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MAINTENANCE MANUAL

TURBOPROP ENGINE

MODELS
WALTER M601E
WALTER M601E-21

MANUAL PART No. 0982055

FOURTH REVISED EDITION

ISSUED JULY 1, 2003

This Manual was approved and signed in Czech by:

Oldřich Matoušek Milan Cibulka


Development Director Civil Aviation Authority
of the Czech Republic
Date: October 30, 2003 Date: December 8, 2003

WALTER a.s.
PRAHA 5 - JINONICE
CZECH REPUBLIC
 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

GENERAL CONTENTS
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MANUAL PART No. 0982055

GENERAL CONTENTS

Section 00 INTRODUCTION
00.00.00 INTRODUCTION
1. General
2. Customer Support Dpt.
3. Safety of Work
00.01.00 REVIEW OF INDIVIDUAL SECTIONS
00.02.00 HOW TO USE THIS MANUAL
- General
- The concept of dividing this Manual
- Revisions

AIRWORTHINESS LIMITATIONS
1. General
2. WALTER M601E and M601E-21 Turboprop Engine Operation Limits
3. Equivalent Cyclic Life (N) of New Critical Parts

Section 5 INSPECTIONS
5.00.00 INSPECTIONS
1. General
5.05.00 TIME BETWEEN OVERHAULS (TBO)
1. Time Between Overhauls (TBO)/Repairs
2. Extension of the TBO
5.10.00 SCHEDULED INSPECTIONS
1. General
2. Review of Individual Scheduled Inspection Types
3. Allowed Replacement of Appliances and Engine Parts During Operation
5.20.00 UNSCHEDULED INSPECTIONS
1. General
2. Unscheduled inspections

Section 72 TURBOPROP ENGINE


72.00.00 ENGINE ASSEMBLY, COMPLETE
- General
72.01.00 ENGINE LAYOUT AND ITS FEATURES
- Description and operation
72.01.01 BASIC TECHNICAL DATA
- Description and operation
72.01.02 PERFORMANCE
72.01.03 POWER RATINGS
- Description and operation

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72.01.04 ENGINE AND AIRFRAME EQUIPMENT ENSURING ENGINE OPERATION


- Description and operation
72.02.00 ENGINE INSTALLATION
- Description and operation
- Troubleshooting
- Installation and removal
- Inspections after installation
- Inspections of the engine instruments fastening
- Inspection of electric installation of the engine instruments
- Transportation
- Unpacking of the WALTER M601 engine from a metallic transport container
- Engine transportation
72.02.01 PREPARATION FOR THE FIRST ENGINE STARTING
- Procedure
72.03.00 OPERATIONAL ABILITY
- Description and operation
- Troubleshooting
- Engine preheating
- Basic operations
- Verifying the parameters
- Engine test program
- Engine turning
- Turning the generator rotor
- Turning the power turbine rotor
- Washing the compressor
- Storing of the engine
- Engine de-preservation
- Installed engine preservation
- Engine preservation for a period up to 30 days
- Engine preservation for a period of 30 days to 3 months
- Engine preservation before its removal from the airframe
- Preservation of the fuel control system
- De-aerating device installation
72.03.01 TOOLS
- Description and operation
72.09.00 ENGINE PROPER
- Description and function
72.10.00 REDUCTION GEAR BOX
- Description and function
- Troubleshooting
- Servicing
- Replacement of the LUN 133.12-8 propeller speed transmitter
72.11.00 REDUCTION GEAR BOX
- Description and function

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72.12.00 COUNTERSHAFT CASING


- Description and function
72.12.01 THE COUNTERSHAFT CASING ASSEMBLY
- Description and function
72.12.02 TORQUEMETER SYSTEM
- Description and function
72.13.00 THE REDUCTION GEAR BOX OIL SYSTEM
- Description and function
- Servicing
72.20.00 AIR INTAKE ASSEMBLY OF THE ENGINE
- Description and operation
72.21.00 AIR INTAKE CASING
- Description and operation
72.22.00 AIR BAFFLES
- Description and operation
- Troubleshooting
- Servicing
- Inspection of engine air baffles
72.23.00 AIR INTAKE PROTECTION
- Description and operation
- Troubleshooting
- Servicing
- Removal and installation of the intake protective screen
- Intake protective screen - inspection
72.30.00 COMPRESSOR
- Description and operation
72.31.00 AXIAL COMPRESSOR
- Description and operation
- Troubleshooting
- Servicing
- Compressor 1st stage rotor blades - inspection
72.31.01 STATOR OF THE AXIAL COMPRESSOR
- Description and operation
72.31.02 ROTOR OF THE AXIAL COMPRESSOR
- Description and operation
72.31.03 AIR BLEED CASING
- Description and operation
72.32.00 CENTRIFUGAL COMPRESSOR
- Description and operation
72.32.01 CASING OF THE CENTRIFUGAL COMPRESSOR
- Description and operation

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72.32.02 REAR WALL


- Description and operation
72.32.03 ROTOR OF THE CENTRIFUGAL COMPRESSOR
- Description and operation
72.33.00 ENGINE MOUNTING SYSTEM
- Description and operation
- Troubleshooting
- Servicing
- M601-907.9 engine mounts - replacement
- The M601-907.9 engine mounts - inspection of the rubber blocks
72.40.00 COMBUSTION CHAMBER
- Description and operation
72.41.00 FLAME TUBE
- Description and operation
- Detailed visual inspection of flame tubes using endoscope
72.42.00 FUEL SUPPLY
- Description and operation
72.43.00 SEALS AND SHIELD
- Description and operation
72.50.00 TURBINES
- Description and operation
72.51.00 GENERATOR TURBINE
- Description and operation
- Detailed inspection of gas generator turbine nozzle guide vane ring using
endoscope
- Inspection of gas generator turbine rotor blades using endoscope
72.52.00 POWER TURBINE
- Description and operation
- Detailed visual inspection of power turbine blades using endoscope
72.53.00 COOLING AND TEMPERATURE MEASUREMENT
- Description and operation
72.60.00 ACCESSORY GEAR BOX
- Description and operation
- Troubleshooting
- Servicing
- Generator turbine speed transmitter - replacement
72.61.00 ACCESSORY GEAR BOX ITSELF
- Description and operation
72.62.00 DRIVE OF ACCESSORIES
- Description and operation
- Troubleshooting
- Replacement of shaft packing rings of the starter-generator drive, hydraulic
pump drive, alternator gear box drive and of the gas generator rotor and
propeller speed transmitters drive

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72.63.00 THE ACCESSORY GEAR BOX OIL SYSTEM


- Description and operation
72.63.10 OIL TANK
- Description and operation
72.63.20 OIL SYSTEM DE-AERATION
- Description and operation
72.90.00 EXHAUST SYSTEM
- Description and operation
72.91.00 OUTLET DUCT
- Description and operation
72.92.00 OUTLET CHANNEL LINER INCLUDING THE CONTAINMENT RING
- Description and operation
72.93.00 POWER TURBINE ROTOR SUPPORT ASSEMBLY
- Description and operation

Section 73 FUEL SYSTEM


73.00.00 FUEL SYSTEM
- General
73.10.00 FUEL SUPPLY SYSTEM
- Description and operation
- Troubleshooting
- Servicing procedures
73.11.00 FUEL MANIFOLD
- Description and operation
- Troubleshooting
- Fuel system - check on tightness
73.12.00 FUEL DRAINAGE
- Description and operation
- M601-830.7 drain valve - replacement
73.20.00 FUEL CONTROL SYSTEM
- General
- Function
- Function of individual circuits of the fuel control system
73.21.00 FUEL CONTROL UNIT
- General
- Description
- Troubleshooting
- Servicing technology
- FCU de-preservation
- De-aeration of the LUN 6590.05-8 fuel control unit
- LUN 6590.05-8 fuel control unit - replacement
- Permitted adjustment of FCU fitted on the engine which can be performed by
trained - in personnel of the user
- Adjustment of engine starting

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- Adjustment initial phase of engine starting


- Adjustment of the ground idling speed
- Adjustment of the speed controlled by speed governor
- Permitted adjustment of the FCU fitted on the engine which can be
performed by personnel of organization appointed to FCU services
- Adjustment in case of slow acceleration up to approximately nG = 90 %
- Adjustment of acceleration in case of in-flight surging in the range of nG = 80
to 100 %
- Adjustment in case of slow acceleration above nG = 88 %
- Adjustment of the generator altitude idling speed
- Check on operation of the elastic stop - control element 47
- Adjustment of the emergency circuit
- Adjustment of engine starting by means of adjustment of the pressure
difference valve on the automatic starting unit
- Adjustment of the ground idling speed when the possibilities of permissible
adjustment by means of elements 40 and 39 have been exhausted
- Adjustment of the fuel flow rate increase at the start of acceleration
- Adjustment of the acceleration time
- Adjustment of the generator acceleration
- Adjustment of maximum fuel flow
- Procedure in case of acceleration terminated by large overshooting of the
generator speed
- Check and adjustment of maximum generator speed by means of the
technological stop
- Operations that are allowed to be performed on the FCU
- Preservation and storage of the FCU
73.22.00 FUEL PUMP
- Description
- Troubleshooting
- Servicing technology
- De-preservation of the fuel pump
- LUN 6290.04-8 fuel pump - replacement
- Washing and check of the fuel strainer after 300 hours of operation
- Operations permitted to be performed on the fuel pump
- Preservation and storage of the fuel pump
- Measures to be taken during breaks in the fuel pump operation
73.30.00 MONITORING INSTRUMENTS
- Description and operation

Section 74 IGNITION
74.20.00 IGNITION SYSTEM
- LUN 2201.03-8 low voltage ignition system
- Description and operation
- UNISON ignition exciter
- General
- Description and operation
- Adjustment/Test
- Instruction for installation of LUN 2201.03-8

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74.21.00 IGNITION UNIT


- LUN 2201.03-8 ignition unit including the spark gap
- Description and operation
- UNISON ignition exciter
- Description and operation
- Troubleshooting
- UNISON ignition exciter - maintenance procedures
- Maintenance of the LUN 2201.3-8 low voltage ignition system
- LUN 2201.03-8 ignition system - replacement of
- UNISON 9049765-1 ignition exciter - replacement of
- Making ready the Paltest JT 200 T tester for adjusting and checking the ignition
systems
- Maintenance and adjustment of the contact breaker in the LUN 2201.03-8 ignition
system
- Test of the 14 UA 41/R discharge gap for the LUN 2201.03-8 ignition system and
its adjustment
- Storage, depreservation and overpreservation of LUN 2201.03-8 ignition system
74.22.00 SPARK PLUG
- N25F-3 low voltage spark plug
- Description and operation
- CHAMPION CH 34630 spark igniter
- Description and operation
- N25F-3 spark plug
- Servicing
- CHAMPION CH 34630 spark igniter
- Servicing
- Replacement of the low voltage spark plug
- Testing the N25F-3 spark plugs
- CHAMPION CH 34630 spark igniter - inspection of
74.23.00 INTERCONNECTING CABLES
- Interconnecting cables for LUN 2201.03-8 ignition system
- Description and operation
- Ignition cables - UNISON
- Description and operation
- Troubleshooting
- Ignition cables - UNISON - Maintenance practices
- Check of the interconnecting cables
74.30.00 TORCH IGNITERS
- Description and operation
- Troubleshooting
- Replacement of the M601-208.9 igniters
74.31.00 TORCH IGNITER
- Description and operation
- Fuel nozzle
74.32.00 FLASH TUBE
- Description and operation
74.40.00 STARTING CYCLE
- Description and operation

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Section 75 AIR BLEEDS


75.00.00 AIR BLEEDS
- General
- Description and operation
75.20.00 COOLING AND LABYRINTH SEALS CHOKING
- Description and operation
75.21.00 AIR FOR ENGINE HOT PARTS COOLING
- Description and operation
75.22.00 AIR BLEED FOR LABYRINTH SEALS CHOKING
- Description and operation
75.30.00 AXIAL COMPRESSOR AIR BLEED
- Description and operation
75.31.00 AIR BLEED VALVE
- Description and operation
- Troubleshooting
- Servicing technology
- Replacement of the M601-19.4 air bleed valve
- The M601-19.4 air bleed valve - washing
- Check of compressor bleed valve function when engine is at rest
75.32.00 AIR BLEED FOR AUTOMATIC CONTROL
- Description and operation
75.50.00 AIR BLEED FOR AIRCRAFT NEEDS
- Description and operation

Section 76 CONTROL SYSTEM


76.00.00 ENGINE CONTROLS
- General
- Description and operation
76.10.00 POWER CONTROL
- Description and operation
- Troubleshooting
- Checking and adjustment of basic position of the engine control lever on the
LUN 6590.05-8 FCU
- Checking and adjustment of the „V3“ clearance
- Checking and adjustment of the airframe pull rod length
- Checking and adjustment of the travel of the „BC“ lever of propeller speed
governor
- Checking and adjustment of the switching-on/off points of the automatic
feathering switch on the engine control lever
- Checking and adjustment of the coincidence of the double-lever mark with the
mark on the double-lever bracket
- Adjustment of the fuel shut-off valve actuating lever
- Checking and adjustment of the reverse thrust power
- Checking smooth motion and lubrication of ball joints of the engine controls
- Lubrication of the automatic feathering switch lever
- Lubrication of the pin of the automatic feathering switch lever

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76.30.00 SYSTEM OF INTEGRATED ELECTRONIC LIMITERS OF CRITICAL


PARAMETERS
- Purpose, brief technical description and functioning of the system
- Operating values of parameters subjected to limitation (calculated)
- Troubleshooting
- Inspection of the LUN 1476-8 pressure switch of the torque limiter
- Inspection of the LUN 3280-8 pressure switch of automatic feathering system
- Detection of faults - functioning failures - of the system of integrated limiters
- Verifying the LUN 5260.04 IELU fault
76.40.00 Checking the function of the system of automatic feathering and rolling

Section 77 INSTRUMENTS FOR MONITORING


77.00.00 ENGINE MONITORING
- General
- Description and operation
77.10.00 POWER MONITORING INSTRUMENTS
- Technology of servicing
77.11.00 THE LUN 1540.02-8 AND LUN 1539.02-8 TORQUE INDICATOR SET
TORQUE 0 TO 120 %
- Description and operation
- LUN 1540.02-8 torquemeter pressure transmitter - replacement of
- LUN 1539.02-8 Torque indicator replacement of
- The LUN 1540.02-8 torque transmitter and the LUN 1539.02-8 indicator
revision after 1000 hours
- Calibration of the torque indicator set: LUN 1539.02-8 torquemeter
indicator/LUN 1540.02-8 torquemeter transmitter
77.13.00 THE LUN 1333.12-8 INTEGRATED GENERATOR AND PROPELLER SPEED
TRANSMITTER
- Description and operation
77.15.00 THE LUN 1476-8 TORQUE LIMITER PRESSURE SWITCH
- Description and operation
- The LUN 1476-8 torque limiter pressure switch - replacement of
- Adjustment of the LUN 1476-8 pressure switch
- Check on adjustment of torque channel
77.20.00 TEMPERATURE MEASURING INSTRUMENTS
- Description and operation
- Servicing
77.21.00 LUN 1377-8 INTERTURBINE TEMPERATURE TRANSMITTER
- Description and operation
- Interturbine temperature transmitter
The LUN 1377-8 thermocouples - replacement of

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77.22.00 LUN 1358-8 TRANSMITTER OF ELECTRIC RESISTANCE OIL


THERMOMETER
- Description and operation
- LUN 1358-8 electric resistance thermometer transmitter - replacement of
- Inspection of the LUN 1358-8 electric resistance thermometer transmitter
77.40.00 PRESSURE MONITORING INSTRUMENTS
- Description and operation
- Servicing
77.41.00 LUN 1559-8/LUN 1559.01-8 FUEL PRESSURE TRANSMITTER
- Description and operation
- The LUN 1559-8/LUN 1559.01-8 fuel pressure transmitter - replacement of
77.42.00 LUN 1558-8/LUN 1558.01-8 OIL PRESSURE TRANSMITTER
- Description and operation
- LUN 1558-8/LUN 1558.01-8 oil pressure transmitter - replacement of
77.43.00 1.25K LUN 1469.32-8 PRESSURE SWITCH
- Description and operation
- Replacement of the 1.25K LUN 1469.32-8 pressure switch
(minimum oil pressure signaller)

77.44.00 LUN 1581-8 MINIMUM OIL LEVEL SIGNALLER


- Description and operation
- The LUN 1581-8 minimum oil level signaller - replacement of
77.50.00 CRITICAL PARAMETERS LIMITING INSTRUMENTS
- Description and operation
- Servicing
77.51.00 LUN 5260.04 INTEGRATED ELECTRONIC LIMITER UNIT
- Troubleshooting
- LUN 5260.04 Integrated Electronic Limiter Unit (IELU) - Servicing
- The LUN 5260.04 Integrated Electronic Limiter Unit (IELU) - repairs of
- Instruction for instruments storage
- Instruments transportation
77.52.00 LUN 3280-8 PRESSURE SWITCH FOR AUTOMATIC PROPELLER
FEATHERING
- Description and operation
- The LUN 3280-8 automatic propeller feathering pressure switch - replacement of
77.55.00 LUN 5260.02 INTEGRATED ELECTRONIC LIMITER UNIT (IELU)
- Description and operation
- The LUN 5260.04 integrated electronic limiter unit - removal and installation of
- The LUN 5260.04 integrated electronic limiter unit, adjustment and testing
- Integrated electronic limiter unit check using the „TEST“ circuit
- Check on operation of the Integrated Electronic Limiter Unit
77.56.00 LUN 5223 generator speed derivative element - check of

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Section 78 EXHAUST SYSTEM


78.10.00 EXHAUST NOZZLES
- Description and operation
- Troubleshooting
- Exhaust nozzle-replacement of - left M601-418.7
- right M601-419.7
- Exhaust nozzle-visual inspection
- Exhaust nozzle repair
- Welding of exhaust nozzle cracks

Section 79 OIL SYSTEM


79.00.00 LUBRICATION SYSTEM
- Description and operation
79.10.00 ENGINE LUBRICATION SYSTEM
- Description and operation
- Troubleshooting
- Engine magnetic plugs - check
- Cleaning and replacement oil filter cartridge. Evaluation of the retained metal
abrasive wear.
79.20.00 LUBRICATION SYSTEM MANIFOLDS
- Description and operation
- Lubrication system-check on tightness
- Engine and accessories - check on tightness
79.30.00 MONITORING INSTRUMENTS
- Description and operation
79.40.00 LUBRICATION SYSTEM ADJUSTMENT
- Description and operation
79.50.00 OIL FILTERING
- Description and operation
- Oil quantity check, oil replenishment
- Filling the engine with oil, lubrication system de-aerating
- Engine oil discharging

Section 80 STARTING
80.00.00 STARTING SYSTEM
- General
- Description and operation
- Troubleshooting
- Engine starting at periodic inspections
- Check of the integrated electronic limiter function
(INTEGRATED ELECTRONIC LIMITER UNIT - IELU)
- Engine shut down
- Motoring run
80.10.00 ROTATING UP
- Description and operation

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80.11.00 STARTER/GENERATOR
- Description and operation
- Troubleshooting
- Replacement of the LUN 2132.02-8 starter/generator
- Test of the LUN 2132.02-8 starter/generator
- Repair of commutator surface by re-turning
- Armature removal
- Repair of commutator
- Balancing of rotor
- Armature installation

Section 82 WATER INJECTION


82.00.00 WATER INJECTION
- General
- Description and operation
82.01.00 REQUIRED PROPERTIES OF WATER
- Description and operation
82.20.00 SPRAY RING
- Description and operation
- Preservation of the injection system

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00

INTRODUCTION
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RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.

DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED SECTIONS INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

00 „RECORD OF REVISIONS“
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DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED SECTIONS INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

00 „RECORD OF REVISIONS“
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REVIEW OF EFFECTIVE PAGES

Section - Section -
subsection Page Date subsection Page Date
point point

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Revisions“ 1 Jul 1, 2003
2 Jul 1, 2003

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Effective Pages“ 1 Jul 1, 2003
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00.00.00 1 Jul 1, 2003


2 Jul 1, 2003
3 Jul 1, 2003
4 Jul 1, 2003

00.01.00 1 Jul 1, 2003


2 Blank Jul 1, 2003

00.02.00 1 Jul 1, 2003


2 Jul 1, 2003
3 Jul 1, 2003
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CONTENTS
00.00.00 INTRODUCTION
1. General
2. Customer Support Dpt.
3. Safety of Work

00.01.00 REVIEW OF INDIVIDUAL SECTIONS

00.02.00 HOW TO USE THIS MANUAL


- General
- The concept of dividing this Manual
- Revisions

00 „CONTENTS“
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INTRODUCTION

1. General

NOTICE

INFORMATION PRESENTED IN THIS MANUAL, IN ENCLOSED DRAWINGS


AND DIAGRAMS IS ASSIGNED FOR DIRECT USE TO PERSONS AND
ORGANIZATIONS TO WHOM THIS INFORMATION WAS DELIVERED BY
ENGINE MANUFACTURER DIRECTLY OR THROUGH MEDIATORY
PERSONS OR ORGANIZATIONS.

FURTHER REPRODUCTION OF DATA PRESENTED IN THIS MANUAL AND


THEIR TRANSFER TO OTHER ORGANIZATIONS AND PERSONS IS NOT
ALLOWED WITHOUT WRITTEN PERMISSION OF ENGINE
MANUFACTURER.

DATA PRESENTED IN THE MANUAL AND ADDITIONAL DATA OBTAINED


BY AIRCRAFT OPERATOR ARE NOT ALLOWED TO BE USED FOR OTHER
PURPOSE THAN FOR ENGINE MAINTENANCE, PARTS ORDER ETC. IN
CONNECTION WITH THE WALTER M601 ENGINE MODELS.

This manual provides information on engine design, function of individual modules, and
accessories that should be understood for proper and reasonable maintenance. In
addition, procedures are described which could be of advantage as in prevention as in
remedy of failures. Therefore this manual gives the schedule and scope of inspections,
servicing and operations that should be carried out for reliable and trouble-free operation
of the engine.

Maintenance of the WALTER M601 turboprop engines is based on the fact that during the
TBO period no maintenance operations are required - except periodic (mostly visual)
inspections and minor maintenance. Therefore no heavy maintenance, neither hot parts
inspection, etc. is carried out. This is substantiated by endurance testing of the
WALTER M601 engines.

00.00.00
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All described maintenance procedures can be carried out in common working


environment; no special requirements are imposed on equipment. All necessary tools,
aids, spare parts, and consumable material are supplied with the engine.

