at ≈ 1350 psig. Manifold pressure regulator:
Differential pressure regulator (bypass valve): Regulates starting fuel flow (80 to 120 PPH) as a function of compressor
discharge pressure (P3). The valve is normally open, and as P3 increases, the
Maintains a constant pressure drop ( ≈18psid) across the metering valve by valve closes.
bypassing excess fuel flow to the fuel pump. Bimetallic disks under the spring
compensate for variations in specific gravity due to fuel temperature change. An
external adjustment screw on the regulator cover is used to adjust for maximum
PD.

MFC (MFCU) PNEUMATIC SYSTEM (EEC MODE)
PNEUMATIC SYSTEM (N/A FOR PW123AF)
Description: Power lever and cam assembly
Torque tube: The power lever shaft incorporates two speed set cams, which move a cam lever
when the power lever is advanced. A spring connects the cam lever to the
Links the bellows assembly to the metering valve. The assembly is loaded governor lever and exerts a force on the governor lever as a function of PLA. The
upward in a close direction. governor lever is pivoted, and one end operates against an airflow restrictor to
form the governor orifice. A ball bearing on the governor lever contacts the top
Bellows assembly: of the flyweight bearing assembly. When the power lever is advanced, the cam
applies tension to the spring, which applies a force on the governor lever to close
Consists of deceleration, governor and acceleration bellows connected by a the bleed.
shaft. Inside(Px) and outside (Py) pressures cause the deceleration bellows to
expand and reduce fuel flow. An increase in Px pressure acting on the evacuated Flyweight assembly:
acceleration bellows increases fuel flow.
The flyweights are mounted on a platform on the driveshaft, and as the
During acceleration, flapper valves ,in governor section, are closed; this driveshaft revolves, centrifugal force causes the weights to pivot about their
equalizes and increases Px and Py air pressures. As Py increases, the mounting points and contact the bottom face of the bearing assembly. As the
acceleration bellows contract, opening the metering valve and increasing fuel driveshaft speed increases, increased centrifugal force causes the weights to
flow. apply an increasing force against the bearing assembly. This causes the bearing
assembly to move upward on the driveshaft and apply pressure to the ball
When governing, Py is reduced slightly below Px air pressure bearing on the governor lever arm. The governor orifice opens whenever the
to give the fuel flow required to run at the selected power. driveshaft speed increases enough to overcome the force applied by the governor
lever spring.
Stepper motor:
Orifices:
Alters the position of the valve which bleeds Py pressure to change metered fuel
flow to the engine. The torque motor is controlled by the EEC. High pressure (P3) is supplied to the MFC and metered through a fixed orifice
to produce Px pressure. Px is used to pressurize the chamber containing bellows,
Rotary variable differential transformer: and is metered through a fixed orifice to produce Py pressure. Py pressurizes the
chamber containing the governor bellows and is tapped off (then vented to
Fitted to the power lever shaft and signals power lever angle to the EEC. atmosphere) via the governor and stepper motor flapper valve orifices. In
addition, a Py tapping is connected to the overspeed governor.

MFC (MFCU) OPERATION IN EEC MODE
Overspeed M anual
Description:
EEC (Automatic) mode is the primary mode of control operation. In this mode, 36000
the NH overspeed governor controlled pneumatic orifice is normally closed, and

the EEC controls engine fuel flow by modulating a parallel pneumatic orifice.
34000
This is achieved by the EEC driving the MFC (MFCU) stepper motor to
position a cam and follower which then varies its pneumatic orifice to modulate
Py to the fuel metering valve, and thereby control the engine fuel flow. 32000
If an EEC or critical sensor failure should occur, the MFC (MFCU) stepper
motor becomes fixed at its last commanded position. Transfer to the manual
30000
(backup) mode may then be accomplished by pilot selection of the "MANUAL"
switch, or automatically (in conjunction with airframe relay logic) by moving
the PLA to less than 65 degrees. 28000
In a NH overspeed situation, the flyweight force overcomes the spring force

moving the governor lever and bleeding PY pressure. The governor will then 26000
modulate NH via the new cam schedule (ref.: figure on cam schedule).
24000
0 20 40 60 80 100 120
PLA (Degrees)
TYPICAL PW127/E/F MFCU CAM SCHEDULES

MFC (MFCU) OPERATION IN MANUAL MODE
Purpose:
Provides mechanical back-up to the EEC and is also used for

troubleshooting purpose.
Overspeed Manual
Description
36000
In manual (backup) mode the stepper motor is fixed at its last
commanded position and the reversion solenoid mechanism closes
the EEC stepper motor controlled orifice. The PLA cam mechanism 34000
allows the PLA to change the flyweights governor bias above the
PLA versus NH cam schedule, ref. figure, to modulate Py to the fuel 32000
metering valve. Manual mode control allows for modulation of NH,
from idle, upwards to a maximum value guaranteed to give reserve 30000
power under all normal engine operating conditions. It also provides
a rising NH characteristic in reverse mode.
28000
26000
24000
0 20 40 60 80 100 120
PLA (Degrees)
TYPICAL PW127/E/F MFCU CAM SCHEDULES

MFC PNEUMATIC SYSTEM PW123AF ONLY
Description:
Torque tube: is advanced, the cam applies tension to the spring, which applies a force on the
governor lever to close the bleed.
Links the bellows assembly to the metering valve. The assembly is loaded
upward in a close direction. Flyweight assembly:
Bellows assembly: The flyweights are mounted on a platform on the driveshaft, and as the
driveshaft revolves, centrifugal force causes the weights to pivot about their
Consists of deceleration, governor and acceleration bellows connected by a mounting points and contact the bottom face of the bearing assembly. As the
shaft. Inside(Px) and outside (Py) pressures causes the deceleration bellows to driveshaft speed increases, increased centrifugal force causes the weights to
expand and reduce fuel flow. An increase in Px pressure, acting on the apply an increasing force against the bearing assembly. This causes the bearing
evacuated acceleration bellows, increases fuel flow. assembly to move upward on the driveshaft and apply pressure to the ball
bearing on the governor lever arm. The governor orifice opens whenever the
During acceleration, flapper valves ,in governor section, are closed. This driveshaft speed increases enough to overcome the force applied by the governor
equalizes and increases Px and Py air pressures. As Py increases, the lever spring.
acceleration bellows contract, opening the metering valve and increasing fuel
flow. Orifices:
When governing, Py is reduced slightly below Px air pressure High pressure (P3) is supplied to the MFC and metered through a fixed orifice
to give the fuel flow required to run at the selected power. to produce Px pressure. Px is used to pressurize the chamber containing bellows,
and is metered through a fixed orifice to produce Py pressure. Py pressurizes the
Rotary variable differential transformer: chamber containing the governor bellows and is tapped off (then vented to
atmosphere) via the governor and stepper motor flapper valve orifices. In
Fitted to the power lever shaft and signals power lever angle to the AFCU . addition, a Py tapping is connected to the overspeed governor.
Power lever and cam assembly
The power lever shaft incorporates two speed set cams, which move a cam lever
when the power lever is advanced. A spring connects the cam lever to the
governor lever and exerts a force on the governor lever as a function of PLA. The
governor lever is pivoted, and one end operates against an airflow restrictor to
form the governor orifice. A ball bearing on the governor lever contacts the top
of the flyweight bearing assembly. When the power lever

MFC PNEUMATIC SYSTEM PW123AF ONLY
High and normal cam operation
Description:
Cam select mechanism
The cam select mechanism is used to transfer from “High” cam to a “Normal”
cam. This is to ensure that propeller speed is always above the restricted range
(ref.: Aircraft manual) on warm days. On cold days (0°C or 32°F or below), less
engine power is required to keep propeller speed above the restricted range. The
normal cam reduces gas generator speed in the idle range as compared to the
“High” cam. The cam select mechanism is selected manually in the cockpit at
the pilot’s discretion. A solenoid operated pneumatic servo mechanism is used
to select the desired cam.
Mode select solenoid
Energized when selecting “High” day cam.
When de-energized, the solenoid opens an orifice which admits compressor

discharge pressure air (P3) to the servo piston. This high pressure air moves a
piston, which in turn, lifts the “Hot” day cam off its follower and simultaneously
places the “Cold” day cam on its follower.
When the solenoid is energized, the P3 orifice to the servo piston is closed.
Spring pressure will move the piston, which in turn, places the “Hot” day cam
on its follower.

MANUAL MODE OPERATION -MFC(MFCU) CONTROL
Basic Operation
Starting operation (Manual and EEC mode): Governing:

With the PLA set to ’Ground Idle’ and CLA to fuel shut-off, Engine
Start commences with pilot activation of the starter motor and Once the acceleration cycle has been completed, any variation in
ignition, then at approximately 10% NH the CLA is set to ’Fuel- engine speed from the selected speed will be sensed by the governor
On/Feather’. During engine starting (light off), the MFC (MFCU) flyweights and will result in increased or decreased weight force.
manifold pressure regulator limits the fuel delivery to the engine as This change in weight force will cause the governor valve to either
the fuel pump pressure (at low speed) exceeds that of the spring open or close, which will then be reflected by the change in fuel
assisted, P3 controlled, manifold pressure regulator resulting in flow necessary to re-established the proper speed. When the fuel
much of the pump flow being spilled to the pump bypass. As the control is governing, the valve will be maintained in a regulating or
start continues to progress, NH speed increases, as does P3 above “floating” position.
that of the fuel from the metering valve. Consequently, regulator
flow spill is reduced so that metered fuel is supplied to the fuel Deceleration:
nozzles to accelerate the engine. As NH approaches idle, either the
mechanical, or the EEC controlled, Py orifice achieves sufficient When the power lever is retarded, the speed scheduling cam is
authority to modulate fuel flow during the final stages of engine rotated to a lower point on the cam rise. This reduces the governor
acceleration to the selected idle speed. In Manual mode, it is the spring force and allows the governor valve to move in an opening
action of the mechanical flyweights governor which serves to direction. The resulting drop in Py moves the metering valve in
regulate fuel flow until idle speed is achieved, while in EEC mode, closing direction until either it contacts the minimum flow stop or
at about 50% , the EEC authority exceeds that of the MFCU the bellows contact the deceleration stop, giving either min. flow or
mechanical governor so that the EEC controls the final acceleration fixed deceleration rate whichever is the highest flow.
and stabilization at idle speed. The starting process in both Manual
and EEC modes, is designed for optimum starting times and turbine The engine will continue to decelerate until the governor weight
temperatures. force decreases to balance at the new governing position.
Acceleration:
As the power lever is advanced above idle, the speed scheduling
(manual mode) cam is repositioned, moving the cam follower lever
to increase the governor spring force. The governor spring then
overcomes the weights and moves the levers closing the governor
valve. Py immediately increases and causes the metering valve to
move in an opening direction, Acceleration is then a function of
increasing Px, (Px = Py). Acceleration is completed when the
centrifugal force overcomes the governor spring and opens the
governor valve.