Nevertheless the described maintenance procedures can be carried out exclusively by


qualified personnel, trained-in for the WALTER M601 engine maintenance.

All inspections and maintenance operations must be recorded in Engine Log Book and
appliance logs.

Further operations than those described in this manual can be carried out only by
personnel fully trained and authorized to technical services.

2. Customer Support Dpt.

Customer Support Dpt. representatives hold contact with customers and airplane
operators. Their services are available for rectification of any specific difficulty or problem.
Request for contact should be addressed to:

WALTER a.s.
Customer Support Dpt.
Jinonická 329
150 07 Praha 5 - Jinonice
Czech Republic

Phone: ++420 25104 2530

Fax: ++420 25721 1430

E-mail: service@walter.cz

Internet http://www.walterengines.com

Spare parts and/or further items should be ordered on the same address.

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3. Safety of Work
Working platforms or stairs are necessary for work on the engine. The personnel must be
equipped with antis lip shoes so that the danger of fall will be reduced to minimum.
The following precautions must be respected when washing the engine as installed in the
airframe:
- Only washing or lacquer petrol can be used for washing parts where petrol is required.
- The airframe must be grounded by connecting a metal part of the undercarriage to
earth.
- Smoking or open fires are forbidden within the distance of 10m.
- Fire extinguishing equipment must be ready at the airplane.
- Storage batteries must be disconnected.
- No further operations may be carried out
- e.g. cleaning the Perspex windows,
- using electric appliances as vacuum cleaners, electric hand drills, etc. Electric hand
lamps should be of an explosion-proof model.
- Personnel working with combustibles must be equipped with antistatic shoes and their
clothing must not be made of synthetic fibres. Cleaning aids, rags, brushes, etc. must
not be made of the synthetic fibres.
- Combustibles must not be poured on concrete floors so that the danger of inflammation
caused by the fall of a metal object will be prevented.
- The quantity of cleaning aids in use must be limited to one litre. Cleaning aids must be
stored in closed metal containers at least 10 m away from the airplane.
Synthetic oils used for engine lubrication are dangerous to health. In case of stained
hands or further parts of the body the stains should be wiped dry immediately; then
washed with clean fuel or petrol, followed by washing in warm water with soap.
Basic hygienic principles should also be respected when handling other lubricants, fuels
and cleaning aids. Stained skin, respiration of vapour etc. should be prevented. Hands
must be washed thoroughly after the work has been finished.
Persons who are not instructed on the procedure related to testing and on results of
unqualified or careless behaviour must not attend testing of engines.
It is also strictly forbidden to stay near the propeller.
Prior to engine testing it is necessary to make ready the fire extinguishing equipment.
Check the free area in front of and behind the airplane. Inform the attending personnel on
the start and on the end of engine test.

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∗∗∗

CAUTION: AS FAR AS THE NAME OF THE ENGINE MODEL IS PRESENTED ON


TABLES OR DIAGRAMS, THESE ARE VALID FOR MARKED MODEL ONLY.
IF THE NAME OF ENGINE MODEL IS MISSING, THE TABLES OR
DIAGRAMS ARE VALID FOR ALL ENGINE MODELS PRESENTED IN THIS
MANUAL.

∗∗∗

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REVIEW OF INDIVIDUAL SECTIONS

Section 00 INTRODUCTION

AIRWORTHINESS LIMITATIONS

Section 5 INSPECTIONS

Section 72 ENGINE

Section 73 FUEL SYSTEM

Section 74 IGNITION

Section 75 AIR BLEED VALVE

Section 76 CONTROLS

Section 77 INSTRUMENTS FOR MONITORING

Section 78 EXHAUST SYSTEM

Section 79 OIL SYSTEM

Section 80 STARTING

Section 82 WATER INJECTION

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HOW TO USE THIS MANUAL

GENERAL

The Maintenance Manual has been written in accordance with the USSR Standard GOST
18675-73. It contains a technical description of engine systems subdivided according to their
function and operation technology prepared in the form of technological instructions.

In-flight operation of the engine is dealt with in the „Operation Manual“ (Manual Part No.
0982404).

The engine airframe installation is described in detail in the „Installation Manual“ (Manual
Part No. 0982502).

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THE CONCEPT OF DIVIDING THIS MANUAL

The Manual is divided into sections that are further divided into subsections and items.

The subdivision is expressed by a numerical index shown in the bottom margin of the page
concerned; this index corresponds to the USSR standard.

Example: 72. 10. 00

Section Subsection Item


Engine Reduction gearbox Void

Pages are numbered separately for each subsection. The page number contains also an
encoded inner division of every subsection into individual themes; this simplifies orientation
and entering of reviews.

Pages are numbered as follows:


General, description and function 1 - 100
Troubleshooting 101 - 200
Servicing technology - general 201 - 300
Standard maintenance in operation 301 - 400
Installation and removal 401 - 500
Adjustment and testing 501 - 600
Inspections and check-ups 601 - 700
Cleaning and painting 701 - 800
Minor repairs 801 - 900
Storing instructions 901 - 1000
Shipping 1001 - 1100

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REVISIONS

The revisions in the Maintenance Manual are introduced in the form of replaceable pages
always accompanied by a new review of effective pages of the chapter concerned. These
are delivered to the users of Manuals together with the „Accompanying List of Revisions”.

The user of the Manual is obliged to check whether the pages in his copy conform to the
review of effective pages filed at the beginning of each chapter.

Pages not entered in the list must be deleted. The corrected or new page carries a new date
of issue.

After having received the revision and inserted it into the manual, the user is required to
enter the revision into the „Record of Revisions“ contained in the manual „INTRODUCTION“
and in the beginning of every section, and to add the date and his signature.

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AIRWORTHINESS LIMITATIONS
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.

DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

AIRWORTHINESS LIMITATIONS „RECORD OF REVISIONS“


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DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

AIRWORTHINESS LIMITATIONS „RECORD OF REVISIONS“


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REVIEW OF EFFECTIVE PAGES

Section - Section -
subsection Page Date subsection Page Date
point point

Airworthiness
Limitations
„Record of
Revisions“ 1 Jul 1, 2003
2 Jul 1, 2003

Airworthiness
Limitations
„Review of
Effective Pages“ 1 Jul 1, 2003
2 Blank Jul 1, 2003

Airworthiness
Limitations
„Contents“ 1 Jul 1, 2003
2 Blank Jul 1, 2003

Airworthiness
Limitations 1 Jul 1, 2003
2 Jul 1, 2003
3 Jul 1, 2003
4 Jul 1, 2003
1 1.7.2003
(in Czech)

AIRWORTHINESS LIMITATIONS „REVIEW OF EFFECTIVE PAGES“


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AIRWORTHINESS LIMITATIONS „REVIEW OF EFFECTIVE PAGES“


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CONTENTS

CHAPTER Page
AIRWORTHINESS LIMITATIONS
1. General 1
2. WALTER M601E and M601E-21 Turboprop Engine Operation Limits 2
3. Equivalent Cyclic Life (N) of New Critical Parts 4

AIRWORTHINESS LIMITATIONS „CONTENTS“


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AIRWORTHINESS LIMITATIONS

The Airworthiness Limitations section is CAA (Civil Aviation Authority of the Czech Republic)
approved and specifies maintenance required under Section 43.16 and 91.403 of the Federal
Aviation Regulations and by any applicable airworthiness or operational rule unless an
alternative program has been CAA approved.

This chapter was approved and signed in Czech by:


Pavel Matoušek, Date: December 8, 2003
Director, Airworthiness Division
CAA of the Czech Republic

1. General

1.1 Engine parts which are exposed to low-cycle fatigue due to cyclic operation of the
engine are presented in Table 1.

1.2 Life limits were CAA of the Czech Republic approved within the type certification
process. Respecting these limits is therefore mandatory to maintain conformity with
approved type design and validity of the airworthiness certification. Changes in part
cyclic life limits shall be approved by the CAA of the Czech Republic.

1.3 Airworthiness regulations require operator to record:

a) Consumption of approved number of flight hours in the course of operation in the


frame of TBO.

b) Consumption of approved number of equivalent flight cycles in the course of


operation in the frame of TBO.

c) Consumption of approved number of years in the course of operation in the frame


of TBO.

As far as the operator does not record the number of engine starts, number of
take-offs or duration of flights into the Engine Log Book he will be penalized as
follows: the missing data will be included in by increased number of engine starts,
take-offs or duration of flights as presented in the Table 2 in the section 5.10.00
SCHEDULED INSPECTIONS.

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1.4 The engine manufacturer (or authorized overhaul facility) gives a warranty that all
parts assembled in the engine that are subjected to the cyclic load have their life
limits (cycles and hours) equal or higher than approved number of hours and cycles
for engine operation during further TBO. During this time it is not allowed for operator
to disassemble the engine or these parts and to carry out the maintenance of inner
parts of the engine.

1.5 If the engine is operated in the way different from the way as supposed in the
paragraph 2. WALTER M601E and M601E-21 Turboprop Engine Operation Limits, or
the operator supposes that the total allowed time limit for take-off rating will be
exceeded or the engine is operated continuously at high ambient temperatures it is
necessary to submit the presumed flight cycle to the engine manufacturer for
analysis. The manufacturer estimates if new Engine Operation Limits determination is
necessary, or not.

2. WALTER M601E and M601E-21 Turboprop Engine Operation Limits

2.1 The No. of equivalent flight cycles is calculated acc. to the following formula:

NE = [Ns + AV (Nv - Ns - NP) + AP . NP] . L [1]

where Ns ....... No. of engine starts (only starts followed by take-off or several
take-offs are considered)

Nv ....... No. of take-offs

NP ....... No. of take-offs, when the ground idling with propeller in feather
position was used before take-off (nG ≥ 60 %; 830 rpm > nV ≥ 320 rpm)

AV ....... abbreviated flight cycles coefficient, i.e. the ground idling speeds of
both gas generator and propeller were used between successive
flights (nG ≥ 60 %; nV ≥ 830 rpm)

AP ....... abbreviated flight cycles coefficient, when the ground idling speed of
gas generator with propeller in feather position was used between
successive flights (nG ≥ 60 %; 830 rpm > nV ≥ 320 rpm)

L ....... flight mission coefficient

AIRWORTHINESS LIMITATIONS
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2.2 Definition of the type flight cycle and the values of the AV, AP a L coefficients:

- for abbreviated flight cycles, i.e. engine idling - take-off - flight - landing with reverse
- engine idling ....... AV = 0.56

- for abbreviated flight cycles, i.e. engine idling with propeller in feather position -
take-off - flight - landing with reverse - engine idling ....... AP = 0.80

- flight mission coefficient ....... L = 1.00

For the type flight cycle is considered:

- aborted landing frequency ....... 0.05

- time of take-off rating use ....... max. 6 % of TBO

- average time of one flight cycle ....... (60 to 30) min

- landing with reverse ....... at each landing

The coefficients AV, AP and L for critical parts of the engine necessary for
recalculation of abbreviated and complete flight cycles of the WALTER M601E and
M601E-21 engines to the equivalent flight cycles in accordance with the formula
presented in Para 2.1 are presented in the Table 1.

The Table is used for determination of number of equivalent flight cycles of critical
parts at engine overhaul.

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3. Equivalent Cyclic Life (N) of New Critical Parts

Abbreviated
Part Description Dwg. No. Flight Cycle Flight Mission Equivalent
Coefficients Coefficient Cyclic Life

AV AP L [equiv. cycles]

Centrifugal M601-153.5
0.58 0.92 11000
compressor case M601-154.6

Axial compressor
M601-130.6 0.27 1.03 9900
drum

Impeller M601-1030.7 0.57 0.97 14400

Main shaft M601-1017.7 0.28 1.03 12700

Fuel spray ring M601-2028.4 0.40 0.99 9500

Compressor turbine
M601-3335.7 0.37 1.00 10670
disk

Rear shaft M601-3156.9 0.28 1.02 10450

Free turbine disk M601-3220.6 0.66 0.94 0.85 8820

Free turbine shaft M601-4004.7 0.55 0.92 0.85 11100

COEFFICIENTS AV, AP AND L FOR CALCULATION OF EQUIVALENT FLIGHT CYCLES


OF CRITICAL PARTS AND THEIR TOTAL EQUIVALENT CYCLIC

Table 1

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INSPECTIONS
WALTER a.s.
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MANUAL PART No. 0982055

RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.

DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

5 „RECORD OF REVISIONS“
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DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

5 „RECORD OF REVISIONS“
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REVIEW OF EFFECTIVE PAGES

Section - Section -
subsection Page Date subsection Page Date
point point

5 „Record of 5.20.00 1 Jul 1, 2003


Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003
2 Jul 1, 2003 3 Jul 1, 2003
4 Jul 1, 2003
5 „Review of 5 Jul 1, 2003
Effective Pages“ 1 Jul 1, 2003 6 Jul 1, 2003
2 Blank Jul 1, 2003 7 Jul 1, 2003
8 Jul 1, 2003
5 “Contents“ 1 Jul 1, 2003 9 Jul 1, 2003
2 Blank Jul 1, 2003 10 Jul 1, 2003
11 Jul 1, 2003
5.00.00 1 Jul 1, 2003 12 Jul 1, 2003
2 Blank Jul 1, 2003 13 Jul 1, 2003
14 Blank Jul 1, 2003
5.05.00 1 Jul 1, 2003
2 Jul 1, 2003
3 Jul 1, 2003
4 Jul 1, 2003
5 Jul 1, 2003
6 Blank Jul 1, 2003

5.10.00 1 Jul 1, 2003


2 Jul 1, 2003
3 Jul 1, 2003
4 Jul 1, 2003
5 Jul 1, 2003
6 Jul 1, 2003

5 „REVIEW OF EFFECTIVE PAGES“


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5 „REVIEW OF EFFECTIVE PAGES“


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CONTENTS

5.00.00 INSPECTIONS
1. General
5.05.00 TIME BETWEEN OVERHAULS (TBO)
1. Time Between Overhauls/Repairs
2. Extension of the TBO
5.10.00 SCHEDULED INSPECTIONS
1. General
2. Review of individual scheduled inspection types
3. Allowed Replacement of Appliances and Engine Parts During Operation
5.20.00 UNSCHEDULED INSPECTIONS
1. General
2. Unscheduled Inspections

5 „CONTENTS“
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5 „CONTENTS“
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INSPECTIONS

1. General

This Maintenance Manual establishes the plan and scope of inspections of the engine and
its accessories. Required inspection activities ensure airworthiness and reliability of
engine since start of operation until the overhaul.

All inspection operations have to be carried out by trained and qualified workers, who are
approved for servicing engines of the WALTER M601 series and are responsible for
quality of their work.

Any inspection has to be recorded in the Engine Log Book and in appliance logs.

Definitions:

Overhaul: Engine renovation to the condition when the approved range of operation and
life parameters is warranted using inspection, repair or replacement of engine
parts in accordance with approved procedure.

Repair: Engine renovation to the condition when the range of operation and life
parameters corresponds to the agreement with the customer. Usually the
same range of operation hours is to be warranted as at the overhaul, but with
smaller number of flight cycles. This condition will be reached using
inspection, repair or replacement of engine parts in accordance with approved
procedure.

5.00.00
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TIME BETWEEN OVERHAULS

1. Time Between Overhauls/Repair

The user must send the engine for overhaul/repair to the engine manufacturer (approved
repair organization) or to consult with the engine manufacturer the further procedure as far
as:

- the number of flight hours in operation exceeds the limit presented in Table 1. Into the
flight hours to overhaul/repair is included only the time from beginning of the take-off to
the end of landing.

- the number of equivalent flight cycles in operation (calculated from the equation [1],
Para 2.1, AIRWOTHINESS LIMITATIONS) exceeds the limits presented in Table 1 or
in the Engine Log Book.

- the number of years in operation (with respect to the Para 2. of this section) exceeds
the limit presented in Table 1.

Operation Limits Engines up to Engines from Engines from


to the Overhaul S/N 974010 S/N 981001 S/N 022001
No. of Flight Hours 2000 3000
No. Equivalent Flight Cycles 2250 3300 6600
No. of Years in Operation 5 *)
*) Extension to 7 years and then to 8 years (max.) is possible on the basis of positive
results of engine inspection (ref. 5.05.00, Para 2.a) and Para 2.b)).

OPERATION LIMITS TO THE OVERHAUL


Table 1

5.05.00
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NOTE: The engines with elder S/N can be rebuilt to the state beginning from S/N 022001
in accordance with corresponding regulations and the „Overhaul Manual”. The
values of cyclic life of critical parts after engine rebuilding are presented in the
Engine Log Book. The engines after rebuilding are marked:

- on the engine identification plate by No. 3000 at engines with TBO limits of
3000 flight hours and 3300 equivalent flight cycles.

- on the engine identification plate by No. 3066 at engines with TBO limits of
3000 flight hours and 6600 equivalent flight cycles.

Missing Value Penalty Value Result

3000 hrs at engines up to S/N 974010


τ (flight hours) Decreased engine life
4000 hrs at engines from S/N 981001

NS (No. of engine NS = NV
startings)

NV (No. of take-off) NV = 2 NS

NP (No. of take-off NP = NV/2 Decreased cyclic life of


after feathering) critical engine parts

NS and NP NS = NV; NP = 0

NV and NP NV = 2 NS; NP = NS

NS, NV and NP Full cyclic life of critical parts All critical parts will be
is exhausted replaced by new ones

INCLUDING OF PENALTY VALUES FOR CALCULATION


OF EQUIVALENT FLIGHT CYCLES AT OVERHAUL WHEN SOME VALUES WERE NOT
RECORDED BY THE ENGINE OPERATOR

Table 2

CAUTION: ENGINE MAINTENANCE EXCEEDING PROCEDURES PRESENTED IN THIS


MANUAL IS CONSIDERED AS ENGINE OVERHAUL, THAT REQUIRES TO
RESPECT THE PROVISIONS PRESENTED IN THE OVERHAUL MANUAL.

5.05.00
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2. TBO Extension

Three options are available to the operator for extending the TBO. They are as follows:

a) For engines reaching a calendar time TBO limit before reaching a flight hour TBO limit,
the calendar TBO may be extended by up to two years, to a maximum of seven years from
the initial date of TBO (ref. NOTE), by performing the inspection tasks listed in Table 2.
The inspection must be performed solely by the authorized personnel.

b) For engines reaching a calendar time TBO limit extended to seven years, the TBO may
be extended by one additional year (to a maximum of eight years) by performing the
inspection tasks listed in Table 2. The inspection must be performed solely by the
authorized personnel.

c) For engines inspected or repaired in accordance with the Manual for Shop Revision at
WALTER a.s., the calendar time TBO limit may be extended by a maximum of five
years.

NOTE: The initial date of TBO is defined by the manufacturer as follows:

1. For new or overhauled engines delivered by the manufacturer in sealed


containers with a nitrogen atmosphere:

a) The initial date of TBO is the date of manufacture or the date of last
overhaul (as presented in the Engine Log Book) plus one year, providing
the sealed container atmosphere is not impaired, or

b) The date on which the sealed container atmosphere was impaired during
the first year of storage.

2. For new or overhauled engines delivered by the manufacturer in short-period


preservation, the initial date of TBO is the date of manufacture or the date of
last overhaul (as presented in the Engine Log Book).

5.05.00
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REQUIREMENTS FOR CALENDAR TBO EXTENSION


WALTER M601E S/N .
Customer:
Type of airplane: Matriculation: S/N:
Perform the following tasks:
Item Task Finding and Signature
Engine
1. Free Turbine Detailed visual inspection, using an endoscope,
for condition of blades (leading and trailing
edges, shroud strips) – ref. 72.52.00, Page 601.
2. Gas generator turbine Detailed visual inspection of the nozzle guide
vane ring, using an endoscope – ref. 72.51.00,
Page 601.
Detailed visual inspection of the turbine rotor
blades, using an endoscope – ref. 72.51.00,
Page 602.
3. Combustion Detailed visual inspection, using an endoscope,
Chamber for condition of flame tubes - ref. 72.41.00, Pages
601 to 602.
4. 1st Stage of Axial Detailed visual inspection, using an endoscope,
Flow Compressor for condition of leading edges of the blades in
accordance with 72.31.00, Page 601.
For permitted damage – ref. 7231.00, Page 602
to 603.
Engine Accessories and Instruments
5. Compressor Bleed Functional check of the valve with engine at rest
Valve in accordance with Section 75.31.00, Page 407.
6. LUN 2132.02-8 Inspection for condition of brushes and
Starter/Generator commutator in accordance with Section
80.11.00, Page 501.
7. LUN 2201.03-8 Functional check in accordance with Section
Ignition unit 80.21.00, Page 501 (if mounted).
8. LUN 6290.04-8 Detailed visual inspection of the pump body
Fuel Pump (corrosion permitted only on non-working
surfaces), check/repair of leakage in accordance
with Section 73.22.00. Visual inspection of
strainer in accordance with Section 73.22.00,
Page 601.
9. LUN 6590.05-8 Fuel Detailed visual inspection of the FCU body
Control Unit (corrosion permitted only on non-working
surfaces), check/repair of leakage. Check of
ground idle speed in accordance with Section
73.21.00, Page 508, max. generator speed in
accordance with Section 73.21.00, Page 558,
acceleration adjustment in accordance with
Section 73.21.00, Page 552, engine starting
adjustment in accordance with Section 73.21.00,
Page 502.

Table 3 (to be continued)

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Item Task Finding and Signature


10. Oil Filter Oil filter inspection in accordance with
Section 79.50.00.
11. LUN 7816-8 Detailed visual inspection of the governor
Propeller Speed body (corrosion permitted only on
Governor non-working surfaces), check of leakage
check of governor adjustment, check of slide
block clearance in accordance with Propeller
Maintenance Manual.
12. Engine Controls Detailed visual inspection (corrosion of ball
(Kinematic linkage) bearings is not permitted), functional check
(rubbing of the rope in conduit is not
acceptable). Inspection in accordance with
Section 76.10.00, Page 601.
13. LUN 1476-8 Check in accordance with Section
Torque limiter 76.30.00, Page 601.
pressure switch
14. LUN 1540.02-8 Check in accordance with Section
Torque transmitter 77.11.00, Page 601.
and LUN 1539.02-8
Indicator set
15. LUN 3280-8 Check in accordance with Section
Autofeathering 76.30.00, Page 605.
pressure switch
16. Engine Run Engine test run in accordance with Section
72.03.00, Page 501.
Evaluation of engine performance in
accordance with Section 72.03.00,
Page 501.

Conclusion:

Date: .......................... Place: .......................... Signature: .................