MANUAL MODE OPERATION -MFC(MFCU) CONTROL (continued) EEC MODE-MFC(MFCU) CONTROL
(REF: EEC chapter for more details.)
Reverse thrust operation:
Power On Reset:
The MFCU speed scheduling cam has two contoured lobes, giving rising Nh
with PLA above and below idle. When power is first applied to the EEC it performs certain initialization
functions, one of which is sample Nh and the feather discrete. If Nh is below
When the power lever is moved into the reverse thrust range, the propeller pitch the lowest value at which the EEC will control, the stepper motor is driven to
control and MFCU normally are integrated by propeller supplied controls. close the stepper motor orifice.
Power lever movement toward the reverse stop will increase gas generator
turbine speed (Nh) and propeller reverse pitch. The function of the propeller If Nh is above this lowest controlling value when the supply is restored the
governor is eliminated either by the co-scheduling of Nh and blade angle, or by stepper mode is driven according to normal governing mode.
the propeller overspeed governor (manual mode).
Altitude: Governing, Acceleration, Deceleration:
Automatic altitude compensation is achieved with the evacuated bellows which In EEC mode (normal mode) the EEC modulates the engine fuel flow through
provides an absolute pressure reference. Compressor discharge pressure is a the MFC (MFCU) in response to the requested power setting. This is done by
function of engine speed and air density. Px is proportional to compressor means of a stepper motor and variable pneumatic orifice system that schedules
discharge pressure so it will decrease with a decrease in air density. This is fuel flow. Power setting commands from the cockpit mounted power lever is
sensed by the evacuated bellows which expand and reduce fuel flow as altitude supplied to the EEC by a Rotary Variable Differential Transducer (RVDT)
increases. which measures the power lever angle (PLA) at the MFC (MFCU). The EEC
also controls the intercompressor bleed flow via the HBOV mounted torque
Stopping the engine: motor to provide surge free operation of the engine.
The engine is stopped by moving the fuel cut-off lever from "Start" to "Cut off". Accelerations and decelerations are controlled by limiting the rate of change of
This equalizes pressure on both sides of the minimum pressurizing valve and its Nh as a function of engine power setting and inlet conditions.
spring causes it to close, cutting flow to the flow divider and nozzles.

FLOW DIVIDER AND DUMP VALVE
Purpose: POST SB21309:
Divides the fuel flow between primary and secondary fuel manifold Introduction of a single spool design flow divider.
during starting operation.
Purpose
Dumps fuel from the manifold when the engine is shut-down.
To reduce the amount of internal moving parts, increase clearance
Description: between hardware and increase material durability.
The flow divider and dump valve is connected to the fuel manifold
at the bottom of the gas generator case. It comprises primary and
secondary spool valves in a housing equipped with inlet and dump
ports.
Primary valve:
The primary valve opens, giving access to the primary manifold,

when the inlet pressure overcomes the spring pressure of 10 PSI.
Secondary valve:
The secondary valve opens when the primary manifold pressure

overcomes the secondary valve spring pressure of 310 PSI.
Dump position:
When the fuel pressure ceases, the valves close the inlet and open
the dump ports, allowing residual fuel to drain from the manifold
through the flow divider to the dump port.

FUEL MANIFOLD ADAPTERS AND NOZZLES
Purpose: CAUTION:
The fuel manifold delivers fuel to the combustion chamber and, in the event of a • A LEAK CHECK MUST BE CARRIED OUT TO ENSURE THE
defective packing, drains fuel leakage. INTEGRITY OF THE COMPLETE MANIFOLD ASSEMBLY.
Description: • 25% ASSEMBLY FLUID SHOULD BE MIXED WITH 75% ENGINE

OIL PRIOR TO USE ON FUEL NOZZLE PACKINGS. USE OF FLUID
The manifold consists of sheathed nozzle adapter assemblies, which protrude
UNDILUTED WITH ENGINE OIL MAY RESULT IN
into the combustion chamber, interconnected by triple transfer tubes. Nozzle
CONTAMINATION OF FUEL NOZZLE METERING ORIFICES. (REF.:
adapter assemblies are produced by different manufacturers (Parker-Hannifin
MAINT. MANUAL)
and Delavan).
Primary manifold
10 nozzles have the followings:
• Fine center hole for primary fuel flow

• Annular orifice for secondary flow.
• Locating pin for adapter positioning.
Secondary manifold
4 nozzles have the followings:
• Annular orifice only (no center hole)

• Pin hole to accept locating pin on the gas generator case.
Sheath:
The sheath which surrounds the nozzle conveys air, from the compressor, to cool
the nozzle and atomize the fuel.
Drain manifold:
Two of the tubes supply fuel to the adapters; the third drains fuel leakage. It
collects primary and secondary fuel manifold leakage and drain it overboard.

FUEL DRAIN TANK (ATP/ATR/FOKKER)
Purpose:
Collect engine drain fuel and return it to (ref. p.10.7):

• ATP: fuel tank.
• ATR: fuel heater upstream of the fuel pump.
• FOKKER: Fuel heater inlet
Construction:
• Tank
• Float
• Valve
• Non-return valve
• Ejector pump
Operation:
During engine operation, fuel drains from the dump valve and is
collected in the ejector tank. As the fuel level rises, the float moves
upward, raising a lever and unsealing a valve covering an orifice.
Fuel, from the mechanical fuel control, flowing through a venturi
causes a pressure drop below the orifice. Fuel pressure acting on top
of the orifice, combined with the pressure drop on the bottom, opens
a non-return valve located on the bottom of the orifice. Fuel is then
drawn from the tank through the orifice. When the tank fuel level
drops, the float moves down and the orifice is covered by the valve.
The non-return valve then closes, preventing fuel from the
mechanical fuel control from entering the tank from the orifice.

EEC MAIN FEATURES
• POWER RATING
• CONTROL NH AND SHP
• AUTOMATIC POWER UPTRIM
• ENGINE TRIMMING
• NP FUEL GOVERNING
• FAULT DETECTION
TRAINING USE ONLY ENGINE ELECTRONIC CONTROL 11.2

ENGINE ELECTRONIC CONTROL Description
The EEC is a single channel Digital Electronic Engine

GENERAL OVERVIEW Control mounted on the left side of the front inlet case
and operates on 28VDC supplied from the aircraft. The
The Engine Control System controls the engine EEC, in conjunction with the MFC (or MFCU) and a suite
powerplant by supplying fuel flow, scheduled as a of sensing devices, controls the metered fuel flow to the
function of the selected PLA, engine ratings, and engine gas generator thereby controlling the engine
measured torque and speed. The Engine Control System power. Below 30 % NH, fuel flow is controlled by the
and its relationship to the propeller and aircraft systems MFC (MFCU) only. Above 30% NH, the EEC maintains
is illustrated in Next Figure. The engine control system is closed loop speed control for all engine operating
comprised of the following major engine mounted conditions.
components,
The EEC, electrical interface, provides electronic
• a Mechanical Fuel Control Unit (MFC OR MFCU FOR interface between the engine sensors and effectors as
ATR) (Ref.: Chapter 10), well as discrete and serial communication interfaces
• an Engine Electronic Control (EEC), between the power plant system and the aircraft.
• an Autofeather Unit (AFU). Redundant engine/EEC sensors provide ambient
• associated fuel pump and filter, sensors, wiring condition backup in the event of ADC (Aircraft Data
harnesses, and ancillary components complete the Computer) signal failure (primary source of ambient
Engine Control System. condition data) or significant difference between the ADC
and engine sensor data.
To control engine operation, the EEC computes a target,

or "bug" torque, based on the engine power for the
selected rating, and as a function of the pilot selected
PLA, bleed take off, ambient conditions and schedules
fuel flow to the engine accordingly. The EEC measures
actual torque at the reduction gearbox layshaft in order to
compute actual engine shp. It provides closed loop
power control such that, at a fixed PLA, the engine SHP
matches that corresponding to the bug torque.

INPUTS: (ATP/ATR/FOKKER) • PLA: Signal from the RVDT in the MFC (MFCU).
• Propeller Brake (HOTEL)(ATR only): Signal to EEC
• 28 VDC: Electrical power when propeller brake is in operation.
• ADC: Primary inputs from the aircraft (engine sensors • Q-HI (FOKKER): Signal from local AFU to indicate
will be used as backups). that AFU torque reads 50% for high torque cross
• ATR: Provides EEC with Tamb, ALT and IAS check.
• Fokker ADC is part of ERSP or PMP. • Rating Selection: Rating selected from the aircraft
• ATP: Provide EEC with: Altitude (ft), Mach power management selector
number, Static air Temperature (°C). • ATR: TO, MCT, CLB, CRZ.
• AUTO-IGNITION switch (ATP only): Signal to EEC • FOKKER: ERSP: TO, GA, FLX, CLB, CRZ,
to activate the auto-ignition function. MCT.
• Bleed: Bleed status of engine • FOKKER PMP: TO, GA, CLB, CRZ, MCT.
• CLA Arm Propeller Switch (ATP only): To select • ATP (PW126): MAX CNTGY, INT CNTGY,
between the two NP schedules: TAXI and LANDING. TAKE-OFF, CLIMB, CRUISE.
• CLA Feather Microswitch: Cancels “propeller and • ATP (PW126A): MAXCNTGY, MAX CONT,
NH underspeed fuel governing” in feather position. TAKE OFF, CLIMB, CRUISE.
• EEC On (inh/reset): To select EEC or MANUAL • T1.8: Total inlet temperature signal coming from T1.8
mode. ATP: MANUAL, ATR: OFF, FOKKER: MAN probe on the rear inlet case.
• Engine model: The EEC selects a different engine • Torque input (Q): The torque sensor measures an
model through R1 trim resistor located in the trim angle of twist in the torque measuring shaft.
plug. • Torque shaft characterization plug: A torque bias
• Impending Stall (PW121A/127E/127F only): Signal and gain are applied to the torque shaft input to
to EEC to reflect aircraft status (angle of attack, flap correct for any differences in torque shaft stiffness
setting, icing condition, altitude,...) It will increase NH due to varying physical properties.
to augment aircraft speed and prevent aircraft stall. • TQ2: Torque shaft environment temperature
• MFC Identification (all PW127): A signal from the • Trim/reset: Switch used to electronically trim the
MFC to indicate that the proper MFC is placed on the engine or to reset the EEC memory
engine. • Uptrim: Signal that changes rating from normal
• Nh1 & Nh2: Signals from speed pickups takeoff (TO) to reserve takeoff (RTO)(or
• Np: Signal from torque sensor no. 2 MAXCNTGY).
• Overspeed Test (FOKKER): Cancels NP fuel
governing when testing NP overspeed function.
• P1.8: Total inlet pressure coming from the 6 o'clock
strut of the rear inlet case (not connected)
• PAMB: Ambient pressure coming from the nacelle
OUTPUTS
• ADC: EEC send signals to the ADC for recording and • Torque bug (ATP & FOKKER): Signal sent to
display purposes. torque gage to show maximum allowable torque.
• Auto-ignition (ATR & ATP): The EEC provides a • Uptrim lamp: Cockpit light that identifies the engine
discrete output to the aircraft, to activate the ignition receiving an uptrim signal. (ATP: green light on torque
system, which indicates that (a potential) engine gauge).
flame-out has been detected by the EEC.
• ENGINE EC DEGRADED Lamp (FOKKER ONLY):
Relatively minor fault resulting in the fault code being
stored in the EEC.
• ENG 1 CONTROL lamp (ATP only): It indicates that
a non-critical fault has been detected by the EEC.
• Fault codes: Electronic fault codes indicating which
line replaceable unit (LRU) is suspected.
• FAULT lamp (ATR & FOKKER): Cockpit light that
identifies a fail fixed situation.
• Fault Magnetic Indicator (ATR only): Magnetic latch
in maintenance panel indicating that a non-critical
fault has been detected by the EEC.
• FROZEN lamp (ATP only): Cockpit light that
identifies a fail fixed situation.
• Servo valve (HBV): Signal sent to the servo valve of
the HBV to vary P2.4 bleed.
• Stepper motor (MFC or MFCU): Signal sent to
stepper motor to vary Py bleed.
• Torque (output): Signal sent to torque gauge to show
the amount of torque being produced by engine
• ATR: digital signal
• FOKKER and ATP: analog and digital signals.

ATP INSTALLATION Inter Contingency (Inter CNTGY) (for CAA version,
ENGINE RATING LIMITATION PW126 only):
may be used for an unlimited period in flight, following
SHP NP MAX Q companion engine failure or shut-down.
% %
PW126 MAX 2653 100 108 Maximum Continuous Power (MAX CONT)(PW126A
CNTGY only)
INTER 2368 100 96.4 It is to be used at the pilots discretion, only when
CNTGY required to ensure a safe flight. Generally, it is used
2210 100 90 under single engine flying conditions just after a single
TAKE
engine take-off or after an in-flight engine power loss.
OFF
CLIMB 2148 82.5 - 100 87.5 - 103.9
Normal Take-off Power (Take Off)
CRUISE 2083 82.5 - 100 84.8 - 99.8 is the nominal take-off power which the engine will
PW126A MAX 2662 100 108 deliver for a two engine take-off. This is achieved at the
CNTGY take-off power lever setting of 80°.
MAX 2372 100 96.4
CONT Maximum Climb Power (CLIMB)
TAKE 2381 100 97.2 is the maximum approved power in the climb rating. The
OFF engine power will automatically adjust to this power level
CLIMB 2145 82.5 - 100 87.5 - 103.9 without movement of the power lever upon selection of
CRUISE 2081 82.5 - 100 84.8 - 99.8 this rating.
Maximum Contingency (Max CNTGY) Maximum Cruise Power (CRUISE)

is defined as the maximum available power certified for is the maximum approved power in cruise rating. The
take-off operation and is defined as a power level higher engine power will automatically adjust to this power level
(10 or 20%) than the Normal Take-off Power. The uptrim without movement of the power lever upon selection of
from normal to maximum take-off power rating will give a this power.
constant percent of power increase. This rating is
intended to be used during engine power loss or shut
down during take-off, during a balked landing or ’go-
around’ approach. The remaining good engine will
automatically switch to this rating upon receipt of the
UPTRIM signal from the AFU from the opposite failed
engine.

ATR INSTALLATION is defined as the maximum available power certified for
ENGINE RATING LIMITATION take-off operation and is defined as a power level 10%
higher than the Normal Take-off Power. The uptrim from
SHP NP MAX Q normal to maximum take-off power rating will give a
% LB-FT constant percent of power increase. This rating is
PW124B TO 2400 100% 10504 intended to be used during engine power loss or shut
ATO 2160 100% 9454 down during take-off, during a balked landing or ’go-
around’ approach. The remaining good engine will
MCT 2230 100% 10504
automatically switch to this rating upon receipt of the
CLB 2088 77or100% * 9138
UPTRIM signal from the AFU from the opposite failed
CRZ 2030 77or100% * 8876 engine.
PW121B TO 2200 100% 9822 Normal Take-off Power (ATO)
ATO 1980 100% 8839 is the nominal take-off power which the engine will
MCT 1900 100% 8316 deliver for a two engine take-off. This is achieved at the
CLB 1548 82% 8262 take-off power lever setting of 75° (80° for FOKKER).
CRZ 1548 82% 8262 Maximum Continuous Power (MCT)
PW127 TO 2750 100% 12036 is a power rating equivalent to take-off power. It is to be
ATO 2475 100% 12036 used at the pilots discretion, only when required to
2500 100% 12036 ensure a safe flight. Generally, it is used under single
MCT
engine flying conditions just after a single engine take-off
CLB 2192 86% 12036
or after an in-flight engine power loss.
CRZ 2132 86% 12036
Maximum Climb Power (CLB)
PW127E TO 2400 100% 12036 is the maximum approved power in the climb rating. The
ATO 2160 100% 12036 engine power will automatically adjust to this power level
MCT 2400 100% 12036 without movement of the power lever upon selection of
CLB 2160 82% 12036 this rating.
CRZ 2132 82% 12036 Maximum Cruise Power (CRZ)
PW127F TO 2750 100% 12036 is the maximum approved power in cruise rating. The
ATO 2475 100% 12036 engine power will automatically adjust to this power level
MCT 2500 100% 12036 without movement of the power lever upon selection of
2192 82% 12036 this power.
CLB
CRZ 2132 82% 12036
Note *: Depends of CLA position

Maximum Take-off Power (TO)

FOKKER INSTALLATION
ENGINE RATING LIMITATION
The optional PMP has additional control functions for:
MAX. NP MAX Q • Engine economy (ECON) derate-selection
SHP % % • Approach speed control (ASC)
PW125B ATO 2250 100 92 Engine economy derate-selection:
TO 2500 100 102
FLX 2088-2250 100 85-92 The derate function is active when the power levers are at
CLB 2088 85 100 “TO” or just below this position. The operation of the ECON
CRZ 2030 85 97 push switch makes the derate function active when the PMP is
in CLB or CRZ. The PMP supplies a PLA signal to the two
GA 2500 100 102
EEC’s. The EEC’s adjust the power output to the selected
MCT 2150 100 87.5 derate level.
PW127B ATO 2475 100 90
TO 2750 100 100 The derate function is de-activated when:
CLB 2192 85 94
CRZ 2132 85 91 • The PMP is in another rating than CLB or CRZ.
GA 2750 100 100 • The Landing Gear selector is “Down”.
MCT 2500 100 91 Derating in economy modes is:
Refer to previous page (ATR installation) for the following ECON LEVEL 1 2 3
definitions:
CLB 2% 4% 6%
Maximum Take-off Power (TO), Normal (Alternate) Take-
CRZ 4% 7% 10%
off Power (ATO), Maximum Continuous Power (MCT),
Maximum Climb Power (CLB), Maximum Cruise Power
(CRZ). Approach Speed Control (ASC):
Go-Around Power (GA): This rating is intended to be used Aircrafts equipped with PMP system could have, as an option,
on approach to landing and in the case that the landing would the approach speed controller. The system will automatically
have to be aborted. control the airspeed of the aircraft, as selected by the pilot,
during the approach phase of flight. The PMP will modify the
Flex Temperature Rating (FLEX): Through the ERSP panel PLA input to the EEC to vary the fuel flow to the engine as to
a pseudo temperature is input and the thermal limit is maintain the aircraft speed without physically moving the
calculated using the higher of the flex temperature input or the power levers.
real temperature input from the engine T1.8 sensor. This can
allow for selection of a lower thermal limit extending the life of
the engine.
EEC OPERATION
Rating Logic Closed loop on Power Governing Logic
The rating logic determines the maximum power allowed Using the selected power limit, a power request vs.
at the take off power lever position. The rated power is power lever angle relationship is calculated. Figure
set as a function of the selected rating, the air inlet below shows a typical power request vs. PLA relationship
temperature, air inlet pressure, aircraft velocity, bleed at the typical propeller governing speeds for the
selection and the power turbine speed. engine/control system. The engine torque measured
from the speed/phase signal from the torque probe
Three (3) limits (power limit, thermal limit and torque situated on the reduction gear box of the engine is used
limit) are calculated from the rating and bleed selection. to calculate the actual power delivered. The full
The lower of the power and thermal limits is selected and authority closed loop on power loop will govern the
entered into a POWER REQUEST vs. PLA table to give engine. This loop receives the power request from the
a power schedule. The control will then close loop, rating logic and closes loop on this request power with
under normal operating conditions, on a selection the actual power delivered by the engine.
between the power schedule and the torque limit.
Normal Governing Logic

Overtorque protection logic
For normal EEC control, a requested power is computed
The overtorque protection logic uses real propeller
and compared against actual power, the result is then
speed, when propeller speed is below the nominal for the
translated into an NH speed request. The NH request is
rating selected, to convert the rating dependent torque
in turn compared against actual NH with the result driving
limit to a power limit for selection against the power
the fuel flow to maintain the requested power. The EEC
request. Steady torque limits vs. PLA, for each rating,
software operates by selecting a rate of change of NH
are shown in Figure. NPT underspeed governing is
speed from the several limit loops available.
canceled when torque exceeds 100% providing
Compensation for ambient conditions of airspeed, air
protection on this branch of the software logic. This
temperature and altitude, ensures correct rated power for
feature is principally to protect against overtorque
the rating selected, at a fixed nominal PLA position (75).
resulting from a spurious feather at high power.