Table 3

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SCHEDULED INSPECTION

1. General

All described scheduled inspections can be carried out in common environs, without
further requirements for equipment, in addition to that which is generally supplied with the
engine, as well as for consumable material.

2. Review of individual scheduled inspection types

The scope of individual types of inspections is presented in the Table 1.

Scheduled inspection procedures can be distinguished by program and scope into the
following types:

A. Inspection Type 1

This inspection type is carried out daily before launching the flight program.

The pilot is approved to carry out this type of inspection.

B. Inspection Type 2

After every 100 hrs of operation or every 30 calendar days, whichever comes first.

C. Inspection Type 3

Inspection Type 3 is carried out after 300 ±30 hours of flight operation or at the expiry
of a period specified by the manufacturer of the individual accessories, whichever
comes first.

D. Inspection Type 4

Inspection Type 4 is carried out at the expiry of 900 ±30 hours in flight operation or at
the period specified by the manufacturer of the individual accessories, whichever
comes first.

NOTE: Each inspection of higher type includes automatically all lower types of
inspections.

5.10.00
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Scope of Inspection Inspection Type

1 2 3 4

Check visually fixing of all devices of fuel and oil system; fixing of - x - -
starter/generator and parts of ignition set; fixing of alternator.

Electrical installation: check on wiring - x - -

Fireseals: check on fixing and cracks - x - -

Compressor inlet protecting screen: check on condition and fixing - x - -


(ref. 72.23.00 AIR INTAKE PROTECTION).

Engine mounts: visual inspection - x - -


(ref. 72.33.00 ENGINE MOUNTING SYSTEM)

Space inside the nacelle: visual inspection. Check all joints of fuel x x - -
system on tightness with the booster pump in operation
(ref. 73.11.00 FUEL MANIFOLD).

Engine controls: visual inspection for condition. Check full travel of - x - -


engine control levers incl. possibility to reach the stops on the
levers in the cockpit and also on the engine, (ref. 76.10.00
POWER CONTROL)

Exhaust nozzles: visual inspection for cracks and deformations. - x - -

Chip signallers on the reduction gearbox and accessory drive box - - x -


and magnetic plug in oil tank: visual inspection (ref. 79.10.00).

PLANNED INSPECTIONS
Table 1 (Sheet 1)

5.10.00
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Scope of Inspection Inspection Type

1 2 3 4

Oil system joints and devices: check for tightness (ref. 79.20.00). x x - -

Check and replenishment of oil charge in oil tank (ref. 79.50.00). - x - -

Check the oil consumption. Should the oil consumption exceed the x - - -
approved limit, check the oil system for leakage
(ref. 79.20.00).
If trouble persists, proceed as described in 79.10.00.

Inspect and rinse the high-pressure fuel filter - - x -


(ref. 73.22.00 FUEL PUMP).

Inspect engine controls as follows: - - x -

V3 clearance in engine control linkage;


Bc clearance at the propeller governor;
length of the airframe pull rod (ref. 76.10.00 POWER
CONTROL).

Inspect the condition of all levers, tie rods and ball joints, in the - - x -
system of engine controls (ref. Inspection/Check, 76.10.00
POWER CONTROL).

Inspection and servicing of the torque limiter pressure switch - - - x


(ref. 76.30.00 SYSTEM OF INTEGRATED ELECTRONIC
LIMITERS OF CRITICAL PARAMETERS).

Inspection and servicing of the LUN 3280-8 automatic feathering - - - x


pressure switch.

Inspection/check of the torquemeter set - - - x


(ref. 77.11.00 THE LUN 1540.02-8 AND LUN 1539.02-8 TORQUE
INDICATOR SET TORQUE 0 TO 120 %).

Check on adjustment of torque channel (ref. 77.15.00). - - x -

Inspection of the oil temperature transmitter (ref. 77.22.00). - - - x

PLANNED INSPECTIONS

Table 1 (Sheet 2)

5.10.00
Page 3
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

Scope of Inspection Inspection Type

1 2 3 4

Functional test of the system of limiters (ref. 77.55.00, Pages 601 - - x -


to 604, IELU check using the „TEST“ CIRCUIT).

Check on operation of the IELU - - x -


(ref. 77.55.00, Pages 605 to 606).

Check of LUN 5223 generator speed derivative element - - x -


(ref. 77.56.00, Pages 601 to 602).

Inspection of the oil filter housing in the accessory gearbox; - - x -


cleaning if necessary. As far as the oil charge is not replaced, the
oil filter cartridge must be washed and checked (ref. 79.50.00).
1)
Oil charge replacement (ref. 79.50.00). - - x -

Check the starter/generator for worn brushes (ref. 80.11.00). - - x -


The grooves of the starter/generator are to be greased with plastic
grease AeroShell Grease 6 or Total Specis Cu.

Inspection of ignition sets, LUN 2201.03-8 replacement when life - - x -


limit expired (ref. 74.21.00 IGNITION UNIT).

Inspection of igniter plugs N25F-3 (ref. 74.22.00) and Champion - - x -


CH 34630 (ref. 74.22.00).

Check for engine parameters (ref. 72.03.00). - - x -

1)
First oil charge replacement should be carried out after 300 hours in operation.
The following replacement is to be carried out at each second inspection of type 3
or after 12 months.

At the same time with oil charge replacement the oil filter cartridge is to be
replaced.

PLANNED INSPECTIONS

Table 1 (Sheet 3)

5.10.00
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

3. Allowed Replacement of Appliances and Engine Parts During Operation


If there some failure appears on the appliances or engine parts that cannot be repaired, it
is allowed to replace the faulty appliances or engine parts for new ones.
The principle, that the newly installed appliance must cover full remaining engine TBO,
must be respected, especially when the used type of appliance can have different TBO.
3.1 The trained user's workers are allowed to replace appliances and engine parts
(delivered by the engine manufacturer by the way of a claim or an order, spare parts
1:1 or 1:10) as follows:

The Way of Verification


No. Appliance – Engine Part Without Ground Ground Section
Verification Engine Engine
Test Test
(Full Scale) Items 1, 2,
4, 12, 13
1. Fuel Control Unit x - 73.21.00
and flight 73.10.00
test
2. Fuel Pump - x - 73.22.00
3. Fuel Manifold - - x 72.03.00
4. Drain Valve - - x 73.12.00
5. Torch Igniter - - x 74.30.00
6. Fuel Pressure Transmitter - - x 77.41.00
7. Oil and Air Manifold - - x 72.03.00
8. Oil Pressure Transmitter - - x 77.42.00
9. Min. Oil Pressure Transmitter - - x 77.43.00
10. Oil Thermometer - - x 77.22.00
11. Oil Filter Cartridge - - x 79.10.00
12. Magnetic Plugs x - - 79.10.00
13. Starter/Generator - - x 80.11.00
14. Ignition Unit - - x 74.20.00
15. Exhaust Nozzles x - - 78.10.00
16. Engine Mounts x - - 72.33.00
17. Integrated Generator and - x - 72.60.00
Propeller Speed Transmitter 72.10.00
18. Protective Compressor Screen x - - 72.23.00
19. Signaller of Min. Oil Quantity - - x
20. Interturbine Temperature - x -
Transmitter

5.10.00
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MANUAL PART No. 0982055

3.2 Appliances and Engine Parts that can be replaced solely by manufacturer's workers
in accordance with internal instructions of the manufacturer:

The Way of Verification


No. Appliance – Engine Part Without Ground Ground Section
Verification Engine Engine
Test Test
(Full Scale) Items 1, 2,
4, 12, 13
1. Compressor Air Bleed Valve and - x - 75.31.00
Its Control Nozzles
2. Shaft Packing Rings - x - 72.62.00
3. Engine Controls - x - -
4. Automatic Feathering Pressure - - x 77.52.00
Switch
5. Air Baffles - - x -
6. Torquemeter Pressure - x - 77.11.00
Transmitter
7. Torque Indicator - x - 77.11.00
8. Torque Limiter Pressure Switch - x - 77.15.00

5.10.00
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UNSCHEDULED INSPECTIONS
1. General
A. An unscheduled maintenance inspection is carried out when the engine is subjected
to unusual stress or operating conditions, exceeds operating limitations or gives
unsatisfactory performance.
B. If, as the results of the inspection, engine removal is required, a written report stating
the cause of removal in detail (i.e. overtorque, overtemperature, etc.) must be sent
with the engine to an overhaul facility.

2. Unscheduled Inspections
A. Table 1 presents the unscheduled maintenance inspections required.

CONDITION ACTION REQUIRED

A. Performance OPERATIONAL ABILITY - TROUBLESHOOTING


deterioration (ref. 72.03.00).

B. Overspeed Check engine/aircraft speed indicating system. If found


satisfactory, carry out the following maintenance actions:
(1) If gas generator speed exceeded 103 % determine and
rectify cause of overspeed. Remove the engine and send it
to an overhaul facility for an overspeed inspection/repair
acc. to Overhaul Manual. In case of propeller overspeed
proceed acc. to Table 2.
(2) If gas generator rotor speed was more than limits and less
then presented in Para (1):
a) Manually rotate gas generator rotor and check for
unusual noises.
b) Inspect chip detectors and oil filter cartridge for
contamination with metal chips.
Refer to 79.10.00 ENGINE LUBRICATION SYSTEM
and 79.30.00 MONITORING INSTRUMENTS.
c) Determine and rectify the cause of the overspeed.

UNSCHEDULED INSPECTIONS
Table 1 (Sheet 1 of 8)

5.20.00
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MANUAL PART No. 0982055

CONDITION ACTION REQUIRED

C. Overtemperature Check engine/aircraft ITT indicating system. If found


satisfactory, refer to Figs. 1 and 2, Overtemperature Limits for
required action.

D. Overtorque Check engine/aircraft torque indicating system. If found


satisfactory, refer to Fig. 3 Overtorque Limits for required
action.
Besides presented action, if the overtorque is in Area A,
inspect the reduction gearbox chip detector and the oil filter
cartridge for metal contamination immediately after the
overtorque. If no contamination has been found, the engine
can continue in service without further unscheduled
maintenance actions. If either is contaminated with metal,
carry out procedure presented in 79.10.00 ENGINE
LUBRICATION SYSTEM. Inspection for metal contamination
carry out at intervals not exceeding 25, 50, 100, and 250 flight
hours following overtorque incident. If metal contamination is
found during any of the inspections, carry out the evaluation of
contamination and the procedures as presented in 79.30.00
MONITORING INSTRUMENTS. If no contamination with
metal has been found after presented intervals, the engine
operation can continue without further unscheduled
maintenance actions.

E. Immersion in water Send engine to an overhaul facility to be inspected in


accordance with Overhaul Manual.

F. Dropped engine Send engine to an overhaul facility to be inspected in


accordance with Overhaul Manual.

G. Small hard material Carry out a power plant performance check according to
ingestion (sand, 72.03.00. As far as the results are satisfactory, the engine can
course-grained dust, continue in service without further maintenance actions. If the
gravel) shaft power plotted in diagram (ref. 72.03.00, Fig. 501) is
below the standard curve, remove the protective screen at the
compressor inlet and inspect the condition of leading edges of
blades on the 1st stage of axial compressor.
The procedure and the limits of acceptable damage are
presented in 72.31.00 AXIAL COMPRESSOR.

UNSCHEDULED INSPECTIONS
Table 1 (Sheet 2 of 8)

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CONDITION ACTION REQUIRED

H. Bird strike and soft Open the engine nacelle and remove the object from the air
material ingestion inlet screen. Clean the surface from the deposits
(e.g. rags, cloth, (ref. 72.23.00 AIR INTAKE PROTECTION).
plastic bags, etc.)

I. Chip detector circuit Carry out procedure presented in 79.10.00 ENGINE


completed LUBRICATION SYSTEM.

J. Propeller sudden Send engine to an overhaul facility to be inspected in


stoppage accordance with Overhaul Manual.
(due to contact
with a hard object
- e.g. ground etc.)

K. Propeller strike causing At the blade structural damage (when the propeller repair
blade damage. must be carried out at the manufacturer) return the engine to
(Strike occurred when an overhaul facility for inspection/repair acc. to Overhaul
a rotating propeller hit Manual.
an object that caused
At minor blade damage check the radial clearance of the
blade damage or
propeller shaft using indicator. Max. acceptable clearance is
a stationary propeller
0.03 mm (0.001 in). If the clearance is acceptable, let the
was hit by a moving
engine run at 80 % torque for 10 minutes. Inspect the
object.)
condition of chip detector in the reduction gearbox. Return
engine to service if no chips have been found. Repeat
reduction gearbox chip detector check in intervals of 10 flight
hours until 50 hours following propeller strike incident. Return
to standard inspection intervals if no chip indication found.
If the chips were found, proceed in accordance with 79.10.00
ENGINE LUBRICATION SYSTEM.

L. Propeller lightning If signs of arcing are found on propeller blades, contact


strike service organization that assures check of propeller shaft and
flange for magnetism and test of the engine operation. On the
basis of these tests the authorized service organization
decides on engine return to service or to an overhaul facility
for inspection/repair acc. to Overhaul Manual.

UNSCHEDULED INSPECTIONS
Table 1 (Sheet 3 of 8)

5.20.00
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CONDITION ACTION REQUIRED

M. Heavy landing The engine is designed to withstand landing loads of 5g.


If this load was exceeded during a heavy landing incident,
NOTE:
carry out checks listed below.
A heavy landing is
usually accompanied a) Visual inspection
by structural damage
The engine must be replaced and sent to the authorized
of landing gear
overhaul facility for inspection/repair acc. to Overhaul
components.
Manual if any of following defects are evident:
1) Cracks or distortion of engine mounts.
2) Crack or distortion of bulkheads
3) Damage or distortion of exhaust nozzles.
4) Crack or damage of starter/generator mount.
b) If these defects are not evident, then check the engine
function. Turn propeller by hand and listen for unusual
noises in reduction gearbox and power turbine. Unusual
noises can indicate problems in the gears, bearings, seals
and rotors. If unusual noises occur, remove the engine
and send to overhaul facility for inspection/repair acc. to
Overhaul Manual.
NOTE: The sealing edges of tip shrouds on the blades
of power turbine in a hot engine may be in light
contact with stator. This is not indication of
damage, providing the turbine rotates free in cold
condition, during start and at ground idle.
c) Turn manually gas generator rotor (ref. 72.03.00). Listen
for unusual noises that can indicate problems in accessory
gears, bearing seals, or bearings. If unusual noises occur,
the engine must be removed and sent to overhaul facility
for inspection/repair acc. to Overhaul Manual.

UNSCHEDULED INSPECTIONS
Table 1 (Sheet 4 of 8)

5.20.00
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MANUAL PART No. 0982055

CONDITION ACTION REQUIRED

M. Heavy landing d) Check following airframe/engine connections for leakage:


(Continued)
- engine fuel supply
- oil cooler
- airbleed system
- fuel and oil drains
and the connection of control linkages and of electric
connectors.
e) Check all engine mounted instruments and accessories for
security. Rectify if required. Special attention to be paid to:
1. FCU
2. Starter/generator
3. Propeller speed governor
4. Feathering pump (if mounted)
f) If the results of checks are satisfactory, run engine at
80 % torque for 10 minutes. Check the magnetic chip
detectors in the oil tank, reduction gearbox and the oil filter
cartridge for contamination with metal chips. Repeat the
check of the chip detector in the reduction gearbox in 5 to
10 hour intervals until 50 hours of flight operation following
heavy landing incident. The oil filter cartridge and other
magnetic chip detectors are to be checked only if some
metal chips have been found on the magnetic chip
detector in the oil tank or if chip deposits are signalled by
corresponding signalling lamp in the cockpit. In case of
contamination with metal chips proceed in accordance
with 79.10.00 ENGINE LUBRICATION SYSTEM.

UNSCHEDULED INSPECTIONS
Table 1 (Sheet 5 of 8)

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CONDITION ACTION REQUIRED

N. Sustained running at an (1) Drain and discard oil (ref. 79.10.00).


oil temperature outside
(2) Remove and check oil filter cartridge and accessible
operating limits
strainers in the oil system.
(3) Check magnetic chip detectors.
(4) Rectify cause of high oil temperature (ref. 79.10.00).
(5) Fill oil system with new oil.

O. Low oil pressure NOTE: Term „low pressure“ concerns oil pressure lower than
specified by the Table of engine operation limits
(ref. 72.01.02, Table 1).
CAUTION: ENGINES RUNNING WITH LOW OIL
PRESSURE LONGER THAN REQUIRED TO
COMPLY WITH FLIGHT MANUAL CAN BE
SUBJECTED TO DAMAGE OR SEIZURE OF
BEARINGS. IN THIS CASE THE ENGINE MUST
BE RETURNED TO AN OVERHAUL FACILITY
FOR INSPECTION/REPAIR ACC. TO
OVERHAUL MANUAL.
(1) In case of low oil pressure proceed in accordance with
79.10.00 ENGINE LUBRICATION SYSTEM,
TROUBLESHOOTING - Low oil pressure.
(2) Unusual noises when turning power turbine or gas
generator rotors indicate damage of bearings. In this case
send the engine to an overhaul facility for inspection. The
check for unusual noises carry out in the same way as
described in M. Heavy Landing, Para b), c). If no unusual
noises occur, run engine at 80 % torque for 10 minutes.
Check the magnetic chip detector in the oil tank and the oil
filter cartridge and carry out all further checks as described
in M. Heavy Landing, Para f). Return engine to an
overhaul facility for an inspection if bearing material is
found.

UNSCHEDULED INSPECTIONS
Table 1 (Sheet 6 of 8)

5.20.00
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CONDITION ACTION REQUIRED

P. Aircraft flown through Carry out a Compressor Performance Recovery Wash


very polluted air (ref. 72.03.00 OPERATIONAL ABILITY - Washing the
compressor).

R. Fuel in the oil system (1) Replace fuel/oil heat exchanger (ref. Aircraft Maintenance
Manual).
(2) Drain oil polluted with fuel from the oil system and proceed
as at Oil Brand Change (ref. 79.10.00 ENGINE
LUBRICATION SYSTEM).
(3) Check magnetic chip detector in the oil tank and oil filter
for metal contamination. The check of magnetic chip
detector repeat after 10, 25 and 50 ± 5 flight hours after
incident. For oil filter check proceed as presented in M.
Heavy Landing, Para f).

(4) Check the tightness of shaft packing rings at LUN 6290.04


fuel pump and LUN 6590.05 FCU.

UNSCHEDULED INSPECTIONS
Table 1 (Sheet 7 of 8)

5.20.00
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CONDITION ACTION REQUIRED

S. Engine exposed to fire If the extinguishing agent from the aircraft was used, during
extinguishing agent post-flight inspection:
(1) wash the engine with lacquer petroleum
(2) replace the oil charge
(3) manually turn the engine rotors
(4) carry out dry motoring run using the starter/generator
(5) after restarting the compressor should be washed
(ref. 72.03.00 OPERATIONAL ABILITY - Washing the
compressor)
Presented practices are carried out in case that the engine
was not damaged by fire or the interturbine temperature
during extinguishing agent ingestion did not exceed the limits
presented in Fig. 2, that require engine inspection in the
overhaul facility.
If the engine at the ground run was exposed to foam or
powder from fire truck, the inspection in the overhaul facility is
recommended.
In the case that the engine was at rest, clean the outer surface
of the engine including thorough cleaning of the air inlet
screen.

UNSCHEDULED INSPECTIONS
Table 1 (Sheet 8 of 8)

5.20.00
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Area „A“ - 1. Check the condition of the power source (board storage batteries or ground
power source).
NOTE: If the fuel is ignited with delay (due to weak battery) the system of
limiters cannot prevent the overtemperature when the accumulated
fuel is burning.
2. Check the proper function of the limiter system.
Area „B“ - 1. Put the record of the interturbine temperature and the interval of its exceeding
in the „Engine Log Book“.
2. Carry out the checks presented as 1. and 2. for Area „A“.
3. Check whether the instructions for starting given in the „Operation Manual“
were respected.

ITT [°C] INTERTURBINE TEMPERATURE

780

770
RETURN THE ENGINE TO AN OVERHAUL
FACILITY FOR INSPECTION/REPAIR
ACC. TO OVERHAUL MANUAL
760

750

740 AREA „B“

730
AREA „A“

NO ACTIONS REQUIRED
720
0 5 10 15 20 25 30
TIME [sec]

OVERTEMPERATURE LIMITS - STARTING CONDITIONS ONLY


Fig. 1

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MANUAL PART No. 0982055

Area „A“ - 1) Put the record of the ITT and the interval of its exceeding into the „Engine Log
Book“.

2) Check the total time in this area - 200 min during TBO cannot be exceeded.

3) Determine the cause and rectify the failure.

Area „B“ - 1) Enter ITT and time of overtemperature into Engine Log Book.

2) Check total time of overtemperature - it must not exceed 30 min during TBO.

3) Find out the fault and rectify cause of overtemperature.

ITT [°C] INTERTURBINE TEMPERATURE

RETURN THE ENGINE TO AN OVERHAUL


800 FACILITY FOR INSPECTION/REPAIR
ACC. TO OVERHAUL MANUAL

780
AREA „B“
760

AREA „A“
740

720
NO ACTIONS REQUIRED

700
0 20 40 60 80 100 120

TIME [sec]

OVERTEMPERATURE LIMITS - ALL CONDITIONS EXCEPT STARTING


(Not applicable for max. contingency rating)
Fig. 2a

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Area „A“ - The use of this ITT is allowed solely in the case of one engine inoperative (OEI)
flight at the intermediate contingency rating. The time of its use is limited by the
time necessary for finishing the flight. Enter the indicated ITT and time of
overtemperature in the Engine Log Bock. Total time in this area must not exceed
200 min during TBO.
Area „B“ - The use of this ITT is allowed solely at the maximum contingency power rating to
reach the safe altitude when one engine becomes inoperative at take-off or at
aborted landing. Enter the indicated ITT and time of overtemperature in the
Engine Log Bock. Total time in this area must not exceed 30 min during TBO.

ITT [°C] INTERTURBINE TEMPERATURE

RETURN THE ENGINE TO AN OVERHAUL FACILITY FOR


790 INSPECTION/REPAIR ACC. TO OVERHAUL MANUAL

780

770 AREA „B“

760

750
AREA „A“

740

730
NO ACTIONS REQUIRED

0 1 2 3 4 5 6 7 8 9 10 11 12
TIME [minutes]

OVERTEMPERATURE LIMITS – ALL CONDITIONS EXCEPT STARTING


(Valid for power ratings defined for the event of OEI flight)
Fig. 2b

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Area „A“ - Value and time interval of overtorque have to be put in the „Engine Log Book“.
Determine the cause and rectify the failure.