NP GOVERNING
Propeller Underspeed Governing Logic ATR features:

The PLA vs. NP map for two airspeeds is shown in figure.
This logic controls the engine at low power ground and flight Linear interpolation between the schedules takes place when
idle conditions, and in reverse mode to provide reverse thrust. airspeed is between 50 and 90 kts.
The EEC controls on Propeller speed in the event that the To prevent an engine overtorque, the propeller speed
propeller speed falls under a minimum set in the EEC. The governing function is disabled during the following conditions:
control system then closes loop on propeller speed. Thrust is • Propeller feathered
then controlled through the minimum blade angle schedule in • Autofeather
the Electronic Propeller Control or Propeller Control Unit
(PCU) which gives a direct relationship between the power FOKKER features:
lever and the propeller blade angle. There are two separate maps named: “TAXI” and “LANDING”.
The selection of these maps is a function of the rating
Main features of NP governing: selection. They define the reference propeller speed to which
• Maintain a minimum propeller speed at low power. the control will govern on.
• Schedule propeller speed as a function of PLA in reverse.
• Limit maximum propeller speed in reverse. TAXI schedule:
The lower taxi map provides lower propeller speeds on the
ATP features: ground to reduce the noise from the propeller, ease taxiing
The PLA vs NP schedule is a function of the “Arm prop” switch and prevent the AC generator of dropping off line. Available
which is used to select between a Landing map and a Taxi under the following selections:
map. This is accomplished via the microswitch on the TO, ATO + UPTRIM, FLEX + UPTRIM, GA.
condition lever (refer to the graph).
Landing schedule:
Cancel Np governing: In one of the following conditions, the The higher speed map provides quick recovery in an
Np governing function will be canceled: emergency situation. Available under the following selections:
• Propeller feathered (manually or automatically). ATO, MCT, MCL, MCR, FLEX.
• NP < 30 %
The propeller speed governing function is disabled during the
following conditions:
• The overspeed governor test is activated.
• During the beginning of a large transient.
• Engine torque greater than 10504 lb.ft.
• When NP is less than 30%.

FAULT DETECTION FROZEN Lamp (for ATP)
FAULT Lamp (ATR and FOKKER)
The EEC Built-In-Test (BIT) feature enables it to monitor Indicates that a critical fault has been detected resulting
itself and its sensors as well as inputs from the airframe. in the fail fix condition. The MFC stepper motor is frozen
When the EEC detects a fault in the system, it will first to its current position.
accommodate the fault, and second indicate the fault to
the airframe. The fault accommodation depends on the ENGINE 1 CONTROL lamp(ATP)
nature and severity of the failure and are accommodated Fault Magnetic Indicator (ATR, Maintenance panel)
by the EEC in the following order of priority: ENGINE EC DEGRADED lamp (FOKKER):
Indicates that a fault has been detected and the fault
• Use a redundant source of input if available code is being stored in the EEC. The EEC still controls
• Default to a fixed value the engine power output unless the FAULT or FROZEN
• Transfer to Manual mode. LAMP also illuminates.
For faults which seriously impair accurate control of the MANUAL switch (ATP)
engine, the EEC will cease control and fail fix the OFF switch (ATR)
stepper motor. Reversion to manual mode will occur MAN switch (FOKKER)
by means of aircraft wiring interlocks when the • Switch from EEC to Manual mode.
power lever is pulled back to flight idle so that the • Transfer authority from the stepper motor to the
resulting reversion power change is small. A fault of mechanical governor.
minor consequence simply results in the operation of the • Select the manual mode cam fuel schedule.
affected function being inhibited and when appropriate, • NP fuel governing inhibited.
its output will be replaced by default values. The faults • Torque and torque bug are still displayed if fault does
are stored as fault codes (maximum of 8) in the non- not corrupt their values.
volatile memory of the EEC and are sent to Airframe. • ATP: Analog torque is displayed via AFU.
• Looses control of the Handling Bleed Valve.
Each input signal is tested for various fault conditions
such as errors, out of range conditions, or inappropriate Degraded EEC Mode Logic (ATR except PW124B and
values in comparison to other inputs (if redundant signal FOKKER)
sources exist). In this mode, The EEC maintains bleed valve operation
while the engine power is governed by Manual Mode
If both EEC fail, both engines will revert to manual mode MFC (or MFCU) operation.
automatically (no-fail-fixed) if both PLA < 59° (MFC or
MFCU).

FAULT INDICATION
ATP
• Faults in the system are detected by the built-in test (BIT) • Set the Power levers to GROUND IDLE, and cycle the
circuits in the electronic control (EEC). MANUAL/FROZEN PBSI (Push Button Switch Indicator) to
• For each identified fault, a 2 digit code (6 digit code for MANUAL mode (legend illuminated), then back to EEC
ATP) is stored in the EEC (non-volatile memory). mode ( legend extinguished).
• A maximum of 8 faults can be stored. • Hold the ENGINE TRIM PBSI ON for at least 10 seconds.
• Fault codes can be reached from a display and point • Cycle the MANUAL/FROZEN PBSI to MANUAL mode,
maintenance people in the right direction: then back to EEC mode.
• Release the ENGINE TRIM PBSI,
The fault codes can be read on the following display: • Switch the EEC off, and then turn off all other electrical
• ATP: Data transfer unit hooked-up to UART outlet in the systems (switching off other electrical systems first may
rear avionics bay. result in spurious fault codes being stored in EEC memory:
• ATR: :”Flight Data Entry Panel (FDEP)” or the “ACARS”. these are typically “Wraparound faults”).
• FOKKER: Torque Gauge.
ATR
Code messages • The engine must be shut down and the electrical power
During the fault codes interrogation process, the appropriate on.
readout will display a start data stream code. If fault codes are • Set the power lever at GROUND IDLE.
stored, each one will be displayed for 5 seconds, after which • Cycle the EEC MANUAL switch ON and OFF.
the next one is displayed. When all the fault codes have been • Hold the ENGINE TRIM switch for at least 10 seconds.
displayed, the end data stream code is displayed. The
sequence will then repeat. If there are no fault codes present, FOKKER
only the start and end data stream codes will be displayed. • The engine must be shut down and the electrical power
on.
Start and End data stream codes: • Set the power lever at GROUND IDLE.
• ATP:. Start message: “002000”. End message: “004000”. • Cycle the EEC MANUAL switch ON and OFF.
• ATR: Start message: “01”. End message: “02”. • Hold the ENGINE TRIM switch for at least 10 seconds.
• FOKKER: Start message: “01”. End message: “02”. • Cycle the EEC MANUAL switch ON and OFF.
• Release the ENG TRIM switch.
Note: to interrogate the EEC for faults, refer to the • Switch the EEC off, then turn off all other electrical
appropriate Aircraft Maintenance Manual for complete systems..
procedure.
When the interrogation of the EEC fault codes is

complete, the codes should be erased as follows:

AUTOFEATHER UNIT (ATP/ATR/FOKKER)
• PWR MGT (ATR only): Power management switch to
Purpose be selected at TO.
• Automatically feather the propeller (to minimize drag) of • RATING SELECTION PANEL (ATP): The uptrim
an engine which has experienced a major loss of power function is disabled when climb or cruise is selected.
during the take-off phase of the flight. • Q-Hi: Signal from opposite engine AFU to indicate that
opposite engine torque has reached high torque:
• Simultaneously signal the opposite engine control ATP:50% , ATR: 53%, FOKKER: 50%.
system to increase the engine power from normal take- • Q1: Signal from torque sensor no. 1
off to maximum take-off (ATP: from Takeoff to • TQ1: Torque shaft environment temperature
Maximum Contingency), to compensate for the loss of • W.O.W. (weight on wheel) switch (ATR only): During
engine power. “approach”, if autofeather is armed, there will be no
uptrim and no time delay to feather.
• By means of electrical interlocks, disable the
Autofeather system of the opposite engine to prevent it AFU OUTPUTS
from autofeathering. • Arm light: Signal cockpit that the autofeather system is
ON and ready. (ATP: One set for the AFU and one set
No pilot intervention is necessary to achieve continued take- for the EEC).
off using this function. The pilot is informed of the system’s • Autofeather: Signal aircraft to feather the failed engine
status by means of indicator lights. propeller (after a time delay: ATP: .12 sec., ATR: 2.15
sec., FOKKER: 0.12 sec.)
NOTE: For ATR and FOKKER, these functions are • ENGINE OUT (L or R) (FOKKER only): Signal cockpit
controlled by the AFU. For ATP installation, the EEC and that one engine has lost power.
AFU control these functions simultaneously.
• Q-Hi: Signal from local AFU to opposite AFU to indicate
that local engine torque has reached high torque : ATP:
AFU INPUTS
50%, ATR: 53%, FOKKER: 50%.
• 28 VDC: Electrical power
• Torque analog signal: ATP: in manual mode only. In
• A/F test: Allows A/F system to be verified with engine the event that an EEC fault disables the EEC analog
static or running. It simulates an engine power loss torque output, the act of selecting MANUAL mode
• ATPCS switch (ATR only): Automatic take off power switches the AFU analog torque signal to the analog
control system switch (Autofeather switch). portion of the torque gage. ATR: Torque output signal
• CLA microswitch (ATP): When the CLA is pulled back to analog torque gage display, FOKKER: not applicable.
off the MAX position, a microswitch disables the AFU. • Uptrim: Signal opposite engine EEC to increase power
• PLA-Hi: Signals from both power levers to both AFU's from: TO to RTO, (FOKKER: also from FLX to RTO,
to indicate that power lever's are at the take-off position ATP: TAKEOFF TO MAXCNTGY).

AUTOFEATHER SYSTEM (ATP)
Disarming: If one of the following conditions occurs, the
Description system will disarm automatically:
• When takeoff and Max. contingency ratings are selected, two • Either PLA is below take-off range (63°).
units control the autofeather logic simultaneously: EEC and • Opposite Autofeather is triggered (Hi-Torque opposite goes
AFU. Each have equal authority. low).
• When any other rating is selected, the EEC autofeather logic • both torque’s < 50%
is disabled. • 28 V dc bus failure.
• When the CLA is pulled back off the MAX position a • For EEC: Rating selected other than MAXCNTGY or
microswitch in the circuit disables the AFU autofeather logic. TAKEOFF.
• For AFU: CLA below max.
Purpose
• During take-off, if one engine experiences a major loss of Autofeather trigger (FAIL): The autofeather system will trigger
power (less than 20%), the propeller of the affected engine automatically if all the following conditions are met:
automatically feathers. • One engine torque drops below the fail threshold of 20%.
• With take-off rating selected, the opposite engine • the other engine torque is above the arm torque level 50%.
automatically increases power to Maximum Contingency.
• A major loss of power in cruise or climb ratings and the CLA Sequence after autofeather trigger:
at MAX. position, the AFU autofeather logic feathers the • Low torque signal sent to opposite engine
propeller, but in this case the other engine does not increase • Opposite engine EEC commands Uptrim (Uptrim lamp goes
its power output. on).
• 0.12 seconds later, the local engine is feathered, auxiliary
Components pump activates and NP governing canceled.
• AFU reads torque from sensor no. 1 and manages • Autofeather solenoid of the opposite engine is inhibited
autofeather logic. • Autofeather Arm light goes OFF
• EEC reads torque from sensor no. 2 and also manages
autofeather logic. Cancel Autofeather: If any of these conditions are met before
• EEC receives uptrim signal from opposite engine AFU, or the delay time between engine fail and feather conditions has
EEC, and increases power from normal take-off to maximum passed (0.12 seconds), the system will revert to the disarmed
contingency. condition:
• Either PLA is retarded below TO range.
Arming • torque of the "failed" engine increases above the fail
• Both engine torque’s above 50 %. threshold (20% Q).
• Both PLA at take-off range (above 63°). • the "not failed" engines torque drops below the high torque
• The system is armed, Armed light goes “ON”. arm level (50% Q).
• For EEC: Rating selected at MAXCNTGY or TAKEOFF.
• For AFU: CLA at Max. AFU Test Procedure: Refer to the appropriate engine
maintenance manual.

AUTOFEATHER SYSTEM (ATR) Autofeather trigger (FAIL)
The autofeather system will trigger automatically if all the
Purpose following conditions are met:
• One engine torque drops below the fail threshold of
Detect an engine power loss, signal the opposite engine 2229 ft-lb (19% or 21% for PW127E)
to uptrim and signal airframe to feather the failed engine • the other engine torque is above the arm torque level
propeller. (5558 ft-lb) (46% or 53% for PW127E).
Components Sequence after autofeather trigger:-

• AFU reads torque from sensor no. 1 and manages • Low torque signal sent to opposite engine
autofeather logic. • Opposite engine EEC commands Uptrim
• EEC receives uptrim signal from opposite engine AFU • 2.15 seconds later, the local engine is feathered,
and will increase power from normal take-off to auxiliary pump activates and NP governing canceled.
reserve take-off. • Autofeather solenoid of the opposite engine is
inhibited
Arming • Autofeather Arm light goes OFF
• PWR MGT at “TO”.
• Autofeather system selected (ATPCS) ON. Cancel Autofeather
• Both engine torque’s above 5558 ft-lb (46% or 53% If any of these conditions are met before the delay time
for PW127E) between engine fail and feather conditions has passed
• Both PLA above take-off range (55° in EEC Mode) (2.15 seconds), the system will revert to the disarmed
• The system is armed, Armed light goes “ON”. (STANDBY) condition.
• Autofeather select switched (ATPCS) OFF
Disarming • Either PLA is retarded below TO range.
If one of the following conditions occurs, the system will • torque of the "failed" engine increases above the fail
disarm automatically: threshold (2229 ft-lb) (19% or 21% for PW127E).
• PWR MGT selected other than “TO”. • the "not failed" engines torque drops below the high
• Autofeather system selected (ATPCS) OFF. torque arm level (5558 ft-lb) (46% or 53% for
• Either PLA is below take-off range. PW127E).
• Opposite Autofeather is triggered (Hi-Torque opposite • A switching out of the take-off rating.
goes low).
• both torque’s <5558 ft-lb (46% or 53% for PW127E). AFU Test Procedure: Refer to the appropriate engine
• 28 V dc bus failure. maintenance manual.

AUTOFEATHER SYSTEM (FOKKER) • Landing gear up or Engine rating set below take-off
range.
Purpose • 28 V dc bus failure
Detect an engine power loss, signal the opposite engine Autofeather trigger (FAIL):-
to uptrim and signal airframe to feather the failed engine The autofeather system will trigger automatically if all the
propeller. following conditions are met:
• One engine torque drops below the fail threshold
Components 2709 ft.lb. (26% or 23% for PW127B).
• AFU reads torque from sensor no. 1 and manages • The other engine torque is above the arm torque level
autofeather logic. 5375 ft.lb.
• EEC receives uptrim signal from opposite engine AFU • The system is armed.
and will increase power from normal take-off to
reserve take-off. Sequence after autofeather trigger:
• 0.12 second later, the local engine is feathered.
Standby • Auto-ignition is inhibited.
• Fuel levers in OPEN. • Autofeather light goes off.
• A take-off rating is set(TO, GA or FLX) or landing • Autofeather solenoid of the opposite engine is
gear selector is down. inhibited
• Engine LIGHT goes on.
Arming
• FUEL LEVER light goes on
When the autofeathering system is standby, the AFU
gives an armed signal when: • Oil-cooler door of the opposite engine stays or goes
open.
• Both engine torque’s above 5375 ft.lb(51% or 45% for
PW127B). • Opposite engine EEC commands Uptrim
• Both PLA above take-off range • Shut-off valve of the engine closes.
• When the system is armed: Armed light goes “ON”.
AFU Test Procedure: Refer to the appropriate engine
maintenance manual.
Disarming
If one of the following conditions occurs, the system will
disarm automatically:
• Either PLA is below take-off range.
• Opposite Autofeather is triggered.
• both engine torque’s <5375 ft-lb.

EEC MAIN FEATURES
• CONTROL NH AND SHP
• AUTOMATIC POWER UPTRIM
• ENGINE TRIMMING
• NP FUEL GOVERNING
• FAULT DETECTION

ENGINE ELECTRONIC CONTROL
General Overview Description
The PW123/123B/123C/123D/123E Engine Control The EEC receives signals from the engine sensors, the
System controls the engine powerplant by supplying fuel airframe Air Data Computer (ADC) and from its own built-
flow, scheduled as a function of the selected PLA, engine in pressure sensors. Redundant engine/EEC sensors
ratings and ambient conditions. The Engine Control provide ambient condition backup in the event of ADC
System, its relationship to the propeller and aircraft signal failure.
systems are illustrated in the next Figure. The engine
control system is comprised of the following major engine In EEC mode (normal mode) the EEC modulates the
mounted components, engine fuel flow through the MFC in response to the
request power setting. This is done by means of a
• a Mechanical Fuel Control (MFC)(Ref.: Chapter 10), stepper motor and variable pneumatic orifice system that
• an Engine Electronic Control (EEC), schedules fuel flow. Power setting commands from the
• Torque Signal Conditioner Unit (TSCU) cockpit mounted power lever is supplied to the EEC by a
• associated fuel pump and filter, sensors, wiring Rotary Variable Differential Transformer (RVDT),.which
harnesses, and ancillary components complete the measures the power lever angle (PLA) at the MFC. The
Engine Control System. EEC also controls the intercompressor bleed flow via the
HBOV mounted torque motor to provide surge free
operation to the engine.
In Manual mode, the MFC alone controls the fuel flow.