NOTE: 100 % torque = 2,570 Nm (1,896 lb.ft)

PROPELLER TORQUE [%]

111

110
AREA „A“
109

108
RETURN THE ENGINE TO AN OVERHAUL
FACILITY FOR INSPECTION/REPAIR
107
ACC. TO OVERHAUL MANUAL

106

105

104

103

102 AREA „A“

101

100

99 NO ACTIONS REQUIRED

98
0 1 2 3 4 5 6
TIME [minutes]

OVERTORQUE LIMITS
(Valid for each flight)
Fig. 3

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Propeller speed Measures


[rpm]

up to 2,220 No action required

2,220 to 2,300 Overspeed not longer than 20 sec:


Record the rpm in the Engine Log Book. As far as the No. of overspeeds
is higher than 10, the engine is to be removed from the airframe and sent
to the manufacturer for inspections or repair in accordance with the
Overhaul Manual.

Overspeed longer than 20 sec:


Ref. to the Propeller Operation Manual

2,300 to 2,400 1) Record the rpm in the Engine Log Book. As far as the No. of
overspeeds is higher than 2, the engine is to be removed from the
airframe and sent to the manufacturer for inspections or repair in
accordance with the Overhaul Manual.

2) Inspect chip detectors and oil filter cartridge for contamination with
metal chips. Refer to Section 79.10.00 ENGINE LUBRICATION
SYSTEM and 79.30.00 MONITORING INSTRUMENTS.

3) After engine shutdown turn-by propeller manually. Check for symptoms


of power turbine blades seizing (unusual noise). This repeat at 10 min
and at 20 min after engine shutdown.

4) Record the results of the check (Item 2) in the Engine Log Book.

5) If the propeller can be manually turned in all three checks without any
symptoms of seizing, the engine can continue in operation for
remaining T.B.O. without any limitation.

6) If in one check of these three checks the power turbine blades are in
contact with the turbine stator, the engine must be returned to an
overhaul facility for inspection/repair acc. to Overhaul Manual.

above 2,400 Return the engine to overhaul facility for inspection/repair acc. to
Overhaul Manual.

PROPELLER OVERSPEED LIMITS

Table 2

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72

ENGINE
WALTER a.s.
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MANUAL PART No. 0982055

RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.

DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

72 „RECORD OF REVISIONS“
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DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

72 „RECORD OF REVISIONS“
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REVIEW OF EFFECTIVE PAGES

Section - Section -
subsection Page Date subsection Page Date
point point
72 „Record of 72.01.02 17 Jul 1, 2003
Revisions“ 1 Jul 1, 2003 18 Blank Jul 1, 2003
2 Blank Jul 1, 2003 19/20 Jul 1, 2003
21/22 Jul 1, 2003
72 „Review of
Effective Pages“ 1 Jul 1, 2003 72.01.03 1 Jul 1, 2003
2 Jul 1, 2003 2 Blank Jul 1, 2003

72 „Contents“ 1 Jul 1, 2003 72.01.04 1 Jul 1, 2003


2 Blank Jul 1, 2003 2 Jul 1, 2003
3 Jul 1, 2003
72.00.00 1 Jul 1, 2003 4 Blank Jul 1, 2003
2 Jul 1, 2003
72.02.00 1 Jul 1, 2003
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2 Jul 1, 2003 3 Jul 1, 2003
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11/12 Jul 1, 2003
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2 Jul 1, 2003 15/16 Jul 1, 2003
3 Jul 1, 2003 17/18 Jul 1, 2003
4 Jul 1, 2003 19/20 Jul 1, 2003
5 Jul 1, 2003 21 Jul 1, 2003
6 Jul 1, 2003 22 Jul 1, 2003
7 Jul 1, 2003
8 Jul 1, 2003 101 Jul 1, 2003
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2 Jul 1, 2003 401 Jul 1, 2003
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72 „REVIEW OF EFFECTIVE PAGES“


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Section - Section -
subsection Page Date subsection Page Date
point point
72.02.00 1001 Jul 1, 2003 72.03.00 601 Jul 1, 2003
1002 Jul 1, 2003 602 Jul 1, 2003
1003 Jul 1, 2003 603 Jul 1, 2003
1004 Jul 1, 2003 604 Blank Jul 1, 2003
1005 Jul 1, 2003
1006 Jul 1, 2003 701 Jul 1, 2003
1007 Jul 1, 2003 702 Jul 1, 2003
1008 Jul 1, 2003 703 Jul 1, 2003
1009 Jul 1, 2003 704 Jul 1, 2003
1010 Jul 1, 2003
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903 Jul 1, 2003
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72 „REVIEW OF EFFECTIVE PAGES“


Page 2
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MANUAL PART No. 0982055

CONTENTS

72.00.00 ENGINE ASSEMBLY, COMPLETE


- General
72.01.00 ENGINE LAYOUT AND ITS FEATURES
- Description and operation
72.01.01 BASIC TECHNICAL DATA
- Description and operation
72.01.02 PERFORMANCE
72.01.03 POWER RATINGS
- Description and operation
72.01.04 ENGINE AND AIRFRAME EQUIPMENT ENSURING ENGINE OPERATION
- Description and operation
72.02.00 ENGINE INSTALLATION
- Description and operation
- Troubleshooting
- Installation and removal
- Inspections after installation
- Inspections of the engine instruments fastening
- Inspection of electric installation of the engine instruments
- Transportation
- Unpacking of the WALTER M601 engine from a metallic transport container
- Engine transportation
72.02.01 PREPARATION FOR THE FIRST ENGINE STARTING
- Procedure
72.03.00 OPERATIONAL ABILITY
- Description and operation
- Troubleshooting
- Engine preheating
- Basic operations
- Verifying the parameters
- Engine test program
- Engine turning
- Turning the generator rotor
- Turning the power turbine rotor
- Washing the compressor
- Storing of the engine
- Engine de-preservation
- Installed engine preservation
- Engine preservation for a period up to 30 days
- Engine preservation for a period of 30 days to 3 months
- Engine preservation before its removal from the airframe
- Preservation of the fuel control system
- De-aerating device installation
72.03.01 TOOLS
- Description and operation

72 „CONTENTS“
Page 1
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72 „CONTENTS“
Page 2
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MANUAL PART No. 0982055

ENGINE ASSEMBLY, COMPLETE


GENERAL
The contents of the maintenance manual is divided so that the Section 72 is aimed at the
description and service technology of individual engine parts as individual assemblies which
are not supposed to be dismantled during operation. The following sections 73 to 82 contain
the description and service technology of other engine parts that are of vital importance for
engine operation; but they are situated outside the engine or, at least, they are accessible
from outside. These parts can be replaced and form, in fact, an accessory of the engine.

However, as it is necessary to include in the manual the data and information of general
nature on the engine as a whole, i.e. not only on the engine proper but also on the parts
described in other sections of the manual, an additional section entitled „ENGINE PROPER“
under the designation 72.09 and „ENGINE ASSEMBLY, COMPLETE“ under the designation
72.00 within the possibilities have been included into the classification of the contents of the
manual.

Hence, subsection „ENGINE ASSEMBLY, COMPLETE“ represents an introductory part of


section 72 which provides a total survey of information, data and procedures relating to the
engine consisting not only of units included in section 72 but also of parts described in other
sections of the manual.

For a better orientation a diagram of engine parts included under the heading „ENGINE
ASSEMBLY, COMPLETE“ is shown in Fig. 1. The method of classification used and
consequences arising there from are explained in the diagram shown in the
„INTRODUCTION“ to the manual.

Section „ENGINE ASSEMBLY, COMPLETE“ includes:

- information on the engine layout and its properties including a detailed review of the main
technical data; data on the engine performance and description of power ratings and of
devices necessary for operation;

- data on the engine installation including general description; procedure of engine


installation and removal; inspections required after installation; engine transportation;
arrangements to be carried out before the first starting;

- description of procedures which are necessary for ensuring the engine serviceability, i.e.
compressor washing, engine storing, as well as description of tools and basic service
procedures in general, including the methods of verifying engine parameters and checking
the rotation of rotors.

72.00.00
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Legend:
72.09 - ENGINE PROPER 78 - EXHAUST SYSTEM
73 - FUEL CONTROL UNIT 79 - OIL SYSTEM
75 - AIR BLEEDS 80 - STARTING
76 - CONTROLS 82 - WATER INJECTION
77 - INSTRUMENTS FOR MONITORING

DIAGRAM OF THE ENGINE ASSEMBLY, COMPLETE


Fig. 1

72.00.00
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MANUAL PART No. 0982055

ENGINE LAYOUT AND ITS FEATURES

DESCRIPTION AND OPERATION

All models of the WALTER M601 turboprop engine are of two shaft tandem layout with free
power turbine and a reverse flow configuration. The engine is composed of two basic
assemblies - a gas generator and a power module.

The gas generator consists of an inlet channel, combined compressor (two axial and one
centrifugal stages), annular combustion chamber with centrifugal fuel injection, single stage
high-pressure turbine, accessory drive box including fuel control unit, starter-generator, gas-
generator speed transmitter and airframe instruments drives.

The power module is composed by a single-stage power turbine, reduction gear-box, an


exhaust channel with exhaust bends and a containment ring.

The reduction gear-box is equipped with the speed transmitter and propeller control unit
drives. The pressure oil to individual parts of the propeller unit is supplied from the reduction
gear-box as well.

The engine fuel control system is of a low-pressure gear pump type.

The engine oil system is of circulation pressure type; gear pumps and an integral oil tank are
located in the accessory drive box.

The engine is equipped with a water spray ring facing the compressor inlet as well as by an
engine parameter limiter system that ensures the engine parameters limiting that they
exceed the permitted value.

The engine starting is ensured by a starter-generator and a semiconductor low-voltage


ignition unit.

The engine is mounted to the airframe engine bed by means of three elastically supported
pins located in one attachment plane on the centrifugal compressor casing.

Water injection during take-off provides sufficient power even under higher ambient
temperature.

72.01.00
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Should one of the engines fail during take-off, this can be continued at the maximum
contingency rating and the flight can be finished at an intermediate contingency rating with
one engine inoperative.

The WALTER M601E/M601E-21 turboprop engine, equipped with the VJ 8.510 propeller unit
furnished with the automatic feathering, together with the flight nacelle including corresponding
installations, form the power unit for the L 410 UVP-E airplane.

The WALTER M601E-21 engine model differs from the WALTER M601E model by
installation of the exhaust duct with lower pressure loss and by different thermodynamic
adjustment of the compressor and both turbine stages. This enables better engine
performance at standard atmospheric conditions. The engine shaft power can be kept
constant (flat rated) up to higher ambient temperature (or lower pressure) without exceeding
operation limits for ITT, nG and torque. These limits are the same for both WALTER
M601E/M601E-21 engine models (ref. tables and diagrams in 72.01.02).

An important change concerning airframe installation consists in the equipment of the engine
with certain parts of the airframe installation to provide for faster installation/removal of the
engine. These are integral baffles; a complete bundle of wires; a fire extinguishing installation
with fire detectors, a system of drains and an installation for air bleed from the compressor.

In addition, it is equipped with an alternator drive.

Engine essential technical data, its performance and description of ratings, actuating and
monitoring devices are included in subsequent sections.

72.01.00
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ENGINE - L.H. SIDE VIEW


Fig. 1

72.01.00
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ENGINE - R.H. SIDE VIEW


Fig. 2

72.01.00
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ENGINE - FRONT VIEW


Fig. 3

72.01.00
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MANUAL PART No. 0982055

ENGINE - REAR VIEW


Fig. 4

72.01.00
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MANUAL PART No. 0982055

BASIC TECHNICAL DATA


DESCRIPTION AND OPERATION
1. ENGINE ASSEMBLY, COMPLETE

Engines designation: WALTER M601E, WALTER M601E-21

Engine type: Free power turbine turboprop;


reverse flow configuration

Propeller unit: VJ 8.510

Application: L 410 UVP-E aircraft

Dimensions according to the installation drawing:

length: 1,675 mm

width (irrespective to exhaust bends) 590 mm

height: 650 mm

Moment of inertia: Iy = Iz = 380 kp.cm.sec2

Mass: 203 ± 2 % kg

The following equipment has not


been included in the above mass
(although some devices are mounted
on the engine): - elastically supported mounting brackets

- engine mounting ring

- exhaust bends

- integrated electronic limiter unit

- propeller unit devices:

propeller control unit,


electro-hydraulic actuator,
propeller blades de-icing collector,
alternator

- piston (hydraulic) pump for control of


hydraulic aircraft systems

- engine nacelle mounts

72.01.01
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MANUAL PART No. 0982055

Mass of the following devices


is included in that one of the engine: Integrated speed transmitters
(gas generator and propeller)
Dual ignition unit
Interturbine temperature thermocouple
harness
Starter-generator
Fuel pump
Fuel control unit
Fuel pressure transmitter
Oil pressure transmitter
Oil temperature transmitter
Torquemeter transmitter
Pressure switch of propeller automatic
feathering system
Min. oil pressure switch
Torque limiter pressure switch
Min. oil quantity signaller
Metal chip detectors with electric signalling
Rotor speed and sense of rotation:
- gas generator rotor: 100 % = 36,660 r.p.m.
counterclockwise *)
- power turbine rotor: 100 % = 31,023 r.p.m.
counterclockwise *)
- propeller shaft flange: 100 % = 2,080 r.p.m.
clockwise *)
*) flight direction view
Torque: 100 % = 2,570 N.m
Interturbine temperature
as indicated on the board indicator: max. 735 °C
Speed, torque and
interturbine temperature limits: See the Operation Manual
(Manual Part No. 0982404)
Power and specific fuel consumption
for individual ratings are given in: 72.01.02
Engine vibrations: Measured on the gas generator 5 mm/sec,
on the power turbine 10 mm/sec;
in both cases at the frequency of rotation.
Operational substances: See the Operation Manual
(Manual Part No. 0982404)

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Resistance to climatic conditions:


area: U - on continent, irrespective to climate
location category: 2 - shelter or open area
7 - seaside and the area with strong
industrial air contamination
Engine installation in the airframe: By means of three elastically supported
pins in mounts on the centrifugal
compressor housing
Propeller drive: Collar centered flange joint and torque
taking pins
Airframe accessory drives:
LUN 6102-8 control piston pump 7,238 r.p.m.
spare drive
(used also for manual rotor turning) 4,200 r.p.m.
Engine centre of gravity: 86 ± 7 mm from the plane of engine
mounts towards the reduction
gearbox

2. ENGINE PROPER
REDUCTION GEARBOX
Type: pseudoplanetary, two-stage,
three-countershaft type
Gear ratio: i = 0.06705
Efficiency: 97,5 %
Sense of rotation: changes the sense of rotation
Oil flow rate: 9.7 to 10.5 l/min
Torquemeter: Hydraulic type; countershaft thrust
balancing system
Torquemeter oil pump
Gear ratio: i = 0.11611
Oil pump type: gear, two-stage
1st stage - pressure stage
2nd stage - returns oil from the power
turbine roller bearing
Pressure oil pump flow rate 4.5 to 6.5 l/min
Power turbine speed transmitter drive 4,220 r.p.m.
Propeller control unit drive 4,220 r.p.m.

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COMPRESSOR INLET
Number of the inlet guide vanes: 11

COMPRESSOR
Type: Combined: 2 axial stages
1 radial stage
Air mass flow: 3.60 kg/sec
Pressure ratio: 6.65
No. of blades:
1st stage rotor 19
1st stage stator 28
2nd stage rotor 23
2nd stage stator 28
Centrifugal compressor rotor 15 main vanes
15 splitter vanes
No. of diffuser vanes 25
No. of straightening vanes 75
Air bleed for the airframe use: see Item 4 in Section 72.01.01

COMBUSTION CHAMBER
Type: Annular
Fuel injection: centrifugal-by a fuel spray ring

TURBINES
Gas generator turbine:
No. of blades: - stator 23
- rotor 55
Power turbine:
No. of blades: - stator 19
- rotor 28 pairs
Temperature
at the gas generator turbine inlet 1,230 K
(calculated)
Cooling of guide vanes
and disks of both turbines: By air

72.01.01
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MANUAL PART No. 0982055

ACCESSORY DRIVE BOX


Drive: by an quill-shaft engaging the splines of
the compressor shaft
Gear ratio of engine devices:
Starter-generator i = 0.28986
Fuel pump i = 0.11966
Fuel control unit i = 0.12238
Gas generator speed transmitter i = 0.11457
Control piston pump
(hydraulic pump) i = 0.19744
Alternator drive i = 0.27631
Oil tank: Integral with the drive box
Pressure pump: Gear pump, single-stage
Gear ratio: i = 0.11457
Range of lubricating oil pressure: See the Operation Manual
(Manual Part No. 0982404)
Reduction valve: Spring-loaded with discharge to the tank
Scavenge pump: Gear pump, three-stages
Gear ratio: i = 0.11457
Oil filter: Gauze type
gauze surface 1,000 sq.cm
filterability 31.5 µm
pressure loss max. 20 kPa
De-aerator: Centrifugal
Method of lubrication: Oil injected by a nozzle to the toothed
wheel mesh

OUTLET CHANNEL
Outlet plenum: Outlet plenum chamber with two exhaust
bends

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3. FUEL SYSTEM
Fuel system: Low-pressure, incorporating a gear pump
and centrifugal governor
Fuel pump: LUN 6290.04-8
Fuel control unit: LUN 6590.05-8
Fuel pressure at the pump inlet: 0.07 to 0.3 MPa absolute
Fuel pressure at the starting nozzle inlet: 0.14 to 0.16 MPa
Fuel pressure at the fuel distributor inlet: max. 1.2 MPa

4. AIR BLEED
Air bleed The air supplied to the airframe is bled from
the centrifugal compressor.
GVMAX = 62 g/sec (0.136 lb/sec) at
HP = 4,200 m (13,780 ft),
VTAS = 400 km/hr (216 kt) at
tH ≤ -10 oC (14 oF) and at counterpressure
of max. 140 kPa - abs (20.3 psia).
At take-off rating the air bleed is limited to
GVMAX = 25 g/sec (0.055 lb/sec) for de-icing
purposes only.

5. CONTROLS Speed control at all power ratings using


mechanical actuation (combined with
system of limiters and automatic
feathering)

6. MONITORING INSTRUMENTS DELIVERED WITH THE ENGINE


1) Torque indicator LUN 1539.02-8
2) Torquemeter pressure transmitter LUN 1540.02-8
3) Compound transmitters
of generator and propeller speed LUN 1333.12-8
4) Interturbine temperature transmitter LUN 1377-8
5) Oil temperature electrical
resistance transmitter LUN 1358-8
6) Fuel pressure transmitter LUN 1559-8/LUN 1559.01-8
7) Oil pressure transmitter LUN 1558-8/LUN 1558.01-8
8) Pressure switch 1.25 K LUN 1469.32-8

72.01.01
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MANUAL PART No. 0982055

9) Integral electronic limiter unit LUN 5260.04


10) Pressure switch for automatic
propeller feathering LUN 3280-8
11) Low oil level signaller LUN 1581-8

7. EXHAUST SYSTEM
Gas outlet: 2 bends directing the gas stream

8. OIL SYSTEM
Oil system: Circulation type, incorporating integral oil
tank
Engine oil flow rate: min. 25 l/min
at: 100 % generator speed,
pressure 0.25 MPa,
temperature 80 °C
Pressure pump oil flow rate: min. 39 l/min
at: 100 % generator speed,
pressure 0.25 MPa,
temperature 80 °C
Scavenge pump oil flow rate: 1st stage
min. 11 l/min
2nd stage
min. 10 l/min
3rd stage
min. 50 l/min
at: 100 % generator speed,
pressure max. 0.1 MPa,
temperature 80 °C
Oil consumption:
operational: max. 0.1 l/hr
at zero or negative flight load factor
after 10 sec flight period max. 0.5 l/hr
Oil charge
in the tank: min. 5.5 l
max. 7 l
in the oil system
(total amount of oil) approx. 11 l

72.01.01
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MANUAL PART No. 0982055

Oil reserve for feathering


(cannot be used for lubrication): min. 2 l
Oil temperature in the tank:
at engine starting min. -20 °C
at engine acceleration min. +20 °C
operational max. 85 °C
Oil cooler: Honeycomb type incorporating a by-pass
thermostatic valve (airframe installation
accessories)
The engine oil system is also connected to
the propeller accessories (including the
control unit, the feathering pump and the
automatic feathering device)

9. STARTING
Electric ignition system: Low -voltage, double-acting
Ignition coil: 2 coils LUN 2201.03-8
or 1 UNISON exciter box
Ignition plug: 2 plugs
Fuel ignition: 2 torch ignitors with whirl chamber
Starting fuel valve: electromagnetic
Starter-generator LUN 2132.02-8

10. WATER INJECTION


Pressure: 1st stage 0.075 MPa
2nd stage 0.26 MPa
3rd stage 0.46 MPa
Period of injection: max. 5 min
Water injection stage setting: Ref. Diagram 2-2, Operation Manual
(Manual Part No. 0982404) with respect to
the ambient temperature and pressure.

72.01.01
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MANUAL PART No. 0982055

PERFORMANCE

Table 1: ENGINE POWER RATINGS


V = 0 km/hr (0 kt), no installation losses
Fig. 1: PERFORMANCE DIAGRAM
Shaft power versus gas generator speed and propeller speed at standard sea level
conditions VL = 0 km/hr; p0 = 101.325 kPa; T0 = 288 K
Without influence of airframe installation, without instruments loading, without air
bleed at the compressor outlet and without water injection.
Fig. 2: SHAFT POWER AT WATER INJECTION
Engine power at take-off rating - variation with atmospheric temperature and water
injection stages at V = 0 km/hr. Installation losses included.
Fig. 3: TAKE-OFF RATING
- SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED
Fig. 4: TAKE-OFF RATING
- NET JET THRUST, INTERTURBINE TEMPERATURE
Fig. 5: MAX. CONTINUOUS RATING
- SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED
Fig. 6: MAX. CONTINUOUS RATING
- NET JET THRUST, INTERTURBINE TEMPERATURE
Table 2: Table of WALTER M601E/E-21 Engine Operation Limits

72.01.02
Page 1
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

shaft equivalent ESFC max. gas propeller torque max.


power shaft generator speed interturbine
rating power speed temperature

[kW] [kW] [g/kW/hr] GT [rpm] [N.m] [°C]


[SHP] [ESHP] [lb/ESHP/hr] [%] [lb.ft]

take-off (5 min) 560 595 395 2570


15 °C (59.0 °F) 98.6 2080 710
751 798 0.6493 1895

sea level static 560 595 2570


23 °C (73.4 °F) - 100 2080 735
751 798 1895

max. continuous 490 521 410 2570


15 °C (59 °F) 96.5 1800 to 680
657 699 0.674 2080 1895

sea level static 490 521 2570


18 °C (64.4 °F) - 97 1800 to 690
657 699 2080 1895

take-off with water injection


300 l/hr (79 US gal/hr)
(5 min) 560 595 2570
- 100 2080 735
97.325 kPa (14.12 psi) 751 751 1895
33 °C (91.4 °F)

intermediate contingency 560 595 2570


sea level static - 100.5 2080 760
28 °C (82.4 °F) 751 798 1895

maximum contingency
(10 min) 595 630 2737
97.325 kPa (14.12 psi) - 102 2080 780
28 °C (82.4 °F) 798 845 2019

NOTE: gas generator speed 100 % = 36,660 rpm


2,080 propeller rpm = 31,023 power turbine rpm

ENGINE POWER RATINGS ACCORDING TO JAR


V = 0 km/hr ( 0 kt ), NO INSTALLATION LOSSES
WALTER M601E
Table 1

72.01.02
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MANUAL PART No. 0982055

shaft equivalent ESFC max. gas propeller torque max.


power shaft generator speed interturbine
rating power speed temperature

[kW] [kW] [g/kW/hr] GT [rpm] [N.m] [°C]


[SHP] [ESHP] [lb/ESHP/hr] [%] [lb.ft]

take-off (5 min) 560 595 395 2570


15 °C (59.0 °F) 98.6 2080 710
751 798 0.6493 1895

sea level static 560 595 2570


23 °C (73.4 °F) - 100 2080 735
751 798 1895

climb and max. cruise 490 521 410 2570


15 °C (59 °F) 96.5 1800 to 680
657 699 0.674 2080 1895

sea level static 490 521 2570


18 °C (64.4 °F) - 97 1800 to 690
657 699 2080 1895

take-off with water injection


300 l/hr (79 US gal/hr)
(5 min) 560 595 2570
- 100 2080 735
97.325 kPa (14.12 psi) 751 751 1895
33 °C (91.4 °F)

max. continuous 560 595 2570


sea level static - 100.5 2080 760
28 °C (82.4 °F) 751 798 1895

max. take-off
(5 min) 595 630 2737
97.325 kPa (14.12 psi) - 102 2080 780
28 °C (82.4 °F) 798 845 2019

NOTE: gas generator speed 100 % = 36,660 rpm


2,080 propeller rpm = 31,023 power turbine rpm

ENGINE POWER RATINGS ACCORDING TO FAR


V = 0 km/hr ( 0 kt ), NO INSTALLATION LOSSES
WALTER M601E
Table 1

72.01.02
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MANUAL PART No. 0982055

shaft equivalent ESFC max. gas propeller torque max.


power shaft generator speed interturbine
power speed temperature
rating
[kW] [kW] [g/kW/hr] GT [rpm] [N.m] [°C]
[SHP] [ESHP] [lb/ESHP/hr] [%] [lb.ft]

take-off (5 min) 560 595 389 2570


15 °C (59.0 °F) 98.1 2080 690
751 798 0.64 1895

sea level static 560 595 2570


28 °C (82.4 °F) - 100 2080 735
751 798 1895

max. continuous 490 521 405.9 2570


15 °C (59 °F) 96.2 1800 to 660
657 699 0.667 2080 1895

sea level static 490 521 2570


21 °C (69.8 °F) - 97 1800 to 690
657 699 2080 1895

take-off with water injection


300 l/hr (79 US gal/hr)
(5 min) 560 595 2570
- 100 2080 735
sea level static 751 751 1895
42 °C (107.6 °F)

intermediate contingency 560 595 2570


sea level static - 100.5 2080 760
32 °C (90 °F) 751 798 1895

maximum contingency
(10 min) 595 630 2737
97.325 kPa (14.12 psi) - 102 2080 780
31.5 °C (88.7 °F) 798 845 2019

NOTE: gas generator speed 100 % = 36,660 rpm


2,080 propeller rpm = 31,023 power turbine rpm

ENGINE POWER RATINGS ACCORDING TO JAR


V = 0 km/hr ( 0 kt ), NO INSTALLATION LOSSES
WALTER M601E-21
Table 1

72.01.02
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MANUAL PART No. 0982055

shaft equivalent ESFC max. gas propeller torque max.


power shaft generator speed interturbine
power speed temperature
rating
[kW] [kW] [g/kW/hr] GT [rpm] [N.m] [°C]
[SHP] [ESHP] [lb/ESHP/hr] [%] [lb.ft]

take-off (5 min) 560 595 389 2570


15 °C (59.0 °F) 98.1 2080 690
751 798 0.64 1895

sea level static 560 595 2570


28 °C (82.4 °F) - 100 2080 735
751 798 1895

climb and max. cruise 490 521 405.9 2570


15 °C (59 °F) 96.2 1800 to 660
657 699 0.667 2080 1895

sea level static 490 521 2570


21 °C (69.8 °F) - 97 1800 to 690
657 699 2080 1895

take-off with water injection


300 l/hr (79 US gal/hr)
(5 min) 560 595 2570
- 100 2080 735
sea level static 751 751 1895
42 °C (107.6 °F)

max. continuous 560 595 2570


sea level static - 100.5 2080 760
32 °C (90 °F) 751 798 1895

max. take-off
(5 min) 595 630 2737
97.325 kPa (14.12 psi) - 102 2080 780
31.5 °C (88.7 °F) 798 845 2019

NOTE: gas generator speed 100 % = 36,660 rpm


2,080 propeller rpm = 31,023 power turbine rpm

ENGINE POWER RATINGS ACCORDING TO FAR


V = 0 km/hr ( 0 kt ), NO INSTALLATION LOSSES
WALTER M601E-21
Table 1

72.01.02
Page 5
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WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

650
NR
[kW] 100
600
101. 325 288 99
NR = N × × [kW ] 98.6
p0 T1
550 98
288
nVR = nV × [rpm]
T1 97
500
288
nGR = nG × [%] 96
T1
450 95

94
400

92
350

90
300

88
250
MK = 2570 Nm 86

200
84

82
150
80

nGR [%]
100
75
nVMAX = 2080 rpm
70
50
65
60

0
400 600 800 1000 1200 1400 1600 1800 2000 2200 2400

nVR [rpm]

PERFORMANCE DIAGRAM
Shaft power versus gas generator speed and propeller speed
at standard sea level conditions VL = 0 km/hr; p0 = 101.325 kPa; T0 = 288 K
Without influence of airframe installation, without instruments loading, without air bleed
at the compressor outlet and without water injection.
WALTER M601E
Fig. 1
72.01.02
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WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

650
NR 100
[kW]
99
600
10 1, 32 5 2 88 98,1
NR = N × × [kW ]
p0 T1
98
550
2 88 97
n VR = n V × [1 / m in]
T1
500 96
2 88
n GR = nG × [% ]
T1
95
450
94

400

92

350

90
300

88

250
86
MK = 2570 Nm

200 84

82
150
80

nGR [%]
100
75
nVMAX = 2080 1/min
70
50
65
60

0
400 600 800 1000 1200 1400 1600 1800 2000 2200 2400

nVR [1/min]

PERFORMANCE DIAGRAM
Shaft power versus gas generator speed and propeller speed at standard sea level
conditions VL = 0 km/hr; p0 = 101.325 kPa; T0 = 288 K
Without influence of airframe installation, without instruments loading, without air bleed
at the compressor outlet and without water injection.
WALTER M601E-21
Fig. 1

72.01.02
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WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

700
101,325
NH.
p0
[kW]
nG = 100 [%]
650

Ist DEGREE

IInd DEGREE
600
IIIrd DEGREE

ITT = 735 °C
550

500

ITT = 735 °C = const.

450

400

Maximum available engine power


Actual power can be estimated
multiplying by p0/101.325
350
10 15 20 25 30 35 40 t0 [°C] 45

SHAFT POWER AT WATER INJECTION


Engine power at take-off rating - variation with atmospheric temperature
and degree of water injection at V = 0 km/hr. Installation losses included.
WALTER M601E
Fig. 2

72.01.02
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WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

750
101,325
NH.
p0
[kW]

700
nG = 100 [%]

Ist DEGREE

650
IInd DEGREE

IIIrd DEGREE

600

550

500

450

Maximum available engine power


Actual power can be estimated
multiplying by p0/101.325
400
10 15 20 25 30 35 40 t0 [°C] 45

SHAFT POWER AT WATER INJECTION


Engine power at take-off rating - variation with atmospheric temperature
and degree of water injection at V = 0 km/hr. Installation losses included.
WALTER M601E-21
Fig. 2
72.01.02
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MANUAL PART No. 0982055

km/hr

[kg/hr]

km/hr

km/hr

TAKE-OFF RATING
SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED.
NO INSTALLATION LOSSES - ISA CONDITIONS.
WALTER M601E
Fig. 3

72.01.02
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

km/hr

[kg/hr]

km/hr

km/hr

TAKE-OFF RATING
SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED.
NO INSTALLATION LOSSES - ISA CONDITIONS.
WALTER M601E-21
Fig. 3
72.01.02
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WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

km/hr

ITT
o
ITT [ C]

km/h

TAKE-OFF RATING
NET JET THRUST, INTERTURBINE TEMPERATURE.
NO INSTALLATION LOSSES - ISA CONDITIONS.
WALTER M601E
Fig. 4

72.01.02
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WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

km/hr

ITT [oC] ITT

km/hr

TAKE-OFF RATING
NET JET THRUST, INTERTURBINE TEMPERATURE.
NO INSTALLATION LOSSES - ISA CONDITIONS.
WALTER M601E-21
Fig. 4

72.01.02
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WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

km/hr

[kg/hr]

km/hr

km/hr

MAX. CONTINUOUS RATING ACCORDING TO JAR


CLIMB AND MAX. CRUISE RATING ACCORDING TO FAR
SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED.
NO INSTALLATION LOSSES - ISA CONDITIONS.
WALTER M601E
Fig. 5

72.01.02
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WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

km/hr

[kg/hr]

km/hr

km/hr

MAX. CONTINUOUS RATING ACCORDING TO JAR


CLIMB AND MAX. CRUISE RATING ACCORDING TO FAR
SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED.
NO INSTALLATION LOSSES - ISA CONDITIONS.
WALTER M601E-21
Fig. 5

72.01.02
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

km/hr

ITT [oC]

ITT

km/hr

MAX. CONTINUOUS RATING ACCORDING TO JAR


CLIMB AND MAX. CRUISE RATING ACCORDING TO FAR
NET JET THRUST, INTERTURBINE TEMPERATURE.
NO INSTALLATION LOSSES - ISA CONDITIONS.
WALTER M601E
Fig. 6

72.01.02
Page 16
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

km/hr

ITT [oC]

ITT

km/hr

MAX. CONTINUOUS RATING ACCORDING TO JAR


CLIMB AND MAX. CRUISE RATING ACCORDING TO FAR
NET JET THRUST, INTERTURBINE TEMPERATURE.
NO INSTALLATION LOSSES - ISA CONDITIONS.
WALTER M601E-21
Fig. 6

72.01.02
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MANUAL PART No. 0982055

72.01.02
Page 18
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MANUAL PART No. 0982055
TABLE OF WALTER M601E/E-21 TURBOPROP OPERATION LIMITS ACCORDING TO JAR
Interturbine Gas generator Propeller Torque Time of
Shaft temperature ECL dis- Oil
speed speed Mk (TQ) % Power Ambient
power max. ITT nG % nv placement
Power rating rating temperature NOTE
kW °C rpm 100 % = 2570 Nm sec Temperature Pressure time limit °C (°F)
(SHP) 100 % = 36660 rpm (1896 lb.ft) °C MPa
External power source; ISA For ambient air In case of interrupted starting at higher ambient
700
alt. of up to 4 km (13123 ft) minimum speed temperature temperature (in altitudes above 2.5 km (8202 ft))
Storage battery; ISA when starter is minimum below due to ITT exceeding start the engine using the
Starting 730 switched on -20 0 °C (+32 °F) 45 sec emergency circuit.
altitude
of up to 4 km (13123 ft)
In-flight 18 max. 0.35
(starter + autorotation) 730
With increasing flight altitude the idling speed
Ground idle 550 60 + 3 increases automatically.
For ISA altitude of 0 to 1
km 70 min. 0.12
Flight 1)
(0 to 3280 ft)
idle For ISA altitude of 1 to 4 km
(3280 to 13123 ft) 75 unlimited

0.8 Max. continuous 690 max. 94 1900


490
Max. continuous (657) 690 max. 97 max. 2080 +20 to +85

560 -50 to +50 At take-off short-time torque increase up to 106 % is


Take-off (751) 735 max. 100 2080 max. 100 at nG ≥ 80% 5 min (-58 to +122) acceptable.
560 0.18 to 0.27
Take-off with water injection 2) (751) 735 max. 100 2080 5 min

595 Both ratings are exclusively defined for the event of


Maximum contingency (798) 780 max. 102 2080 max. 106.5 10 min one engine inoperative (OEI) flight.
+20 to +95
560 Application of both ratings is described in the Operation
Intermediate contingency (751) 760 max. 100 2080 max. 100 3) Manual in section Emergency Procedures.

For ISA altitude of 0 to 4 km max. overshoot 101 overshoot at oil Acceleration period from flight idle up to 95 % of take-off
(0 to 13123 ft) max. 2140 max. min. 1 temperature power is max. 5 sec when displacing ECL in 1 sec.
Acceleration 735 not more than overshoot +20 to +85 lower than Steady run within max. 6 sec.
For ISA altitude above 4 km 3 peaks until at balked 106 +55 °C
landing min. 6 max. 0.3
(13123 ft) getting steady
When the emergency circuit is max. 2200 min. 6
on

BETA Control 710 max. 97 max. 1900 max. 100 min. 0.12 At ambient conditions different from ISA H = 0 km (0 ft),
1 min V =0 km/hr (0 kt), the gas generator speed and the
(on ground only) at nG ≥ 80 % shaft power are controlled for fuel flow rate constant.
Maximal values when emergency 560 0.18 to 0.27
circuit is on (751) 710 max. 99 max. 2080 max. 100 2 hrs

Atmospheric conditions: Max. ISA flight altitude of 6.1 km (20013 ft); WARNING: AT OIL PRESSURE OF 0.12 TO 0.18 MPa AT GAS GENERATOR SPEED HIGHER THAN 80 %
full operational ability in severe ice-forming conditions. THE ENGINE CAN OPERATE UNTIL NEXT LANDING SUPPOSING THE OIL TEMPERATURE IS
Run-down: Minimum run-down from idle speed is 18 sec. WITHIN THE NORMAL RANGE. BEFORE THE NEXT TAKE-OFF IT IS NECESSARY TO REPLACE
Oil: Oil consumption 0.1 litre/hr (0.0264 US gal/hr). At negative load factors, falls and side slips oil leakage THE FILTER CARTRIDGE (WHEN CLOGGED) OR TO REMOVE ANOTHER REASON OF THE OIL
through the oil separator up to 0.5 litre/hr (0.132 US gal/hr) is acceptable. Check the oil quantity after landing. PRESSURE DROP. AT FURTHER OIL PRESSURE DROP TO LESS THAN 0.12 MPa DANGER OF
At negative load factors a pressure drop to zero within 5 sec and pressure recovery in following 5 sec is THE ENGINE SEIZING IS IMPENDING. THE MINIMUM OIL QUANTITY SIGNALLER CAN BE
acceptable. Due to the oil pressure drop short-time propeller speed drop and oscillations in indicated torque USED ONLY FOR GROUND CHECKING WHEN THE ENGINE IS AT REST.
can occur. 1) Flight idle speed is identical to acceleration datum speed at acceleration time test on the ground.
Fuel: Fuel system inlet pressure 0.07 to 0.3 MPa abs. (at booster pump switched off 0.05 MPa abs. as minimum). 2) Refer to Operation Manual (Manual Part No. 0982404).

Table 2 72.01.02
Pages 19/20
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055
Short-time fuel pressure drop at fuel system inlet to the atmospheric pressure is acceptable. 3) Time necessary for finishing of the flight.
Inlet fuel temperature: max. +60 oC (max. +140 oF).

Table 2 72.01.02
Pages 19/20
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055
TABLE OF WALTER M601E/E-21 TURBOPROP OPERATION LIMITS ACCORDING TO FAR
Interturbine Gas generator Propeller Torque Time of
Shaft temperature ECL dis- Oil
speed speed Mk (TQ) % Power Ambient
power max. ITT nG % nv placement
Power rating rating temperature NOTE
kW °C rpm 100 % = 2570 Nm sec Temperature Pressure time limit °C (°F)
(SHP) 100 % = 36660 rpm (1896 lb.ft) °C MPa
External power source; ISA For ambient air In case of interrupted starting at higher ambient
700
alt. of up to 4 km (13123 ft) minimum speed temperature temperature (in altitudes above 2.5 km (8202 ft))
Storage battery; ISA when starter is minimum below due to ITT exceeding start the engine using the
Starting 730 switched on -20 0 °C (+32 °F) 45 sec emergency circuit.
altitude
of up to 4 km (13123 ft)
In-flight 18 max. 0.35
(starter + autorotation) 730
With increasing flight altitude the idling speed
Ground idle 550 60 + 3 increases automatically.
For ISA altitude of 0 to 1
km 70 min. 0.12
Flight 1)
(0 to 3280 ft)
idle For ISA altitude of 1 to 4 km
(3280 to 13123 ft) 75 unlimited

0.8 Climb and max. cruise 690 max. 94 1900


490
Climb and max. cruise (657) 690 max. 97 max. 2080 +20 to +85

560 -50 to +50 At take-off short-time torque increase up to 106 % is


Take-off (751) 735 max. 100 2080 max. 100 at nG ≥ 80% 5 min (-58 to +122) acceptable.
560 0.18 to 0.27
Take-off with water injection 2) (751) 735 max. 100 2080 5 min

595 Both ratings are exclusively defined for the event of


Max. take-off (798) 780 max. 102 2080 max. 106.5 5 min one engine inoperative (OEI) flight.
+20 to +95
560 Application of both ratings is described in the Operation
Max. continuos (751) 760 max. 100 2080 max. 100 3) Manual in section Emergency Procedures.

For ISA altitude of 0 to 4 km max. overshoot 101 overshoot at oil Acceleration period from flight idle up to 95 % of take-off
(0 to 13123 ft) max. 2140 max. min. 1 temperature power is max. 5 sec when displacing ECL in 1 sec.
Acceleration 735 not more than overshoot +20 to +85 lower than Steady run within max. 6 sec.
For ISA altitude above 4 km 3 peaks until at balked 106 +55 °C
landing min. 6 max. 0.3
(13123 ft) getting steady
When the emergency circuit is max. 2200 min. 6
on

BETA Control 710 max. 97 max. 1900 max. 100 min. 0.12 At ambient conditions different from ISA H = 0 km (0 ft),
1 min V =0 km/hr (0 kt), the gas generator speed and the
(on ground only) at nG ≥ 80 % shaft power are controlled for fuel flow rate constant.
Maximal values when emergency 560 0.18 to 0.27
circuit is on (751) 710 max. 99 max. 2080 max. 100 2 hrs

Atmospheric conditions: Max. ISA flight altitude of 6.1 km (20013 ft); WARNING: AT OIL PRESSURE OF 0.12 TO 0.18 MPa AT GAS GENERATOR SPEED HIGHER THAN 80 %
full operational ability in severe ice-forming conditions. THE ENGINE CAN OPERATE UNTIL NEXT LANDING SUPPOSING THE OIL TEMPERATURE IS
Run-down: Minimum run-down from idle speed is 18 sec. WITHIN THE NORMAL RANGE. BEFORE THE NEXT TAKE-OFF IT IS NECESSARY TO REPLACE
Oil: Oil consumption 0.1 litre/hr (0.0264 US gal/hr). At negative load factors, falls and side slips oil leakage THE FILTER CARTRIDGE (WHEN CLOGGED) OR TO REMOVE ANOTHER REASON OF THE OIL
through the oil separator up to 0.5 litre/hr (0.132 US gal/hr) is acceptable. Check the oil quantity after landing. PRESSURE DROP. AT FURTHER OIL PRESSURE DROP TO LESS THAN 0.12 MPa DANGER OF
At negative load factors a pressure drop to zero within 5 sec and pressure recovery in following 5 sec is THE ENGINE SEIZING IS IMPENDING. THE MINIMUM OIL QUANTITY SIGNALLER CAN BE
acceptable. Due to the oil pressure drop short-time propeller speed drop and oscillations in indicated torque USED ONLY FOR GROUND CHECKING WHEN THE ENGINE IS AT REST.
can occur. 1) Flight idle speed is identical to acceleration datum speed at acceleration time test on the ground.
Fuel: Fuel system inlet pressure 0.07 to 0.3 MPa abs. (at booster pump switched off 0.05 MPa abs. as minimum). 2) Refer to Operation Manual (Manual Part No. 0982404).

Table 2 72.01.02
Pages 21/22
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055
Short-time fuel pressure drop at fuel system inlet to the atmospheric pressure is acceptable. 3) Time necessary for finishing of the flight.
Inlet fuel temperature: max. +60 oC (max. +140 oF).

Table 2 72.01.02
Pages 21/22
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

POWER RATINGS
DESCRIPTION AND OPERATION
1. Take-off rating
- used at take-off, discontinued approach or balked landing.
1.1 Take-off rating with water injection
- for achieving take-off power at higher ambient temperatures.
1.2 Max. contingency rating in accordance with JAR,
Max. take-off rating in accordance with FAR
- for use at one-engine failure at take-off.

2. Intermediate contingency rating in accordance with JAR,


Max. continuous rating in accordance with FAR
- for use at one-engine inoperative during the flight.

3. Maximum continuous rating in accordance with JAR,


Climb and max. cruise rating in accordance with FAR
- max. admissible rating for normal climbing and horizontal flight.
3.1 0.8 of max continuous rating in accordance with JAR,
0.8 of Climb and max. cruise rating in accordance with FAR
- continuous rating for normal, economical horizontal flight.

4. Flight idle (acceleration datum conditions)


- from this rating 95 % of take-off power can be achieved within 5 seconds.

5. Ground idling
- the lowest rating at engine operation; this is determined by position of the engine
control lever in the cockpit when it fits to the stop - and by proper adjustment of the fuel
control unit as well.