INPUTS • Uptrim: Signal from opposite engine that changes rating
from takeoff (TO) to reserve takeoff (RTO).
• 28 VDC: Electrical power
• ADC (Air Data Computer): Provides EEC with Pressure
Altitude (PALT), Computed Airspeed (CAS) and Static Air OUTPUTS
Temperature (SAT) as primary inputs (engine sensors will
be used as backups) • ADC switch over: Send a signal to switch from ADC #1
• Bleed: Bleed status of engine to #2 if data is not valid.
• CLA Arm Propeller microswitch: To select between the • ADC: EEC send signals to the ADC for recording and
two NP schedules: TAXI and LANDING. display purposes.
• CLA Feather Microswitch: Cancels “propeller • Engine Manual lamp: Cockpit light that identifies a fail
underspeed fuel governing” in feather position. fixed situation and a reversion to manual.
• Engine model: The EEC selects a different engine model • Fault codes: Electronic fault codes indicating which line
through R1 trim resistor located in the trim plug. replaceable unit (LRU) is suspected.
• Engine trim switch : To set the power increase during a • Fault Flag: Signal to the engine condition panel (wheel
reversion to manual and compensate for rigging errors. well) to actuate a flag when a fault occurs in the EEC.
• Feathering Solenoid Valve (PCU): Electrical signal from • Reversion solenoid (MFC): The solenoid is de-activated
energized valve cancels “propeller underspeed fuel to revert to manual.
governing” on feathered engine. • Servo valve (HBOV): Signal sent to the servo valve of the
• Manual/EEC: To select EEC or MANUAL mode. HBV to provide surge free protection.
• Nh1 & Nh2: Signals from speed pickups • Stepper motor (MFC): Signal sent to stepper motor in the
• Np: Signal from torque sensor no. 2 MFC to control the fuel flow to the engine.
• P1.8: EEC measures the ram pressure from the 6 o'clock • Torque (output): Signal sent to torque gauge to show the
strut of the rear inlet case. amount of torque being produced by engine
• PAMB: EEC measures the nacelle static ambient • Torque Bug: Provides an analog signal of the engine
pressure. torque bug.
• PLA: Signal from the RVDT in the MFC. • Uptrim lamp: Cockpit light that identifies the engine
• Rating Selector: Rating selected from the aircraft power received an uptrim signal.
management selector ( TOP, MCP, MCL, MCR).
• T1.8: Total inlet temperature signal coming from T1.8
probe on the rear inlet case
• Torque input (Q): The torque sensor measures an angle
of twist in the torque measuring shaft.
• Torque shaft characterization plug: A torque bias and
gain are applied to the torque shaft input to correct for any
differences in torque shaft stiffness due to varying physical
properties.
• TQ2: Torque shaft environment temperature
EEC OPERATION
The engine control system provides for various degrees • NH versus PLA between: 30 to 105.8 %
of fault tolerant operation by selecting one of three • Ground idle: 66 % ***
modes: • Flight idle: 72 % minimum to 81 % maximum at
• EEC mode altitude. ***
• Degraded mode (EEC power on)
• Manual mode (EEC power off) ***: NP fuel governing may override.
Engine start Acceleration and Deceleration control:
Control of the starter motor and ignition is under pilot Accelerations and decelerations are controlled by limiting
control, while starting fuel flow is accurately regulated by the rate of Nh as a function of engine power setting and
the MFC’s manifold pressure regulator. As the start inlet conditions by the EEC. The MFC maximum ratio
progresses, metered fuel from the metering valve is unit sets a maximum acceleration and deceleration rate.
supplied to the fuel nozzles to accelerate the engine. As
Nh increase beyond the point where the manifold
pressure regulator of the MFC switches state (46 to 60% EEC torque bug (For PW123C and 123D only)
Nh) the EEC takes over control of the acceleration and
brings the engine to Nh at specified idle speed. The EEC provides output signals to the cockpit torque
indicator to display the selected engine torque rating.
The selected torque rating provides a target torque to
Nh Governing which the pilot will match engine output torque during
each flight segment.
Using the pilot selected rating codes, PLA and ambient
conditions, the EEC computes the NH reference for the Rated Power Compensation
engine to deliver the requested power based on the
rated, mechanical and thermal limits of the engine. A Computed rated power is compensated for airspeed, air
nominal Nh governor schedule is defined as a temperature and altitude. The ADC is the primary
function of PLA to provide the requested power based source of ambient condition, with engine sensors
on the rated, mechanical and thermal limits of the providing back-up in the event of ADC data failure.
engine.

Uptrim and Closed loop on Power (CLP)
In the event of a remote engine power loss, during NP governing

take-off, which is detected by its TSCU, the local EEC
will initiate an increase in local engine power from The propeller speed governing mode provides PLA
normal take-off to maximum take-off. versus NP schedules to control the engine in all phases
of aircraft/engine ground handling, including quiet taxi,
Closed loop on power is active during uptrim mode landing and in reverse mode to provide reverse thrust.
only.
At low power, the EEC will not let the propeller speed fall
Note: Only available if the following conditions are met: below a minimum.
• TOP is selected
• The autofeather system is armed (TSCU) TAXI SCHEDULE
• An engine power loss is detected
• (Q < 29% for PW123/B/E) The PLA vs NP schedule is a function of the “Arm prop”
• (Q < 34% for PW123C/D) switch which is used to select between a Landing map
and a Taxi map. This is accomplished via the
Engine and PLA trim functions microswitch on the condition lever (refer to the graph).
A trim function is provided in the EEC to compensate for

engine tolerances and rigging errors to give matched Cancel Np governing
PLA’s at the TO power setting and to ensure a positive
(0 to 10 %) increase in power during a reversion to In one of the following conditions, the Np governing
manual mode. function will be canceled:
• Propeller feathered (manually or automatically).
• NP < 30 %
• PLA > 50°

FAULT DETECTION
Engine Condition Panel (Fault Latch)

The control software contains various fault detection
routines which allows the EEC to identify and Indicates that a fault has been detected.
accommodates system faults. The built-in-test informs
the maintenance crew by setting the engine control Engine Manual Indicator
system fault indicator.
Indicates that MFC stepper motor is frozen, the stepper
The action taken by the EEC in response to a detected motor bleed orifice is shut and that control has been
fault is dependent upon the nature of the fault. reverted to the mechanical governor.
In the event of a critical EEC fault or sensor failure, EEC Mode Switch
the control will automatically revert to manual mode. The
EEC will cease control and fail fix the stepper motor. The • Changes EEC from normal to display mode. Torque
resulting transition will always be upward and nominally and rated torque are still displayed if fault does not
equal to the EEC uptrim. The magnitude of the uptrim jeopardize their values.
will range from 0 to 10% of power. • Transfer authority from the stepper motor to the
mechanical governor.
A fault of minor consequence simply results in the
operation of the affected function being inhibited and
when appropriate, its output will be replaced by a default
value.
EEC hardware faults are detected by self test routines

executed upon control initiation and at regular intervals
during normal operation.
Sensor and input signal processing faults are detected by

comparison of the input data with normal operating range
and rate of change limits at each processing level.
Discrete switch input faults are identified by comparison
with logical input and output combinations. When a fault
is positively detected, the fault latch bit is set.

FAULT INDICATION
• For each identified fault, a 2 digit code is stored in the • Pressing and releasing “MAINT SELECT” switch
EEC. again returns torque system to torque indicating
mode.
• A maximum of 8 faults can be stored
FAULT CLEARING (engine static only) (Refer to
• Codes are transmitted continuously in the order of airframe manual)
occurrence to the torque gage.
• Set PLA @ Flight Idle and cycle EEC mode switch.
• Fault codes can be read directly from cockpit torque
gage and point maintenance people in the right • Hold engine trim switch for 10 seconds minimum.
direction.
• Cycle EEC mode switch.
INTERROGATE (engine static only) (Note: refer to
airframe manual) • Then release engine trim switch.
• Press, then release “MAINT SELECT” switch. Check • Re-interrogate EEC.

the two digit fault code on digital display of torque
gage. • Run engine and unfeather propeller.
• If digits “000” appears; no faults are stored in EEC. • Confirm fault clearing by re-interrogating EEC.
• Pressing and releasing “MAINT SELECT” switch,

returns torque system to torque indicating mode.
• If any fault code is indicated, repeat “MAINT

SELECT” switch operation to display additional faults.
• When no further faults are encountered the display

will show “000”.

TORQUE SIGNAL CONDITIONING UNIT (TSCU) Autofeather Controller: Signal to both TSCU’s when
both power lever angles have reached take-off position.
Purpose Power lever angle is corrected for Outside Air
Temperature.
• Automatically feather the propeller (to minimize drag)
of an engine which has experienced a major loss of Q-HI: Torque signal from opposite TSCU to indicate that
power during the take-off phase of the flight. opposite engine has reached high torque.
• Simultaneously signal the opposite engine control to Q1: Torque signal from torque sensor no. 1
increase the engine power from normal take-off to
reserve take-off, to compensate the loss of engine Torque shaft characterization plugs: A torque bias
power. and gain are applied to the torque shaft input to correct
for any differences in torque shaft stiffness due to varying
• Send a signal to the Propeller Control of the opposite physical properties.
engine (through aircraft wiring) to prevent it from also
autofeathering. TQ1: Temperature signal from torque sensor no.1
No pilot intervention is necessary to achieve continued

take-off using this function. The pilot is informed of the OUTPUTS
system’s status and must arm the system to become
operational. Arm: Signal to a cockpit light to indicate the autofeather
is armed.
INPUTS Autofeather: Signal sent to aircraft relay to feather the

failed engine propeller.
28 VDC: Electrical power
Q-HI: Signal from local TSCU to opposite TSCU to
A/F SWITCH: On/Off switch to activate the autofeather indicate that local engine torque has reached 50%.
system.
Uptrim: Signal to opposite engine EEC to increase
A/F Test: To verify the autofeather system with engine power from normal take-off to reserve take-off
running or static. .

AUTOFEATHER SYSTEM Autofeather trigger (FAIL)
Detect an engine power loss, signal the opposite engine The autofeather system will trigger automatically if all the
to uptrim and signal airframe to feather the failed engine. following conditions are met:
• One engine torque drops below
Components • 29 % for PW123/B/E
• 34% for PW123C/D
• TSCU reads torque from sensor no.1 and manages • The other engine is above the arm torque level.
autofeather logic. • The system is armed.
• EEC receives uptrim signal from opposite engine
TSCU and increases power from normal to reserve Sequence after autofeather trigger:
take-off • Autofeather arm light extinguishes.
• Autofeather solenoid of the opposite engine is
Arming inhibited.
• Opposite engine EEC commands Uptrim.
• Autofeather selected on.
• 3 seconds after triggering, the autofeather solenoid is
• Both PLA’s above take-off range: signal from the energized.
airframe auto-feather controller (50° nominal).
• Both engine torque’s above: Conditions to cancel an autofeather within 3
• 38% for PW123/B/E seconds:
• 45% for PW123C/D
If any of these conditions are met before the delay
Disarming condition between engine fail and feather conditions has passes (3
If one of the following conditions occurs, the system will seconds), the system will revert to the disarmed
disarm automatically: condition:
• Autofeather system selected off. • Autofeather select switched off.
• One or both PLA’s below the take-off range. • Either PLA is retarded below the PLA microswitch.
• Opposite autofeather is triggered. • Torque of the failed engine increases above the fail
• Both engine torque are less than the arming level. threshold.
• Loss of 28 VDC. • The “not failed” engine torque drops below the high
torque arm torque level.

AUTOFEATHER TEST
The test procedure allows for testing the autofeather and

the propeller feathering systems at idle power by
simulating the PLA and torque conditions. The
autofeather test procedure is :
1. Set the power levers to ground idle position.