6. Reverse thrust rating


- as soon as the “IDLING“ stop has been disengaged and the engine control lever
moved into the “REVERSE“ position, partial or full reverse power can be achieved.

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72.01.03
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MANUAL PART No. 0982055

ENGINE AND AIRFRAME EQUIPMENT ENSURING


ENGINE OPERATION
DESCRIPTION AND OPERATION

1. Engine control lever


Designed for smooth control of performance from ground level idling to take-off power. By
overcoming the increased resistance to further motion of the lever, the maximum
contingency rating can be achieved. When moved beyond the idle-run stop, it serves for
propeller control in the range of small positive pitch with power corresponding to the idle
rating and, when moved beyond that point, for power control at reverse thrust rating.

2. Propeller control lever


Serves for smooth setting of propeller speed and for propeller blades feathering.

3. Fuel shut-off valve actuating lever


closes or opens fuel supply to the engine and enables manual engine power control with
EC (emergency circuit) on. Further the fuel shut-off valve in its closed position allows the
fuel manifold drainage.

4. Fire cock actuating lever


This opens or cuts off the fuel supply to the engine fuel system.

5. Interturbine temperature (ITT) indicator


It indicates the temperature measured by a set of 9 parallel connected thermocouples.

6. Indicator of fuel pressure at fuel nozzles inlet


Fuel pressure at fuel nozzles inlet is indicated.

7. Oil temperature indicator


Oil temperature in the oil tank is indicated.

8. Oil pressure indicator


Oil pressure at pressure pump outlet is indicated.

9. Generator speed nG indicator


Generator speed is indicated.
72.01.04
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MANUAL PART No. 0982055

10. Propeller speed indicator nV


Propeller speed is indicated.

11. Torque indicator Mk


Propeller shaft torque is indicated. Shaft power in engine operation can be so estimated.

12. Starting push-button


It actuates the engine starter, the ignition system and the starting fuel valve - irrespective
of conditions of starting: whether on the ground or airborne.

13. Push-botton for engine rotation


Only the engine starter is actuated.

14. Ignition system check switch


In use for checking the ignition system.

15. EC (emergency circuit) switch


If it is switched on, the emergency circuit of the fuel control unit is put in operation and
simultaneously, the control activity of the fuel control unit, including that one of the
system of limiters, is ruled out. The engine run with the EC switched on is controlled
manually by means of the shut-off valve control lever.

16. Limiters check push-button.


Used for check of limiters at low level of intervention.

17. System of limiters of critical parameters


Inadmissible values of critical parameters are decreased by reducing the fuel supply to
the engine. This is carried out on the basis of signals transmitted from the transmitters of
generator speed, propeller speed, torque and interturbine temperature. It also limits the
peak of interturbine temperature and its gradient during engine starting.

18. Propeller speed governor


Propeller speed is controlled in the range as demanded.

72.01.04
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

19. Starting switch


This is the master switch for electric power supply to the starting unit (located on the
aircraft ceiling panel).

20. Signalling panel


Minimum fuel pressure, minimum oil pressure, integrated electronic limiter unit out of
operation, emergency circuit switching on, propeller blades pitch below minimum flight
angle („BETA“ control), intervention of the integrated electronic limiter unit if some limit
value of parameters has been exceeded, feathering pump operation, nacelle anti-icing
flaps operation etc., are signalled.

21. Valve for setting the water injection degree


A device for setting the desired flow of water in advance.

22. Water injection push-button


It actuates the electric circuit for the water injection.

23. Pressure switch of the automatic feathering circuit


Switch of the airframe electric circuit for propeller feathering circuit.

24. Microswitch on the engine control lever


Switch of the electric circuit for automatic feathering. It also controls the electric circuit
for water injection.

25. Electro-hydraulic actuator of automatic feathering


As soon as an electric signal for feathering has been transmitted, it provides for setting
the propeller blades into feathering position.

26. Other signalling lamps (outside the signalling panel)


Signalling lamps of water injection and automatic feathering operation.

72.01.04
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72.01.04
Page 4
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

ENGINE INSTALLATION

DESCRIPTION AND OPERATION

The engine in the aircraft is mounted in an engine nacelle. Air flows to the compressor inlet
through a channel in the nacelle lower part. The engine location in the nacelle, its mounting
to the airframe and the system of air ducts inside the engine cowls is shown in subsection
72.02.00, Fig. 1.

Detailed information on engine installation into the airframe is presented in the „Installation
Manual“ (Manual Part No. 0982502).

As it can be seen in the diagram

- the reverse flow lay-out of the engine calls for a non-typical arrangement of engine cowls in
order to prevent exhaust gas from entry to the compressor inlet;

- the air passes to the compressor inlet through the space between the front and rear air
baffles. These baffles separate the front and rear compartments of the engine nacelle from
the compressor inlet section;

- the ducts in inner compartments of the engine cowls are designed so as to ensure, if
necessary, protection of the compressor inlet and to provide also the airflow to the oil
cooler.

The installation drawings of the WALTER M601E/M601E-21 engine (Sheet 1 to 8), with all
necessary data concerning the engine installation in the airframe are shown in subsection
72.02.00.

A selection of essential data on engine handling before and after mounting in the nacelle is
given in Fig. 2, subsection 72.02.00.

On the evidence of facts given in this figure it follows:

- the engine is hung on the crane by the lifting eyes located on the reduction gear box and on
the accessory drive box:

- there are two air baffles projecting outside the engine. They are made of sheet metal:
therefore can be damaged easily in handling;

72.02.00
Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

- three points for level control are provided on the reduction gearbox flange; another three
points are on the accessory drive box. They can be used for locating the engine in
longitudinal and transversal position as required by the airframe; levelling points on the
engine are painted red;
- the engine is mounted in the nacelle by three pins that are elastically supported in the
rubber blocks of the mounting brackets. These are located on the centrifugal compressor
casing; however, the engine for L410 UVP-E commuter is delivered and transported as
assembled together with the part of engine mountings, the so called mounting ring, by
means of which the engine is attached directly to individual airframe struts;
- the largest assembly to be mounted to the engine after it has been installed in the nacelle is
the propeller; this is mounted on the centering collar fitted with the torque taking pins of the
propeller shaft flange;
- an engine name plate on the left-hand side of the accessory drive box is to be used for
engine identification;
- an engine centre of gravity is situated in front of the engine mounting plane;
- the engine is provided with two drives for airframe needs, i.e. a direct drive for the piston
control pump and a spare drive used for turning of the generator rotor (not shown in the
figure) and for the alternator drive;
- fuel, oil, electric, air and water installation devices are also connected to the engine (not
shown in the figure)

Additionally, the dimensions of the lifting set levers are also shown in Fig. 2. This set is used
to keep the engine in horizontal position after it has been hung on the crane. These
dimensions apply irrespective the engine is hung itself or lifted together with the
transportation stand - see engine transportation. Data contained on the engine name plate
are explained in Fig. 3 (subsection 72.02.00).

See subsection „Installation“ for information on servicing procedures as follows:


- assembling and removal the engine,
- engine checks and inspections during installation,
- engine transportation.

Apart from that, a separate subsection presents a description of the engine preparation for
the first starting. The check of engine parameters is described in subsection 72.03.00.

72.02.00
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

Legend: 1 Air intake in the lower part of the engine nacelle

2 Air flow through the space between vertical air baffles

3 Outlet of gas through exhaust bends

4 Force taking struts from the engine mounting ring to the wing

5 The system of de-icing and oil cooling actuating flaps

DIAGRAM OF ENGINE INSTALLATION IN THE NACELLE


Fig.1

72.02.00
Page 3
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72.02.00
Page 4
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

ENGINE
INSTALLATION
DRAWING
Sh 1

72.02.00
Pages 5/6
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

ENGINE
INSTALLATION
DRAWING
Sh 2
72.02.00
Pages 7/8
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

ENGINE
INSTALLATION
DRAWING
Sh 3
72.02.00
Pages 9/10
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

ENGINE
INSTALLATION
DRAWING
Sh 4

72.02.00
Pages 11/12
Jul 1, 2003
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MANUAL PART No. 0982055

ENGINE
INSTALLATION
DRAWING
Sh 5

72.02.00
Pages 13/14
Jul 1, 2003
WALTER a.s.
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MANUAL PART No. 0982055

ENGINE
INSTALLATION
DRAWING
Sh 6

72.02.00
Pages 15/16
Jul 1, 2003
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MANUAL PART No. 0982055

ENGINE
INSTALLATION
DRAWING
Sh 7

72.02.00
Pages 17/18
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

ENGINE
INSTALLATION
DRAWING
Sh 8

72.02.00
Pages 19/20
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

Legend:
1 Front engine lifting eye 6 Elastic engine mounting brackets
2 Rear engine lifting eye 7 Propeller shaft flange
3 Front air baffle 8 Engine name plate
4 Rear air baffle 9 Engine centre of gravity
5 Levelling points - painted red

SURVEY OF ESSENTIAL INSTALLATION DATA


Fig. 2

72.02.00
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WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

1 2 3 10

WALTER a.s. MODEL


PRAHA CZECH S/N
REPUBLIC
DATE OF
MANUFACTURE

5 6 7 8 9 4
Legend:
1. Manufacturer's designation
2. Engine model designation (e.g. M601E)
3. Engine serial number (e.g. 033001)
a) first two digits stands for a year of manufacture
b) third digit stands for a quarter of the year
c) fourth, fifth and sixth digits stand for a serial number of the engine that was
manufactured according to the documentation valid in the year and the quarter
concerned
d) further four digits stand for extended TBO and No. of equivalent flight cycles till
overhaul it the engine has been rebuilt (ref. NOTE in Subsection 5.05.00, Page 2)
4. Date of manufacture (e.g. Jul 1, 2003 - month, day and year)
- the date of ending final examination of a new engine
The production date month is given as an abbreviation of month name.
January - Jan April - Apr July - Jul October - Oct
February - Feb May - May August - Aug November - Nov
March - Mar June - Jun September - Sep December - Dec
5. Take-off engine power.
6. The units for engine power (kW, S.H.P.) are presented according to a purchaser
demands. If no other way, power is presented in kW units.
7. Number of type certificate that has been issued by the Civil Aviation Authority of the
Czech Republic
8. Number of type certificate that has been issued by the Aviation Authority in the import
state.
9. Places reserved for another designation at the repairs or rebuildings of engine, etc. (e.g.
the first overhaul is designated in the right field as ovhl 1, the second one as ovhl 2)
10. Blank

NOTE: This engine name plate is valid for the engines manufactured from October 20, 2003.

ENGINE NAME PLATE


Fig. 3
72.02.00
Page 22
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

ENGINE INSTALLATION

TROUBLE SHOOTING

If some trouble occurs, contact the service department of the engine manufacturer.

72.02.00
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

72.02.00
Page 102
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

ENGINE INSTALLATION

INSTALLATION AND REMOVAL

Engine installation to an airplane and engine removal from an airplane are carried out
according to Airplane Maintenance Manual. All important installation data for complete
engine connection to the airframe are presented in the engine installation drawings.

Prior to mounting the engine into the aircraft it is necessary to make sure that both main
rotors are free to turn and whether control levers are in the positions as mentioned in the
following chapter.

When the engine is installed/removed, the compressor inlet and exhaust bends are to be
equipped with protective shields throughout these works performing. The completion of the
engine installation to the nacelle is followed by the inspection and check of the installation
and the engine has to be prepared to the start as mentioned in following sections.

During engine removal, the regulations mentioned in the technological instructions for
preparation of the engine for a shipment to the manufacturer should be adhered to.

Propeller unit installation and removal is carried out according to the propeller manufacturer
instructions.

72.02.00
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WALTER a.s.
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MANUAL PART No. 0982055

72.02.00
Page 402
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601 to 602

Name of work Manpower required


(Manhours)
Inspections after installation

Working procedures and technical requirements Further work Check

The following inspections should be performed during engine See


installation: page 101

1. Before engine installation into the aircraft, first of all it is


necessary to make sure that both engine rotors are free to
turn. Working procedures are presented in subsection
72.03.00. It is also necessary to check the position of the
control levers according to section 76.

2. In case of installation when the engine is not connected to the


mounting ring, in case of the mounting ring or the elastic
bracket replacement or in case of the engine elastic bracket
removal for any other reason, it is necessary to check-up
dimensions and visually examine surfaces shown in Fig. 601.

3. When the propeller is installed on the engine, it is


recommended to carry out visual and dimensional inspection
in accordance with the data shown in Fig. 602.

Test Equipment Tools and Fixtures Consumable Materials

72.02.00
Page 601
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601 to 602

Name of work Manpower required


(Manhours)
Inspections after installation

Working procedures and technical requirements Further work Check

4. After the engine installation into the nacelle has been


completed, the following inspections should be carried out:

- engine mounting and securing of the joints - visual


inspection

- quality of the propeller unit installation - visual inspection

- mounting and installation of engine accessories according


to procedures shown in subsequent technological
instructions, pages 605 to 609 incl. Fig. 603

- quality of the fuel, oil, air, electric and water installations -


visual inspection

- check-up of the engine actuating elements in accordance


with work procedures described in section 76

- check-up of sparking plugs operational ability - by listening

- check-up of the function of the electro-magnetic valve in


the torch igniter circuit - by listening. The electro-magnetic
valve is located on the fuel pump.

72.02.00
Page 602
Jul 1, 2003
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

I Pin dia 11.1 f7 Clearance


+0.03
Hole dia 11.1 0.016 to 0.064 Surface defects
II Pin dia 11.1 f7 Clearance not allowed

Hole dia 11.1 H7 0.016 to 0.052


III Nut 17 Tightening torque 58.8 to 63.7 (Nm)

Legend: 1 Body of the engine elastic mount


2 Elastic mount itself
3 Elastic mount pin
4 Engine mounting ring
5 Slotted nut, washer and split pin

ENGINE ELASTIC MOUNT


Fig. 601

72.02.00
Page 603
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

I Pin dia 65.049 j6 Clearance


Hole dia 65.1 H7 0.039 to 0.088 Surface defects
II Pin dia 12.693 h5 Clearance not allowed

Hole dia 12.7 D8 0.057 to 0.092


III Screw hexagonal head size and tightening torque according to the propeller unit
maintenance manual.

Legend: 1 Propeller shaft


2 Propeller shaft locking pin
3 Propeller hub screw
4 Propeller hub body

PROPELLER ATTACHMENT
Fig. 602

72.02.00
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
605 to 606, 609

Name of work Manpower required


(Manhours)
Inspection of the engine instruments fastening

Working procedures and technical requirements Further work Check

1. Check visually fastening and securing of screw joints of


engine instruments - see Fig. 603 - 72.02.00, page 609

- Propeller speed transmitter LUN 1333.12-8 item 1

- propeller control unit LUN 7816-8 item 2

- engine actuating elements


on the reduction gear box item 3

- engine mounts item 4

- torque limiter pressure switch LUN 1476-8 item 5

- torquemeter pressure
transmitter LUN 1540.02-8 item 6

- engine actuating elements


on the accessory drive box item 7

- starter-generator LUN 2132.02-8 item 8

- fuel control unit LUN 6590.05-8 item 9

- generator turbine speed


transmitter LUN 1333.12-8 item 10

Test Equipment Tools and Fixtures Consumable Materials

72.02.00
Page 605
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
605 to 606, 609

Name of work Manpower required


(Manhours)
Inspection of the engine instruments fastening

Working procedures and technical requirements Further work Check

- hydraulic pump LUN 6102 item 11

- fuel pump LUN 6290.04-8 item 13

- ignition unit LUN 2201.03-8


or UNISON item 15

- oil temperature transmitter LUN 1358-8 item 16

- exhaust bends item 17

- electrohydraulic actuator LUN 7880.01-8 item 18

- minimum oil pressure switch 1.25 K


LUN 1469.32-8 item 19

- automatic feathering
pressure switch LUN 3280-8 item 20

- automatic feathering switch


on the engine control lever M601-710.7 item 21

- alternator LUN 2102 item 22

- sparking plug N 25F - 3


or CHAMPION item 23

- torch igniter M601-208.6 item 23

- chips signaller items 25, 26

72.02.00
Page 606
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
607 to 608, 609

Name of work Manpower required


(Manhours)
Inspection of electric installation of the engine instruments

Working procedures and technical requirements Further work Check

1. Check visually securing of instruments plugs, insulation of


electric conductors, fastening of electric conductors in holders
and in baffles according to the diagram shown in Fig. 603,
72.02.00, page 609; all this concerns the following
instruments:

- propeller speed transmitter LUN 1333.12-8 item 1

- propeller control unit LUN 7816-8 item 2

- torque limiter pressure switch LUN 1476-8 item 5

- Torquemeter pressure
transmitter LUN 1540.02-8 item 6

- starter-generator LUN 2132.02-8 item 8

- fuel control unit LUN 6590.05-8 item 9

- generator turbine speed


transmitter LUN 1333.12-8 item 10

- fuel pump LUN 6290.04-8 item 13

Hand torch or portable light

Test Equipment Tools and Fixtures Consumable Materials

72.02.00
Page 607
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
607 to 608, 609

Name of work Manpower required


(Manhours)
Inspection of electric installation of the engine instruments

Working procedures and technical requirements Further work Check

- ignition unit LUN 2201.03-8


or UNISON item 15

- oil temperature transmitter LUN 1358-8 item 16

- electrohydraulic actuator LUN 7880.01-8 item 18

- minimum oil pressure switch 1.25 K


LUN 1469.32-8 item 19

- automatic feathering
pressure switch LUN 3280-8 item 20

- automatic feathering switch


on the engine control lever M601-710.7 item 21

- alternator LUN 2102 item 22

- sparking plug N 25 F - 3
or CHAMPION item 23

- torch igniter M601-208.6 item 23

- 9 terminals of thermocouples
for ITT measurement item 24

72.02.00
Page 608
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
605 to 609

Name of work Manpower required


(Manhours)
Inspection of the engine instruments fastening
Inspection of electric installation of the engine instruments

Working procedures and technical requirements Further work Check

Fig. 603

72.02.00
Page 609
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

72.02.00
Page 610
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

ENGINE INSTALLATION

TRANSPORTATION

The engine is transported in metallic container with nitrogen atmosphere. The engine is
mounted on a transport stand that serves also as a fixture on which the engine is being
prepared for installation in the aircraft. The engine is attached to the transport stand at the
reduction gearbox and by the engine mounting ring.

When held in a container, the engine can be transported by any transport means - truck,
train, ship or airplane. When transported by air in an aircraft without pressurized cabin (at
altitudes above 4,000 m (ISA), it is necessary to loosen the container lid or plugs with the
humidity indicator to allow for atmospheric pressure equalization at high altitudes and thus
prevent any container damage. However, the nitrogen atmosphere protection would be thus
destroyed.

Tools according to the subsection 72.03.01 and accompanying documentation are


transported together with the engine. Containers are provided with hoisting eyes.

Metallic container

Mass:

Engine on the transport stand ............................................................................... 225 kg

Container with engine, tools, etc. .......................................................................... 382 kg

Container empty, with transport stand .................................................................. 165 kg

Metallic container is shown in Fig. 1001, page 1003. Recommended handling is described in
subsequent technological instructions.

Working procedure for engine lifting from the container or from the PVC wrapping as well as
preparatory work required for shipping the engine to the manufacturer are described in
subsequent technological instructions.

72.02.00
Page 1001
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

Metallic container

Metallic container for the WALTER M601 engine has been manufactured especially for air
transportation (in the IL 62, TU 154, L 410 or other types of aircraft). Metallic container is of
cylinder configuration with a single-ended cover fastened by lugs. It is provided with inner
stiffeners and guide bars that enable an engine on a transport stand to slide in. The stand
forms a part of the container and in slid-in position is secured against movement in any
direction.

The container is gastight and both its faces are provided with checking plugs for indicators
that check moisture content inside the container.

The transport stand serves for convenient handling of the transported engine in dispatch
departments as well as for the engine withdrawal from the container at the customer
workplace. It is not intended for the transportation of the engine without the container.

The container is equipped with lugs ensuring its stability during transportation. The lugs
make possible to stock full containers in stores up to three layers, empty containers in four
layers and both full and empty containers in two layers, in any type of transportation. The lugs
make also possible horizontal connection of containers into groups as required.

The container provides also for the delivery of a 1 : 1 set of spare parts, tools and parts to
accompany the engine.

The container is designed so as to enable its loading by means of a high-lift truck through
any of its faces or by a crane using hoisting eyes located on the container upper part.

The container is equipped with an outer closed box for the Engine Log Book insertion. The
box can be sealed.

72.02.00
Page 1002
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

METALLIC TRANSPORT CONTAINER


Fig. 1001

72.02.00
Page 1003
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
1004 to 1005

Name of work Manpower required


(Manhours)
Unpacking of the WALTER M601 engine
from a metallic transport container

Working procedures and technical requirements Further work Check

1. Remove two seals from the lid and one seal - 1 - from the
Engine Log Book box (see Fig. 1002).

2. Loosen and unscrew 8 bolts fastening the cover to the


container.

3. Remove the cover from the container. If the cover cannot be


removed easily through manual handling, it is allowed to force
it off. A wooden or plastic pad should be used to force the
cover off. Neither the cover nor the container lining should be
damaged in the above operation.

4. Withdraw the Engine Log Book from the box - 2 -, withdraw


the spare part kit - 3 - from the container and other packages
- 4 -, if any.

5. Remove securing wires from both exhaust bends - 5 - and,


through sliding them out of their slots, withdraw the bends
from the container.

6. Remove the securing wire from the bolt - 6 - fastening the


front part the engine stand to the container lining. Loosen and
unscrew the bolt.

Test Equipment Tools and Fixtures Consumable Materials

72.02.00
Page 1004
Jul 1, 2003
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
1004 to 1005

Name of work Manpower required


(Manhours)
Unpacking of the WALTER M601 engine
from a metallic transport container

Working procedures and technical requirements Further work Check

7. By pulling manually (in the direction of the container axis),


withdraw the stand together with the engine onto an
auxiliary handling platform whose dimensions should be at
least 2,400 x 800 x 65 mm.

Should it not be possible to withdraw the engine stand


from the container manually, it is allowed to force it out from
the front part by means of a pipe - 7 - located in the L.H. side
of the container. Instructions stuck on the inner side of the
container cover have to be respected.

CAUTION!

DO NOT APPLY THE PIPE AGAINST THE EDGE OF


THE CONTAINER INLET OPENING BUT IN THE PLACE
OF WELDED-ON BLOCKS - 8 -.

8. Remove the bags containing desiccant from the engine


according to the layout. Their number must correspond to
the data shown in the scheme.

9. Release, loosen and unscrew the wing nut on a stranded


wire that fastens the engine front part to the stand.
Remove the stranded wire from the engine.

10. Remove securing wire from 4 bolts fastening the engine


mounting ring. Loosen and unscrew the bolts. Remove the
yokes that are clamping the mounting ring.

11. Fasten the engine to the prescribed lifting set. Put it off
from the engine stand. Proceed in accordance with the
rules for engine handling.

72.02.00
Page 1005
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

1 Sealing spots on the cover and on the Engine Log Book box
2 Engine Log Book box
3 Spare parts kit
4 Other packages held in the container
5 Exhaust bends
6 Bolt fastening the stand in the container
7 Pipe for forcing the stand
8 Supporting block for the forcing pipe
Fig. 1002

72.02.00
Page 1006
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
1007 to 1012

Name of work Manpower required


(Manhours)
Engine transportation

Working procedures and technical requirements Further work Check

1. Preparation of an engine to be shipped in a metallic


container to the manufacturer for overhaul or repair
General:
Prior to engine removal, from the airframe the preservation
is to be carried out in accordance with technological
instruction 72.03.00, page 905.
Remove the engine according to the procedure described in
the Airplane Maintenance Manual.
As soon as the engine has been removed, it has to be
prepared and put into the container according to the
following working procedure:
1.1 Instruction for putting the engine into the container
Complete engine preservation according to technological
instruction 72.03.00, page 907.
1.2 When removing the engine from the aircraft, blind
successively the openings on the engine surface by the
corresponding blinding plugs:
- compressor
inlet screen - cover Dwg. No. M601-927.0 - 1 pc
- exhaust bends - cover Dwg. No. M601-928.0 - 2 pcs
- air supply to the
starter-generator - cover Dwg. No. M601-929.0 - 1 pc
- oil collector for the
feathering pump - blinding plug 12 ONL 3997.4 - 1 pc
nut 12 ONL 3959.4 - 1 pc

Appropriate Wrench
Pincers

Test Equipment Tools and Fixtures Consumable Materials

72.02.00
Page 1007
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
1007 to 1012

Name of work Manpower required


(Manhours)
Engine transportation

Working procedures and technical requirements Further work Check

- oil supply and return


from the cooler
on the accessory
drive box - blinding plug
Dwg. No. M601-5312.4 - 1 pc
Dwg. No. M601-5313.4 - 1 pc
- hydraulic pump drive
on the accessory
drive box - blinding plug
Dwg. No. M601-5282.4 - 1 pc
sleeve
Dwg. No. M601-537.8 - 1 pc
- oil feed pipe union
on the accessory
drive box - blinding plug 12 ONL 3999 - 1 pc
- air bleed
for the cabin - blinding plug 16 ONL 3999 - 1 pc
- propeller shaft - blinding plug
Dwg. No. M601-9116.4 - 1 pc
bolt Dwg. No. M601-9117.4 - 1 pc
washer 10 ČSN 31 3282.12 - 1 pc
secure by means of binding wire
dia 0.63 mm (max.) after the bolt has
been tightened
- other holes (e.g. pipes) can be blinded by plastic foil,
paraffin or parchment paper and fastened by means of a
rubber band. Blinding plugs can be used from an engine
installed into airframe for the one to be shipped.
- fasten the loose part to the propeller speed governor:
- block carrier - No. 15319140 - 1 pc

72.02.00
Page 1008
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
1007 to 1012

Name of work Manpower required


(Manhours)
Engine transportation

Working procedures and technical requirements Further work Check

Wrap electric wiring connectors into a foil and fasten by a


cord or rubber band.
Remove one exhaust bend from the engine and mount 4
shims No. M601-9143.9 that form part of the container
accessories. Remove the second exhaust bend according
to the same procedure.
CAUTION!
THE TWO EXHAUST BENDS SHOULD NEVER BE
REMOVED SIMULTANEOUSLY WITHOUT THE SHIMS
MOUNTED ON THE FLANGES. USE ORIGINAL
CONNECTING HARDWARE FOR MOUNTING THE
SHIMS.
For transportation in a metallic container, the following
parts should be additionally removed:
- The connector of the LUN 2201.03 or
UNISON ignition source (from the lower box) - 1 pc
- B 560 838 N nozzle - 1 pc
- Bottom part of the fire extinguishing piping
No. B 560 853 N
(under the reduction gear box flange) - 1 pc
Blind the end of the piping by plastic foil and bind it up with
cord or rubber band. Fasten the removed piping and
nozzle together with the necessary connecting hardware in
a PVC bag in three spots to the upper part of the fire
extinguishing piping.
1.3 Check the blinding of all openings. All loose levers and
pull-rods should be secured against movement by binding
wire.

72.02.00
Page 1009
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
1007 to 1012

Name of work Manpower required


(Manhours)
Engine transportation

Working procedures and technical requirements Further work Check

1.4 Unscrew the nuts fastening the cover of the prepared


container and remove the bolts and washers. Remove the
cover and put it aside. Unscrew and remove the bolts
fastening the stand. Withdraw the stand from the container
onto an auxiliary handling platform whose dimensions
should be at least 2,400 x 800 x 65 mm.
1.5 Using a lifting set fastened to lifting eyes on the reduction
gear box and the accessory drive box, lift the engine and
seat it on the engine stand.
Fasten the engine to the engine mounting ring by means of:
- LN 5385 bolt (M10x40) 4 pcs
- M10 ČSN 02 1740.05 nut 4 pcs
Insert spring washers under the nuts:
- spring washer 10 ČSN 02 1740.05 4 pcs
Bolts - 4 pcs - secure by locking wire.
Fasten the engine front part - i.e. the reduction gear box
flange by means of:
- Stranded wire M601-981.6 1 pc
- nut LN 5395 (M6 wing nut) 1 pc
Secure the wing nut with locking wire.
1.6 Slide the engine on its stand equipped with wheels inside
the container full-depth. Fasten the engine stand in the front
part to the container lining by means of:
- Bolt LN 5396 (M20x80) 1 pc
- Nut M20 ČSN 02 1401.55 1 pc

72.02.00
Page 1010
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
1007 to 1012

Name of work Manpower required


(Manhours)
Engine transportation

Working procedures and technical requirements Further work Check

Insert the spring washer under the nut:

- spring washer 20 ČSN 02 1740.05 1 pc

Secure the bolt with a locking wire.

Slide the removed exhaust bends in the holders in the upper


part of the container near its inlet opening and secure them
with a wire.

1.7 The container should be marked with red varnish, identified


either by the number of engine or of the claim record. The
Engine Log Book and appliance logs should be wrapped in
a plastic foil.

- fuel pressure transmitter LUN 1559-8 1 pc


or
LUN 1559.01-8 1 pc

- oil pressure transmitter LUN 1558-8 1 pc


or
LUN 1558.01-8 1 pc

- torque indicator LUN 1539.02-8 1 pc


(located on the instrument board)

The removed instruments should be packed in paraffin or


parchment paper and wrapped up with PVC foil or
polyethylene foil, put in a box and bound up. All this should
be put in a case for loose enclosed parts. Close the case
and fasten it to the holders inside the container on the
engine right-hand side.

72.02.00
Page 1011
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
1007 to 1012

Name of work Manpower required


(Manhours)
Engine transportation

Working procedures and technical requirements Further work Check

1.8 Fit the container cover in its proper position (i.e. with the
sight glass of the moisture indicator upwards) and fasten it
by:
- bolt M8x60 ČSN 02 1101.55 6 pcs
- bolt LN 5379 (M8x60 with hole in the shank) 2 pcs
- washer 8.4 ČSN 02 1702.15 16 pcs
- spring washer 8 ČSN 1740.05 8 pcs
- nut M8 ČSN 02 1401.55 8 pcs
Check whether nuts are tightened properly and whether bolts
bear on the corresponding surfaces. Seal the container cover
in two spots in the holes drilled in the stems of the LN 5379
bolts.
1.9 CAUTION!
a) ALL OPERATIONS SHOULD BE PERFORMED IN DRY
ENVIRONMENT.
b) BEFORE LIFTING THE ENGINE, IT IS NECESSARY TO
MAKE SURE THAT THE STEEL ROPES OF THE
LIFTING SET ARE PROPERLY ATTACHED TO THE
ENGINE AND THAT LIFTING SET OPERATES
PROPERLY.
c) WHEN HANDLING THE CONTAINER AND LIFTING
SET, ALL SAFETY REGULATIONS SHOULD BE
ADHERED TO. ALL OPERATIONS ARE TO BE
PERFORMED WITH FULL SENSE OF
RESPONSIBILITY, IN ORDER TO AVOID ANY
DAMAGE TO THE ENGINE.
d) FOR TRANSPORTATION OF THE WALTER M601E OR
WALTER M601E-21 ENGINES, ONLY METALLIC
CONTAINERS OF GREY OR GREEN COLOUR CAN
BE USED !!

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PREPARATION FOR THE FIRST ENGINE STARTING

PROCEDURE

Following the installation of the engine in the aircraft and the obligatory inspection, as
described in the preceding sections the engine can be prepared for the first starting. The
preparation consists of operations described in the Aircraft Maintenance Instructions.

Working procedures concerning the oil installation are described in section 79,
de-preservation of the fuel control system is described in the part on storing in subsection
72.03.00 and its de-aeration in the same subsection.

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72.02.01
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OPERATIONAL ABILITY

DESCRIPTION AND OPERATION

In the course of engine operation, a number of procedures should be carried out which follow
from the necessity to verify, maintain or ensure the operational ability of the engine.

To enable mechanical procedures on the engine be put into effect, a set of tools is being
delivered together with the engine. This set of tools contains all the necessary tools and aids
required for replacing the engine instruments, for checking the oil system, for adjusting the
engine, etc.

Apart from the operations described in working procedures included in various sections and
subsections of this manual, it is necessary not only to ensure the washing of the compressor,
engine preservation and de-preservation, but also to check whether the engine rotors are free to
rotate or to verify the engine parameters. Relevant working procedures are described in
subsequent parts. In addition, instructions for basic, recurrent procedures applicable for each
replacement of instruments or piping are also presented.

The description of tools is presented in a separate part of this subsection.

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OPERATIONAL ABILITY

TROUBLESHOOTING

If some trouble occurs which elimination by user′s personnel is not permitted, contact the
organization authorized to FCU technical services.

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OPERATIONAL ABILITY

ENGINE PREHEATING

At low ambient temperatures, when oil temperature decreases to -20 oC or lower, the engine
must be preheated by hot air from the ground sources before starting. Hot air of maximum
temperature 80 oC is supplied to the intake of the engine nacelle. The bottom part of the
nacelle (tray panel) should be partly tilted down and the flap of the oil cooler opened.

Another possibility is to tilt the bottom part of the nacelle fully down and direct the stream of
hot air to the bottom part of the oil tank and reduction gearbox.

The purpose of preheating is to warm up:

- engine air path and, thus, the oil charge of the reduction gearbox

- oil installations outside the engine

- oil cooler with its charge

- oil in the tank

- engine accessories on the accessory drive box, including the fuel control system

- lower part of the propeller hub.

To prevent hot air leakage, the gap between the tilted down bottom cover of the nacelle
should be covered with canvas.

Engine preheating should be continued until the oil temperature reaches +5 oC.

After preheating, but before starting the engine, turn both rotors as described in section
72.03.00.

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OPERATIONAL ABILITY

BASIC OPERATIONS

In this subsection, instructions and working procedures of basic operations are given which
are to be carried out both in the case of operations contained in technological instructions of
various subsections of this manual and in the case of routine servicing.

Following instructions are included in this section:

1. Instruction for assembling and disassembling the manifold

2. Instruction for mounting packing of joints and drives

3. Instruction for securing joints by means of locking devices

1. Instruction for assembling and disassembling the manifold

a) Wash the manifold, brackets and holders with lacquer petroleum and dry them before
disassembling.

b) As soon as the manifold has been disassembled inspect visually its surface and
contact faces. Look especially for scratches, vibration dents and other damages that
might cause defects in further operation. Contact surface of flanges and cones must
not be battered, distorted or scratched. Close the inspected manifold by suitable caps
(plastic foil and rubber bands) and store it up. Do not insert blinding plugs inside the
openings. They can be overlooked easily and the manifold, when mounted, becomes
clogged.

To facilitate future assembling, using appropriate means, mark the location of brackets
and holders.

c) When assembling the original manifold, remove the caps and fit the manifold to the
demanded position. Take care that no dust, dirt, binding wire, nuts, washers or other
foreign objects get into the engine. Should any foreign object fall in the engine, work
must be discontinued until these objects are found and removed even at the cost of
long time losses.

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d) When replacing damaged manifold by a new one, remove the blinding caps from the new
pipes, rinse the pipes in petrol and blow with compressed air. Inspect the contact
surfaces of cones and flanges. Place the manifold to the pipe union to which it should
be mounted and check whether contact surfaces bear together without strain. If the
parts of the manifold are not aligned, or - there is a gap or overlap in axial direction less
than 1 mm, the manifold can be mounted on. If the gap or overlap exceeds 1 mm, the
manifold should be adapted by bending. The manifold of outside diameter 12 mm can be
bent by 10 mm, the manifold of outside diameter 14 to 22 mm by 5 mm, compared with
its original shape.

The manifold must be bent at a distance greater than 25 mm from welds and soldered
joints and greater distance than 10 mm from nipples. Manifolds of outside diameter less
than 10 mm can be bent when fitted on the engine, their one end, however, must be
loose.

Adjusted must also be that manifold whose gap between the pipe and other part of the
engine is less than 3 mm. Also in passages through air baffles, alignment tolerance of the
manifold and openings in the air baffles is 1 mm.

If the above dimensions cannot be measured, perform visual estimates.

2. Instruction for mounting packings of joints and drives

a) All packings and rubber packing rings removed in the course of disassembling should
be replaced by the new ones. Original packings can only be used if undamaged, free of
apparent defects and without changes in their mechanical properties.

b) Only prescribed parts can be used for replacement. Especially in the case of rubber
packing rings it is easy to mistake parts made of different material and of different
dimensions. New part must not be damaged in storing.

c) Before dismantling, check the functional surfaces for placing packings.

d) In assembling, do not use hardened tools with sharp edges.

e) Smear bearing surfaces of packings with the engine oil or with the sealing agent shown
in the instructions for assembling. Apply smearing and sealing agents in thin, even
layers. Remove excessive quantity to prevent contamination of surfaces, clogging of
channels or nozzles.

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3. Instruction for securing joints by means of locking devices

a) Locking wire, lock washers, tab washers, spring washers and split pins can be used
once only. Bushings and plugs must be secured on lugs or the body. Never secure
plugs to the bushing with a binding wire.

Insert the split pins so that their heads will fit into the nut slots. Bend one end over the
bolt and the other over the nut.

b) When bending the tab washers, do not use tools with sharp ends. These tools could
damage the material of tab washers causing thus their breaking and, moreover, fall into
the engine.

c) Proper alignment of holes used for securing bolts and nuts should never be reached
through exceeding the prescribed torque (see tables 301 and 302). If proper alignment
can only be achieved either by exceeding the prescribed torque or by incomplete
tightening, select another part that would make it possible.

d) When securing joints by means of binding wire, adhere to the following basic rules:

- locking wire must be tight after installation,

- it should be bound in a such way as to act in the sense of tightening and hold the joint
in secured position,

- it must not be exposed to excessive strain caused by twist,

- its ends must be bent towards the engine or the part concerned,

- when twisting the wire, hold it in pliers by its ends that should then be cut off,

- the wire should be cut off so that three complete turns were left out of the loop,

- hook the ends of the wire.

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1. Adjust proper position of the hole for securing wire.

2. Draw the binding wire through the securing holes.

3. Bend the wire upper ends around the bolt head.

4. Twist the wire as close to the hole in the other bolt


as possible.

5. Pull the wire and simultaneously continue to twist it


till complete tightening. The twisted wire should
have approximately 3 to 4 turns per 10 mm.

WORKING PROCEDURE FOR SECURING BY BINDING WIRE


Fig. 301

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6. Draw the upper wire through the opening in the


second bolt. Seize the end of the wire with pliers
and draw it tight.

7. Hold the free end in your hand, bend it around the


bolt head and, together with the other end
protruding from the hole drilled in the bolt, twist it
counterclockwise.

8. Seize the twisted end of the wire with pliers and


twist it tight.

9. Bend the twisted end under the bolt head.

10. Cut off the excess wire and hook the ends of wire.

WORKING PROCEDURE FOR SECURING BY BINDING WIRE


Fig. 302
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Tightening Torque
Thread Size Nm lb.in
mm in min. max. min. max.
M3 0.1181 2.0 4.0 17 35
M4 0.1575 2.15 5.8 18,5 50
M5 0.1968 2.4 7.2 21 62.5
M6 0.2362 3.0 8.7 26 75.5
M8 0.3150 4.0 10 35 87
M 10 0.3937 5.5 15 48 130
M 12 0.4724 7.8 30 68 260
M 16 0.6299 9.5 43 82.5 373
M 20 0.7874 11 57 95.5 495

TIGHTENING TORQUE LIMITS FOR STUDS WITH STANDARD THREAD


Table 301

Tightening Torque
Thread Size Nm lb.in
mm in min. max. min. max.
M 3x0.35 0.1181 2.0 4.6 17 40
M 4x0.5 0.1575 2.15 5.8 18.5 50
M 5x0.5 0.1968 2.4 7.9 21 68.5
M 6x0.5 0.2362 3.0 9.3 26 81
M 8x1 0.3150 4.0 12 35 104
M 10x1 0.3937 5.5 18 48 156
M 12x1.5 0.4724 7.8 34 68 295
M 16x1.5 0.6299 9.5 50 82.5 434
M 20x1.5 0.7874 11 65 95.5 564

TIGHTENING TORQUE LIMITS FOR STUDS WITH FINE THREAD


Table 302

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OPERATIONAL ABILITY
VERIFYING THE PARAMETERS

The following tests of the engine with the propeller unit are obligatory for verifying the
parameters of the engine, for the adjustment and checking of its instruments:

1. Engine test on the ground


2. Test of maximum engine speed
3. Test of engine power
4. Test of engine reverse power
5. Checking the take-off rating with water injection

In the subsequent paragraph, procedures and diagrams are given for performance and
evaluation of the above tests.
Adjustment procedures are described in sections 73 and 76.

1. ENGINE GROUND TEST (see pages 502 and 503)

is to be carried out:
- after having installed the engine in the airframe in order to check and adjust instruments
and to check the tightness
- in order to establish the travel of the engine control lever with of the nG (to complete the
diagram)
- after having replaced instruments or engine parts for engine check and adjustment
- after any engine adjustment

CAUTION:
a) COMPARE THE OPERATIONAL VALUES WITH THOSE SHOWN IN THE TABLE OF
OPERATIONAL LIMITS (SEE 72.01.02).

b) IN THE COURSE OF THE ENGINE TEST, THE PROPELLER CONTROL LEVER IS


TO BE SET TO THE POSITION OF MAXIMUM PROPELLER SPEED (PROPELLER
RELIEVED) WITH THE EXCEPTION OF THE TESTS TO CHECK THE FUNCTION OF
THE PROPELLER SPEED GOVERNOR.

c) AFTER EVERY ENGINE TEST, ENGINE INSPECTION IS TO BE CARRIED OUT IN


THE EXTENT OF PREFLIGHT INSPECTION.

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ENGINE GROUND TEST PROGRAM

Running
Con.
Power rating time Prescribed checking
No.
(min)
1. Starting - checking the function of the starter-generator,
torch igniters and engine run
2. Idle run 1.5 engine warming, checking of engine run,
checking of the operation and wiring of
measuring instruments, checking of propeller
feathering
3. Flight idle 0.5 engine warming-up, checking of engine run
4. Checking the function 0.5 checking of limiters, checking AF switch closing
of limiters point, see 76.10.00, page 506, para 1
5. Maximum continuous 1 checking of engine run, propeller speed,
(cruise) checking the function of the propeller speed
governor by loading the propeller to lower speed
nv by 100 r.p.m. and relieving it again
6. Take-off 0.5 checking of maximum engine speed, checking
the engine and propeller run
7. Take-off rating 2.0 the check is carried out only in cases referred in
with water injection section 72.03.00, page 509, para 5
8. Deceleration from - checking of smooth speed decrease free of
take-off to idle run surging
9. Acceleration from the - checking of smooth speed increase free of
flight idle surging, checking of ITT, temperature overshoots
(acceleration datum) and of time to accelerate
to 95 % take-off
power
10. Reverse thrust 0.5 checking of engine run and propeller function.
CAUTION: THE LIMITER MUST BE ON AND
THE PROPELLER CONTROL
LEVER IN THE POSITION OF
MAXIMUM SPEED.
11. Emergency circuit 2.0 Checking of the idle run and of maximum engine
check speed with the emergency circuit on
min.
12. Idle run engine cooling and engine run check-up
3.0
13. Engine shut-down - rotors run-out time measurement
and inspection

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0 60 70 80 90 100 nG [%]

starting
1

warming up
2
ground idle
flight idle
3
limiters check

checking of AF switch closing point


4
maximum continuous rating
take-off rating
5

6 take-off rating with water injection

deceleration
7
acceleration

reverse thrust rating


8

emergency circuit on
9

10

11 cooling

12
ground idle

13 engine shut-down ENGINE GROUND TEST COURSE

14
running
time
[min]

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2. TEST OF MAXIMUM GENERATOR SPEED

The purpose of the above test is to check maximum speed attained when controlled by
the fuel control unit.

2.1 Maximum generator speed on the stop of maximum speed should be 100 % but any of
the limiting values cannot be exceeded.

2.2 In the case that above speed cannot be attained without exceeding the limiting
parameters, i.e. Mk or ITT, checking and adjustment of maximum generator speed
should be performed, using technological stop on the fuel control unit. In this case,
maximum generator speed should be 94.5 to 95 %.

2.3 The method of maximum speed adjustment is described in section 73.

CAUTION: MAXIMUM SPEED WITH THE TECHNOLOGICAL STOP CAN BE ADJUSTED


UP TO AMBIENT TEMPERATURE OF -15 OC. IN THE CASE OF LOWER
AMBIENT TEMPERATURES, ADJUSTMENT OF MAXIMUM SPEED
CANNOT BE PERFORMED BECAUSE OF THE DANGER OF TORQUE
LIMIT EXCEEDING.

3. ENGINE PERFORMANCE TEST

The purpose of the test is to determine the main parameters that characterize engine
performance, i.e. shaft power and interturbine temperature. The test is carried out after
engine installation in the airframe and, after that, whenever there is a suspicion that the
engine parameters have changed in the course of operation.