2. Set the A/F select on and the A/F test switches
OFF
3. Switch both A/F test switches ON (this gives a
simulated torque of 60 % and a high PLA signal
for both engines, the result is that both ARM lights
become illuminated.
4. Release the A/F Test switch #1. This will result in:
a) Torque no.2 display = 60 %
b) Torque no.1 display = idle value
c) No. 1 engine low torque illuminates.
d) Uptrim signal to no.2 engine is initiated.
e) Feather is initiated on no. 1 engine
propeller
f) No.1 Arm light extinguishes after a 3
second delay.
5. Repeat same steps for opposite engine.
Release both switches to return to normal operation and

idle settings.

FEATURES
Autofeather Overspeed Governor Reset
When in the take-off configuration, and the torque falls In reverse mode, the propeller speed governor and
below 25% for a period exceeding 0.5 seconds, the overspeed governor no longer provide propeller RPM
AFC supplies a drive current to the Airframe Autofeather (NP) control; blade angle is directly controlled by the
relay. This relay, in turn, energizes the feather solenoid power lever. To prevent the propeller from overspeeding
on the local propeller control unit (PCU) and causes the to 109% in reverse mode, the AFC provides an output
failed engine propeller to feather. signal to the overspeed governor which energizes the
speed reset solenoid. The speed reset limits propeller
Handling Bleed Off Valve (HBOV) control RPM to 1100 RPM (91,7%) in reverse mode.
The engine mounted handling bleed valve, actuated by a

torque motor, is used to unload the low pressure
compressor. The torque motor operates a flapper valve,
which, by means of pressure balance, modulates the
position of the HBOV. The torque motor is energized by a
signal from the AFC or by an override switch/light in the
cockpit.
Display Torque output
The AFC processes the torque input to provide a display

of engine torque in the cockpit and monitor for engine
failure. This function has the capability of being trimmed
for gain and bias to allow for engine calibration.

AUTOFEATHER CONTROL UNIT (AFC)
FOR PW123AF ONLY High Torque: Signal from opposite AFC, when the
opposite engine torque is greater than 50% nominal.
The autofeather control is located on the left side of the
front inlet case. The AFC operates the followings: Inhibit/reset: A cockpit switch: when “ON”, disables
• Autofeather system outputs from AFC except of the torque output. When
• Intercompressor bleed valve. switched “OFF”, the AFC is reset.
• Overspeed governor reset solenoid
• Provides torque indication PLA opposite: Signal from opposite AFC when the PLA
is in take-off position.
The AFC, operating on 28 VDC, monitors the engine
condition through various inputs, both airframe and ENGINE INPUTS
engine, as follows:
Ambient pressure: Measured by a transducer installed
AIRFRAME INPUTS in the AFC.
Autofeather switch on/off: To activate the autofeather Differential inlet pressure (P1.8): The difference
system. between P0 and P TOTAL (due to ram effect of
airspeed). It is measured by a transducer installed in the
Autofeather test: When the autofeather switch is AFC.
pressed, the propeller is automatically feathered (within
1/6 second). High Pressure turbine rotor speed (NH): Electrical
signals from pulse pick-up probes installed in the
Cam solenoid switch: Selects between two NH accessory gearbox.
schedules whenever HOT and COLD day cams are
selected. These schedules are used for the operation of PLA SIGNAL: Signal from the Rotary Variable
the Handling bleed valve. Differential Transformer (RVDT) from the MFC.
CLA microswitch for Feather: Signal is produced from Total Inlet Temperature (T1.8): Electrical signal from a
a microswitch in the CLA quadrant in the feather position. “Platinum Resistance Temperature Device (RTD)”
It is used to suppress some of the action taken by the installed in the rear inlet case.
AFC when faults occur.
Fault code reset: This input is selected from the

cockpit. It is used by maintenance personnel to clear
fault storage memory of the AFC.
ENGINE INPUTS (continued)
Overspeed governor reset solenoid: Signal to
Torque and propeller speed (NP): Electrical signals Overspeed Governor Reset Solenoid when the PLA <
from a torque sensor installed in the front inlet case. 19°, CLA not in feather and NH > 50%. This ensures that
the propeller speed never exceeds 1100 RPM NP when
Torque Temperature (TQ): Torque shaft environment in reverse.
temperature from the torque sensor.
Torque and PLA High: To signal the opposite AFC, that
Torque shaft characterization plug: A torque bias and torque and power lever (PLA) are consistent with take-off
gain are applied to the torque shaft input to correct for power.
any differences in torque shaft stiffness due to varying
physical properties. Torque output: Signal to Aircraft “Remote Signal
Processing Unit” (RSPU) for cockpit torque indication.
AFC OUTPUTS
NOT ARM lamp: Signal to cockpit light to indicate the

autofeather is not armed
Autofeather signal: Signal to airframe autofeather

relays, when AFC detects an engine major power loss, to
feather propeller and simultaneously close the firewall
fuel shut-off valve.
Fault Code: List of fault codes available from the

ARINC 429 Data Readout.
Fuel Shut-off Valve: Terminates engine fuel flow, via

shut-off valve, during an autofeather sequence.
HBOV control: Signal sent to the Intercompressor

Bleed Valve to provide engine surge free protection.
LH OR RH HBV Caution Message: A cockpit caution

light when the Intercompressor bleed valve (HBOV) is
inoperative and possible loss of autofeather function.
AUTOFEATHER SYSTEM • 0.5 seconds after triggering, the autofeather solenoid
energizes and activates the following:
The autofeather system, when armed, provides • Energize the feather solenoid.
automatic propeller feathering should an engine failure • Energize the auxiliary pump.
occur during take-off, landing, water scooping or • Close the Fuel shut-off valve.
water bombing run.
AUTOFEATHER TEST
Arming The autofeather system test can be carried out with the
• Press IN Autofeather switch-light. engines shutdown, for electric circuit operation, or with
• Both PLA’s above “enable” point (This position is the engines operating, for a functional check of the
determined by AFC and varies with OAT). autofeather system.
• Torque of both engines equal or exceed 50%
depending of OAT. Autofeather test procedure with both engines running :
Disarming condition 1. Set the power levers to ground idle position.

If one of the following conditions occurs, the system will 2. Condition levers at Max.
disarm automatically: 3. Select the A/F switch-light ON: The “SEL” and
• Press Autofeather switch-light OFF. “Not Armed” lights will illuminate.
• If either PLA is retarded below the “enable” point. 4. Select the right or left A/F test switch. This will
• Both engine torque levels drop below 50%. result in:
• Either AFC sensing internal failure. a) Opposite torque display = 54 %
b) The “Not Armed” light extinguishes.
Autofeather trigger (FAIL) c) After 0.5 second delay, the feather
The autofeather system will trigger automatically if all the sequence is initiated (on the side of the
following conditions are met: test).
d) A/F test relay is energized to prevent
• The system is armed.
closing of the firewall fuel shut-off valve.
• One engine torque drops below 25% while PLA is
5. Repeat same steps for opposite engine.
above “enable” point.
6. Releasing the test switch will return the system to
• The other engine is above the arm torque level and its normal and the propeller will unfeather.
PLA is above “enable” point.
Note: The same test can be conducted with the engine
Sequence after autofeather triggered. not running, however, in this particular case, the 0.5
• The “Not Armed” light illuminates. second time delay will be inhibited.
• Autofeather solenoid of the opposite engine is
inhibited
FAULT DETECTION AND INDICATION Erase Fault Codes
When the electronic control system faults are rectified,

Introduction erase the fault codes from the AFC as follows:
The AFC has a sophisticated Built-In-Test feature which NOTE: The engine must be shut down and the electrical
enables it to monitor itself and its sensors. When it power on.
detects a fault in the system it will signify this by the
appropriate accommodation; HBOV inoperative lamp, 1. Position power lever at Flight Idle.
Autofeather lamp or storage of the fault code. 2. Set Fault code switch to reset and hold for 10
seconds.
The AFC can store up to 8 fault codes. Faults code 3. Flip Reset/Inhibit switch to inhibit then to reset.
appear in order of occurrence.
An ARINC 429 Data Bus Receiver is required to retrieve

the information from Autofeather ARINC 429 Data
Readout Panel. All recorded faults are recorded as a
fault code.
The actions required to locate and rectify problems with

the engine are located in the Maintenance Manual Fault
Isolation chapter. Here is a summary:
1. Record the fault codes displayed on the ARINC 429
receiver.
2. Check that all electrical connectors are installed
correctly and free from moisture.
3. Check that Power and Condition Levers are set and
rigged correctly.
4. Check the electrical circuits using the standard
equipment as recommended by the airframe manual.

PROPELLER CONTROL SYSTEM OVERVIEW PROPELLER CONTROL HIGH PRESSURE OIL PUMP
The Propeller Control System controls the propeller The spur gear-type oil pump supplies oil (from engine) at
speed by modulating the propeller pitch with hydraulic high pressure to the propeller control hydraulic actuator.
actuation. The propeller control system interfaces with The pump is located on the right hand mounting pad of
the Engine Control System to complete the configuration the reduction gear box accessory drive cover, with the
of the entire power plant control system. propeller overspeed governor installed on the pump. The
pump has of a spur gearshaft eccentrically located in
Note: The PCU (propeller control unit) is not supplied a gerotor-type gear (Pre-SB20731) or two spur gears
with the engine but is supplied by the airframe (Post-SB20731).
manufacturers.
The pump is rotated by the second stage reduction gear
REFER TO AIRFRAME MANUALS FOR DETAILS OF and boosts the oil pressure from the engine’s auxiliary oil
THE PROPELLER SYSTEM. tank located in the gearbox rear housing. The pump
contains a pressure relief valve to regulate output and a
THIS CHAPTER ONLY COVERS THE UNITS check valve to prevent reverse flow.
SUPPLIED BY P&WC; HIGH PRESSURE PUMP AND
OVERSPEED UNIT. Pressure relief valve controls pressure at 950 ± 50 psi.
TRAINING USE ONLY OVERSPEED HYDRAULIC PUMP 12.2

PROPELLER OVERSPEED GOVERNOR The hydraulic portion of the governor is set to limit the
steady-state overspeed at:
Function
The propeller overspeed governor is a backup system
only which protects the propeller from an overspeed. ATP: ........................................... 103% NP
POST-SB21089........................... 104% NP
Functions
There are three functions in the unit:
ATR:
• Hydraulic overspeed protection. PW121A: ..................................... 102% NP
• Pneumatic overspeed protection. PW124B (PRE-SB20903): .......... 103% NP
• Reset solenoid to test the O/S governor. PW124B (POST-SB20903): ........ 104.8% NP
PW127 (FOUR BLADED PROP):105% NP
The propeller overspeed governor is a hydromechanical
unit installed on the PCU hydraulic pump. The governor
monitors propeller speed (NP) and, in the event of an CANADAIR:................................. 1236 RPM NP
overspeed, bleeds pressure oil via the PCU selector
valve from the metered side of the propeller servo piston. DASH 8: ...................................... 1248 RPM NP
Blade angle increases (loading the power turbine) and
NP reduces.
Hydraulic Section
If this speed is exceeded, governor flyweight force

overcomes spring pressure. The flyweights move out,
lifting valve, allowing oil to drain and increasing propeller
blade angle. When speed falls to a point where spring
pressure exceeds flyweight force, the valve moves down,
restoring the flow of pressure oil to the selector valve and
the PCU to normal functioning.

PNEUMATIC SECTION
Function Canadair Feature
This operation is a backup protection to the overspeed In reverse mode, the propeller speed governor and
governor hydraulic section. overspeed governor no longer supply propeller RPM
(NP) control; blade angle is directly controlled by the
Operation power lever. To prevent the propeller from overspeeding
to 109% in reverse mode, the AFC supplies an output
If the primary overspeed protection fails, the governor signal to the overspeed governor which energizes the
flyweight force increases as NP increases and lifts the speed reset solenoid. The speed reset limits propeller
pilot valve further to open the Py air bleed. This bleeds RPM to 1100 RPM (91,7%) in reverse mode.
Py from the MFC (MFCU), causes fuel flow and power to
decrease and prevent NP from overspeeding. This
supplies the primary overspeed protection in the
propeller reverse region where the hydraulic governing
is inhibited.
The pneumatic orifice begins to open at:
ATP: ............ 115% NP

ATR:............ 107.5% NP
CANADAIR: 1308 RPM NP OR 1100RPM IN REVERSE
DASH 8: ...... 1308 RPM NP

Function Reset speed:
• Enables overspeed governor operation to be tested. ATR: .......................80% NP

ATP: .......................80% NP
Description CANADAIR:............1100 RPM NP
DASH 8: .................960 RPM NP
The governor is equipped with a reset solenoid valve to
allow overspeed governor operation testing at lower
propeller speed. The valve is activated via a cockpit
switch supplying 28 VDC.
CANADAIR: The AFCU also activates this solenoid

valve in the reverse range to limit the NP to 1100 RPM.
Operation
When energized, the valve opens, allowing pressure oil

to alter the position of the speed reset adjuster. Speeder
spring compression is reduced by the upward movement
of the adjuster and integral spring seat, which acts
against the speed reset spring. Reduced spring force
allows the flyweights to move out at a lower speed to
simulate an overspeed condition. When the solenoid is
de-energized, the oil supply to the adjuster bore is cut
off, allowing the governor to function normally.

PROPELLER CONTROL SYSTEM OVERVIEW PROPELLER OVERSPEED GOVERNOR
The Propeller Control System controls the propeller Function

speed by modulating the propeller pitch with hydraulic
actuation. The propeller control system interfaces with The propeller overspeed governor is a backup system
the Engine Control System to complete the configuration which protects the propeller from an overspeed.
of the entire power plant control system.
Functions
Note: The PEC (Propeller Electronic Control) is not
supplied with the engine but is supplied by the airframer. There are three functions in the unit:
• Hydraulic overspeed protection: 105% NP.
REFER TO AIRFRAME MANUALS FOR DETAILS OF • Pneumatic overspeed protection: 108% NP.
THE PROPELLER SYSTEM. THIS CHAPTER ONLY • Reset solenoid to test the O/S governor.
COVERS THE UNITS SUPPLIED BY P&WC; HIGH
PRESSURE PUMP AND OVERSPEED UNIT. The propeller overspeed governor is a hydromechanical
unit. The governor monitors propeller speed (NP), and in
the event of an overspeed, bleeds pressure oil via the
PROPELLER CONTROL HIGH PRESSURE OIL PUMP PCU selector valve from the metered side of the
propeller servo piston. Blade angle increases (loading
The overspeed governor has an integral high pressure oil the power turbine) and NP reduces.
pump. The unit is located on the right hand mounting pad
of the reduction gear box accessory drive cover. The
pump has of two spur gears. The unit is rotated by the
second stage reduction gear and the pump boosts the oil
pressure from the engine’s auxiliary oil tank located in
the gearbox rear housing. The pump contains a
pressure relief valve to regulate output and a check valve
to prevent reverse flow.
Pressure relief valve controls pressure at 990 psi

HYDRAULIC SECTION
If NP exceeds 105%, the governor flyweight force

overcomes spring pressure. The flyweights move out,
lifting valve, allowing oil to drain and increasing propeller
blade angle. When speed falls to a point where spring
pressure exceeds flyweight force, the valve moves down,
restoring the flow of pressure oil to the selector valve and
the PEC to normal functioning.
PNEUMATIC SECTION
Function
This operation is a backup protection to the overspeed

governor hydraulic section.
Operation
If the primary overspeed protection fails, the governor

flyweight force increases as NP increases and lifts the
pilot valve further to open the Py air bleed. This bleeds
Py from the MFC, causes fuel flow and power to
decrease and prevent NP from overspeeding. This
supplies the primary overspeed protection in the
propeller reverse region where the hydraulic governing
is inhibited.
The pneumatic orifice begins to open at: 108 % NP.

Function Operational Test

Refer to Engine Maintenance Manual, 72-01-50 section
• Enables overspeed governor operation to be tested. 500.
Description
The governor is equipped with a reset solenoid valve to

allow overspeed governor operation testing at lower
propeller speed. The valve is activated via a cockpit
switch supplying 28 VDC.
Operation
When energized, the valve opens, allowing pressure oil

to alter the position of the speed reset adjuster. Speeder
spring compression is reduced by the upward movement
of the adjuster and integral spring seat, which acts
against the speed reset spring. Reduced spring force
allows the flyweights to move out at a lower speed to
simulate an overspeed condition. When the solenoid is
de-energized, the oil supply to the adjuster bore is cut
off, allowing the governor to function normally.
Reset Overspeed governor:

Hydraulic reset:............................ 56% NP
Pneumatic reset: ......................... 66% Np

FLOW DIVIDER 73 - 10 - 03 N1 SPEED SENSOR 77 - 10 - 01
FUEL FILTER 73 - 10 - 05 N2 SPEED SENSOR 77 - 10 - 01
FUEL DRAIN VALVE 73 - 10 - 06 T1/T5.1 WIRING HARNESS 77 - 20 - 01 & 77 - 20 -02
FUEL CONTROL UNIT 73 - 20 - 01 OIL FILTER 79 - 20 - 01
SPARK IGNITER 74 - 10 - 01 PAV / COLD START VALVE 79 - 20 - 01
ANTI - ICING SOLENOID VALVE 75 - 10 - 01 OIL PUMP ASSEMBLY 79 - 20 - 02
COMPRESSOR BLEED VALVE 75 - 30 - 01 OIL FILLER CAP ASSEMBLY 79 - 30 - 03
BLEED VALVE TORQUEMOTOR 75 - 30 - 01 X X
PW100 VIDEO CLIPS

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FOR P&WC EMPLOYEE TRAINING ONLY

1 ENGINE OVERVIEW 7 ENGINE INDICATING SYSTEM

2 COLD SECTION 8 IGNITION

3 HOT SECTION 9 PERFORMANCE

4 GEARBOX 10 FUEL SYSTEM

5 OIL SYSTEM 11 ELECTRONIC SYSTEM

6 SECONDARY AIR SYSTEM 12 PROPELLER SYSTEM

INTRODUCTION CHAPTER 3: Hot Section

CHAPTER 1: Engine Overview CHAPTER 4: Gearboxes

FOR TRAINING USE ONLY INTRODUCTION V

FOR TRAINING USE ONLY INTRODUCTION VI

CHAPTER 12: Propeller Overspeed Governor and Hydraulic

ATP, ATR, DASH8, CANADAIR......................12.1

FOR TRAINING USE ONLY INTRODUCTION VII

PW100 ENGINE MODELS COVERED IN THIS MANUAL

Aircraft model abbreviation description:

ATP: .................................................. Jetstream Aircraft ATP

FOR TRAINING USE ONLY VIII

EMB 120 DASH 8-300 DORNIER 328

1300 RPM 1200 RPM 1300 RPM

DASH 8-100 FOKKER 50 ATR 72-210

PW100 SERIES COMMONALITY

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FOR TRAINING USE ONLY IX

PW118 PW118 A PW119 PW119A PW119B PW119C

PW120 PW121 PW121 A

PW120A PW121 TO PW124

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FOR TRAINING USE ONLY X

DERIVED FROM PW124

PW124 MECHANICALLY SIMILAR

MECHANICALLY SIMILAR MECHANICALLY SIMILAR MECHANICALLY SIMILAR

PW125 PW125A PW126

GENEALOGY MECHANICALLY SIMILAR

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FOR TRAINING USE ONLY XI

FOR TRAINING USE ONLY XII

FOR TRAINING USE ONLY XIII

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FOR TRAINING USE ONLY 1.3

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FOR TRAINING USE ONLY 1.5&1.11

FOR TRAINING USE ONLY 1.7

GAS GENERATOR CASE

B FRONT INLET CASE C REAR INLET CASE D E F K

TURBINE SUPPORT CASE

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FOR TRAINING USE ONLY 1.9

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FOR TRAINING USE ONLY 1.11

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FOR TRAINING USE ONLY 1.12

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FOR TRAINING USE ONLY 1.13

PW123 LEFT FRONT VIEW

FOR TRAINING USE ONLY 1.16

PW123 RIGHT REAR VIEW

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FOR TRAINING USE ONLY 1.17

PW124B/127 LEFT FRONT VIEW

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FOR TRAINING USE ONLY 1.18

PW124B/127 RIGHT REAR VIEW