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3.1 Test conditions

Testing and adjustment, if any, can only be carried out if the wind velocity is not greater
than 5 m/sec. No checking and adjustment are allowed in gusty wind. Determine the real
atmospheric pressure p0 on the airport and air temperature (in the shadow) at the time of
the test. Air temperature must be determined with high accuracy as the engine power is
very sensitive to its variation (∆t0 = +1 oC corresponds to ∆N = -1 %, at constant gas
generator speed). Because of this, the aircraft must be oriented against the wind to
completely prevent from suction of hot exhaust gases. The condition of the engine
should be evaluated from the shaft power attained at a normal atmospheric humidity
(neither rain nor fog). Should water be sucked in the engine, be it in the form of fog, rain
drops or snow flakes, the engine power is higher than in the case of tests carried out
under the condition of normal relative humidity.

Under icing conditions, no adjustment or checking of the engine performance is allowed.

3.2 Procedure

a) Start the engine and let it warm-up to operational temperature. The pressure in the
hydraulic accumulator should be increased to 15 MPa. The oil temperature should be
in the range of 60 to 80 oC during the test. Air bleed at the compressor outlet must be
closed, the electric generator off, de-icing in off position.

b) Set the generator speed at maximum possible level rounded-off to integer percentage
(99 or 98 %) where no exceeding of limiting parameters occurs.

c) Put the propeller control lever into the position of maximum propeller speed. When
the measured parameters are steady, read and record generator speed, propeller
speed, interturbine temperature and torque (the interturbine temperature becomes
steady in 2 to 3 minutes).

d) Cool the engine and shut it down.

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3.3 Evaluation of the test

a) Correction of the measured parameters with respect to standard conditions is carried


out according to the following formulae by means of pocket calculator. The effect of
engine installation is considered in Diagram 501.

Formulae for parameter correction:

288
n GR = n G · ...................................................................(% )
( 273 + t 0 )

288
ITTR = (ITT + 273 )· - 273 ...........................................................( o C )
273 + t 0

101325
, 288
NHR = 0,0026923· n V · Mk · · ....................................(kW )
p0 ( 273 + t 0 )

nG .................... gas generator speed (%)


ITT .................... interturbine temperature (°C)
t0 .................... ambient temperature (°C)
nV .................... propeller speed (r.p.m.)
Mk .................... torque (%)
p0 .................... atmospheric pressure (kPa)

b) Plot the points calculated according to item a) in Diagram 501. Add the date of the
performance test and number of hours in operation.

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c) If the plotted point of the corrected shaft power lies above the standard curve shown
in Diagram 501, engine power meets technical specifications and engine installation in
the aircraft is satisfactory.
If the plotted point of the corrected shaft power lies below the standard curve, it is
necessary to check whether the de-icing flap in the nacelle is in upper position,
whether the air bleed from the compressor is closed and whether the electric
generator is off.
If no fault is found, the compressor should be washed and the entire measurement
procedure should be repeated. If the point calculated from the second measurement
does not lie above the standard curve, two more points should be measured at
generator speeds lower than in the case of the first measurement always by 1 % (for
example: original measurement nG = 99 %, repeated measurements nG = 99 %, 98 %,
97 %). Repeated measurement should again be carried out according to item 3.2,
acquired values corrected and plotted in Diagram 501.
As far as the plotted points are below the initial curve up to 20 kW and the engine
shaft power is sufficient for safe aircraft operation, the flight operation can continue.
When individual power ratings are set all operation limits presented for individual
power ratings (as presented in the “Table of Operation Limits”) must be respected.
The engine performance check must be repeated after following 50 hrs of flight
operation to find out whether the shaft power drop has stopped, or if it continues. If
this power drop continues, the engine performance check must be repeated after
each 50 hrs of flight operation. If the power drop has stopped and the shaft power is
in the range up to 20 kW below the initial curve, the engine performance check is to
be performed in the scope of Inspection, Type 3.
If there is any doubt on correctness of the torque measurement, check the
correctness of the torque indicator on the Z800 special testing device in accordance
with technological instructions 77.11.00. The value of torquemeter pressure for
Mk = 100 % is presented in the Engine Log Book, Part I.

d) If already at the first measurement according to item c) the point ITTR of corrected
interturbine temperature lies above the standard temperature curve in Diagram 501,
check whether the air bleed at the compressor outlet is really closed and whether the
de-icing flap is in its upper position. Should you have any doubts about the tightness
of the air bleed valve for aircraft needs blind close the air bleed flange on the engine,
by metal sheet plug.
Should it be found that during the repeated performance tests in the course of flight
operation the temperatures ITTR are higher than those at the first performance test,
check first of all tightness of the air bleed system, the position of the de-icing flap and
the condition of the inlet screen. Should no faults be found, flight operation may
continue even with higher interturbine temperature but maximum allowed
temperatures shown in the table of operational limits for various ratings remain in
force.
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e) If the engine control lever in the cockpit is in the position determined by the stop, and
no limiting values have been attained, check whether the engine control lever on the
FCU bears on its stop. If it is not in this position, readjust pull rods in the airframe
installation.

Repeat the test according to 3.2 after adjustment.

CAUTION: SHOULD A SIGNIFICANT DROP IN ENGINE POWER BE MET, I.E. BY


MORE THAN 20 kW CARRY OUT THE PERFORMANCE RECOVERY
WASH OF THE COMPRESSOR (SEE PAGE 701 THIS SECTION).
SHOULD THE ORIGINAL PERFORMANCE BE NOT RESTORED, OR
THE ITT REMAINS ABOVE THE STANDARD CURVE, CONTACT THE
ORGANIZATION AUTHORIZED TO TECHNICAL SERVICES.

4. MAX. REVERSE POWER CHECK

4.1 Purpose of the test

The purpose of the test consists in the verification of correct adjustment of the max.
reverse power for the given temperature.

4.2 Ambient conditions

Determine the atmospheric pressure p0 (kPa) on the airport and ambient air temperature
t0 (OC) at the time the test is carried out.

4.3 Procedure

a) Check the engine before starting.

b) Start the engine and let it warm up during idle run to operational temperature.

c) Switch on the limiters.

d) Check the position of the propeller control lever. It must be in the position determined
by stop - „MAX. SPEED“.

e) Move the engine control lever of the engine towards reverse rating up to the
maximum reverse power stop. The propeller speed must not exceed 1,900 r.p.m. and
ITT temperature must not exceed 710 OC.

Record: actual propeller speed nv

actual torque Mk

f) Move the engine control lever back to idle run.

g) Let the engine cool at idling and shut it down.

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4.4 Evaluation of the test

Plot the measured value of torque in Diagram 502. Draw a horizontal line from this point
till it intersects the curve of the determined atmospheric pressure. Draw a vertical line
from this intersection point till it intersects the curve of the ascertained propeller speed.
Draw a horizontal line from this intersection point. Plot the ascertained air temperature
on the pertinent axis and draw a vertical line from the latter point till it intersects the
former horizontal line. If the engine is adjusted properly, the intersection point must lie
within the hatched tolerance zone of adjustment. At twin-engine airplane the requirement
of airplane manufacturer on max. difference between max. reverse thrust power of both
engines must be respected. From this reason it is necessary to carry out the max.
reverse thrust power check on both engines at the same time. Adjustment of the max.
reverse power is described in section 76.

5. CHECKING OF THE TAKE-OFF POWER WITH WATER INJECTION

It is performed only after the installation of engines in the aircraft or after the
replacement of any part of the device for water injection at temperatures above 10 oC.

Ascertain the injection stage from a diagram contained in the Operation Manual (Manual
Part No. 0982404). Set this stage on the control valve of the water pump and fill
corresponding amount of water into the tank. After starting and warming-up the engine
set nG = 94 %, record the monitored values. Engage water injection and record changed
values. With this rating, the limits for the take-off rating cannot be exceeded. Check in
Diagram 503 whether the power increase corresponds to the Diagram values.

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600 920
N HR
[kW]
580 900

560 880

540 860

520 840

500 820

ITT R
480 800
[°C]

460 780
corrected shaft power

440 760

420 740

corrected interturbine temperature


400 720

380 700

360 680
N MIN

340 660

320 640

300 620
ITT MAX
280 600
91 92 93 94 95 96 97 98 99 100 101

corrected gas generator speed n GR [%]

CORRECTED SHAFT POWER AND CORRECTED INTERTURBINE TEMPERATURE,


NO AIR BLEED
WALTER M601E
Diagram 501

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620 900
N HR
[kW]
600 880

580 860

560 840

540 820
ITT R
[°C]
520 800

500 780

480 760
corrected shaft power

460 740

corrected interturbine temperature


440 720

420 700

400 680

380 660
N MIN
360 640
ITT MAX
340 620

320 600

300 580
91 92 93 94 95 96 97 98 99 100 101

corrected gas generator speed n GR [%]

CORRECTED SHAFT POWER AND CORRECTED INTERTURBINE TEMPERATURE,


NO AIR BLEED
WALTER M601E-21
Diagram 501

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MAX. SHAFT POWER AT REVERSE THRUST RATING


Diagram 502

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MANUAL PART No. 0982055

∆N
[%]

18

16

14

IIIrd STAGE

12

10 IInd STAGE

6 Ist STAGE

10 15 20 25 30 35 40 45 50
o
t0 [ C]

RELATIVE SHAFT POWER INCREASE AT THE SELECTED STAGE


OF WATER INJECTION
Diagram 503

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MANUAL PART No. 0982055

72.03.00
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MANUAL PART No. 0982055

OPERATIONAL ABILITY

ENGINE TURNING

Already before installing the engine into the airframe and during operation as well it is
necessary to check whether both main rotors, and, consequently, all drives derived therefrom
are free to turn without apparent difficulty or improper noise. The procedure for checking the
turning is described in technological instructions.

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
602

Name of work Manpower required


(Manhours)
Turning the generator rotor

Working procedures and technical requirements Further work Check

General: See
Page 101
The rotor of the generator is turned manually using the ratchet
lever for rotor turning Dwg. No. M601-919.6.

1. Remove the lid of manual turning on the alternator, slide the


ratchet for manual turning into inner splines and turn the
generator rotor trough the alternator.

2. Adjust the ratchet for turning by setting the adjusting wheel on


the top so that the friction clutch of the ratchet will be
engaged when the lever moves down.

3. Slide the shaft of the ratchet into the slots for turning in the
rear part of the alternator to the stop and turn the rotor of the
generator by swinging motion as required.

4. Remove the ratchet from the drive and install the lid.

The M601-919.6 ratchet for


turning engine rotor

Test Equipment Tools and Fixtures Consumable Materials

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MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
603

Name of work Manpower required


(Manhours)
Turning the power turbine rotor

Working procedures and technical requirements Further work Check

1. Relieve the locking of propeller blades against turning (if See


used). Page 101

2. Grasp the propeller blade in your hand and turn it in the


direction in which it turns if the engine is running. Feel
whether the rotor turns easily; check for any improper noise
from the rotor.

3. Secure the propeller against turning.

Test Equipment Tools and Fixtures Consumable Materials

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72.03.00
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MANUAL PART No. 0982055

OPERATIONAL ABILITY

WASHING THE COMPRESSOR

Should a decrease in engine power be ascertained during operation, e.g. in the course of the
parameters check, the decrease in power may be caused by deposits in the air path. In such a
case, it is recommended to perform inner washing of the compressor using a mixture of M601
shampoo (MPD plus Rakovník) or TURCO 4217 that serve as a cleaning ingredient of the water
solution.

For the preparation of the water solution, distilled water or water from which minerals
substances have been eliminated should be used. The above mentioned shampoos form
ashless solution showing no corrosive effects on metallic materials.

In the following text, requirements are described with respect to the equipment, to the
preparation of the solution as well as working procedure for the compressor washing; the
spray ring for water injection is being used for washing without any adjustment.

1. EQUIPMENT REQUIRED FOR COMPRESSOR WASHING

For inner washing of the compressor, equipment is required whose schematic diagram is
shown in Fig. 701. The equipment consist of the following parts:

a) Horse-shoe shaped spray ring equipped with spray holes along its inner perimeter.
The spray ring forms a part of the engine. It is mounted on the engine outside the
protective screen. It is designed first of all for water injection during take-off.

b) Two separate tanks made of corrosion-resistant material - one for water solution with
shampoo, the other for distilled water or demineralised water are necessary. Each of
them should hold 20 litres and have its own closure.

c) Two independently controlled closing valves connecting the tanks to the spray ring.

d) Pressure gauge with the range up to 0.3 MPa.

e) Supply of compressed air of 0.12 to 0.14 MPa pressure.

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MANUAL PART No. 0982055

2. PREPARATION OF THE WASHING SOLUTION

a) For ambient temperature above +5 oC:

13 parts of distilled water

12 parts of fuel

1 part of M601 shampoo (or TURCO 4217 cleaning agent)

The amount of solution required for one washing is 12.5 to 15 litres.

b) For ambient temperatures from +5 to -30 oC:

6 parts of distilled water

7 parts of synthetic ethyl alcohol (denaturised alcohol)

12 parts of fuel

1 part of shampoo of the quality given in item a) above

The amount of solution required for one washing is 12.5 to 15 litres.

WARNING: ADHERE TO SAFETY REGULATIONS PRESCRIBED BY THE


MANUFACTURER WHEN HANDLING SYNTHETIC ETHYL ALCOHOL.

NOTE: Before injecting the mixture into engine, it should be carefully agitated and,
during the injection, any separation of its components should be avoided.
Requirements set with respect to distilled water are given in section 82.

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3. WASHING THE COMPRESSOR

a) Start the engine according to the procedure described in the Airplane Flight Manual
and wait until in the idle speed is steady.

b) Open the valve in the compressed air feed manifold and pressurize both tanks. After
approximately one minute, open the valve leading to the spray ring at the tank
containing the washing solution. Evaporation of the solution in the compressor can
that cause the generator speed might decrease below the idling speed. In such
a case, the gas generator speed should be increased to the original one by means of
the engine control lever. When the washing solution is exhausted, the interturbine
temperature will rise to original value and generator speed will increase again.
Reduce the speed to idle one and close the valve of the tank.

CAUTION: BEFORE RINSING ACCORDING TO PARA c) DO NOT ALLOW THE


GENERATOR SPEED TO EXCEED 63 %. OTHERWISE, DEPOSITS
COULD BE FORMED ON THE HOT PARTS OF THE COMPRESSOR!

c) Open the valve of the second tank with distilled water and rinse the compressor with
its contents (some 15 litres). At ambient air temperatures in the range of
+5oC to -30 oC, 12 litres of the mixture of distilled water with synthetic ethyl alcohol
(mixing ratio 1 : 1) is used for rinsing. The mixture must be carefully stirred up.

d) When the rinsing of the compressor with distilled water has been completed, increase
the generator speed above 80 % and open the air bleed from the compressor for 1
minute to allow the compressor and the air bleed piping to get dry.

e) If the ambient temperature is below +5 oC, and a mixture containing synthetic ethyl
alcohol is used for washing the compressor, it is suitable to switch on the emergency
circuit because the generator speed has to be maintained in the desired range of
60 to 63 %. Otherwise the alcohol will cause spontaneous increase of interturbine
temperature and, consequently also undesirable rise of generator speed.

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Legend: 1 compressed air supply


2 pressure gauge
3 washing solution tank
4 distilled water tank
5 closing valves
6 interface for connecting the washing equipment to the airframe installation for
water injection
7 engine spray ring

SCHEMATIC DIAGRAM OF WASHING EQUIPMENT


Fig. 701

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MANUAL PART No. 0982055

OPERATIONAL ABILITY

STORING OF THE ENGINE

Maintenance Instructions of the airplane contain in the part on engine storing, instructions
specifying the measures to be taken during periods in which the engine is out of operation.

Technological instructions describe the methods used for the engine preservation and
de-preservation for all situations that may occur in the engine operation.

72.03.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
902 to 904

Name of work Manpower required


(Manhours)
Engine de-preservation

Working procedures and technical requirements Further work Check

1. Withdraw the bags with silica gel from the engine inlet and See
exhaust bends. Page 101

2. Unscrew the knurled cap nuts from de-aeration valves No. 53


and 54 of the fuel control unit and mount de-aeration devices
with hoses.

3. In place of the air feed pipe from the compressor to the fuel
control unit, connect the union joint of the control unit to the
source of dry and clean pressure air of 0.2 to 0.3 MPa
pressure. If air of the prescribed pressure and cleanliness is
not available, skip procedures under items 3, 8 and 9.
Inappropriate air pressure could damage the diaphragm of
the automatic starting unit.

Wrench s=11mm and 22 mm Compressed air

Flat pliers Binding wire dia 0.63 mm


of stainless steel 17 246.4
Pincers
- 0.5 m
Screwdriver

De-aeration devices
M601-915.9

Waste tank

Screw union
for engine preservation
M601-9019.7

Hose to the preservation


screw union

Test Equipment Tools and Fixtures Consumable Materials

72.03.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
902 to 904

Name of work Manpower required


(Manhours)
Engine de-preservation

Working procedures and technical requirements Further work Check

4. Remove the cap from the socket for engine preservation on


the fuel control unit and mount, instead of it, the screw union
for engine preservation and slide the hose on it.

5. Put all hoses into the prepared waste tank.

6. Open the fire protection cock.

7. With the open fuel shut-off valve, switch the fuel booster
pump on.

8. Let at least 10 pulses of pressure air go into the automatic


starting device of the fuel control unit. Pressure air moves
the needle of the automatic starting device and the fuel
forces the preservation agent out of this area.

9. Disconnect the supply of pressure air.

10. Mount the pipe for air feed from the compressor back to the
fuel control unit.

11. With the fuel shut-off valve open, carry out the motoring run.

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
902 to 904

Name of work Manpower required


(Manhours)
Engine de-preservation

Working procedures and technical requirements Further work Check

12. Remove the de-aeration devices and close the screw unions
by means of closing caps.

13. Unscrew the knurled cap nuts from de-aeration valves No. 6
and 21 and mount de-aeration devices on the screw unions.
The hoses are to be led into the waste tank.

14. Let the fuel flow out from the de-aeration devices for app. 60
sec. Then remove the de-aeration devices and close the de-
aeration valves by means of closing caps.

15. Switch the fuel booster pump off. Remove the hose from the
preservation screw union, unscrew the screw union and
mount a plug.

16. Lock all connecting elements that have been handled.

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
905

Name of work Manpower required


(Manhours)
Installed engine preservation

Working procedures and technical requirements Further work Check

General:

The procedure of preservation depends on the time for which the


engine will be out of operation.

Record every procedure of preservation in the Engine Log Book.

Should the engine be out of operation for the period up to 30


days, it should be left without preservation.

What is required is that the fuel installation is filled with fuel and
the fuel shut-off valve closed. Should the engine be out of
operation for the period from 30 days to 3 months, inner
preservation of fuel system is necessary.

Inner preservation of the oil system is not performed, the


approved operational oil charge is left in the engine.

CAUTION: DURING THE PROCEDURE OF PRESERVATION


AND DE-PRESERVATION, THE PRESERVATION
AGENT MUST NOT GET INTO THE ENGINE.
RESIDUES OF THE BURNT-OUT PRESERVATION
AGENT MIGHT CAUSE THE DETERIORATION OF
THE ENGINE PARAMETERS.

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
906

Name of work Manpower required


(Manhours)
Engine preservation for a period up to 30 days

Working procedures and technical requirements Further work Check

After 15 days break in operation:

1. Remove the covers from the openings, open the locks of the
nacelle and tilt down the bottom part of the cowling (the tray
of the cowling).

2. Check visually external visible parts of the engine.

3. Remove the lid of the alternator, slide the ratchet for manual
turning into the inner slots and turn the generator rotor
through the alternator. The fuel shut-off valve is to be closed.

4. Turn the rotor of the power turbine by the propeller through


some 10 revolutions.

5. Close the nacelle, lock the nacelle locks.

6. Cover the inlet opening, outlet openings and seal the nacelle
tightly by means of covers.

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
907 to 909

Name of work Manpower required


(Manhours)
Engine preservation for a period of 30 days to 3 months

Working procedures and technical requirements Further work Check

1. Close the fuel shut-off valve by shifting the shut-off valve


control lever to „CLOSED“ position.

Wrenches Preserving means:


s=11 mm and s=22 mm
Foreign particles size: max. 20 µm
Ratchet M601-919.6
Foreign particles content: max. 0,005 %
Flat pliers
a) Preserving mixture per one litre
Pincers of mixture:
75 ml AeroShell Turbine Oil 2
Screwdriver
(MIL-L6081 C Grade 1010)
De-aeration fixtures M601-915.9 25 ml AeroShell Fluid 2XN
(MIL-C-6529 C Type 1)
Waste tank of 5 litres volume
900 ml of approved fuel
Vessel for 1 litre of preservation
or
agent
100 ml Shell Storage Oil 3
Screw union for engine 900 ml of approved fuel
preservation M601-9019.7 and
b) Preserving oils:
the hose
Aviation Oil OLE-TO (ČSN 65 6634)
Cover to the compressor inlet Transformer Oil (GOST 98280)
M601-927.0 Aviation Oil Mk-8 (GOST 6457-66)
Aviation Oil MS-8p (38.40153-73)
Covers to exhaust bends
Silica gel desiccant
- 6 bags Dwg. No. M701.08-2009
Indicating silica gel
- 1bag Dwg. No. M701.08-1030
Binding wire dia 0.63 mm
of stainless steel 17 246.7- 0.5 m

Test Equipment Tools and Fixtures Consumable Materials

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
907 to 909

Name of work Manpower required


(Manhours)
Engine preservation for a period of 30 days to 3 months

Working procedures and technical requirements Further work Check

2. Close the fire protection fuel cock.

3. Disconnect the hose for the engine fuel supply from the
airframe installation.

4. Remove the plug using the wrench s=11 mm, from the
socket for engine preservation, at the screw union of the
fuel supply to the engine fuel distributor on the fuel control
unit, and replace it with the screw union for engine
preservation. Slide the hose on the union joint for
preservation - see Fig. 901.

5. Remove the knurled closing nuts from the de-aeration


valves No. 53 and 54 of the fuel control unit and mount de-
aeration devices with hoses on the orifices - see Fig. 902.

6. Put the hoses of de-aeration devices and of the union joint


for preservation into the prepared waste tank.

7. Open the fuel shut-off valve, and let the fuel drain from the
fuel control unit and engine installation.

8. Make ready a clean 1-litre vessel with preservation mixture


and immerse the hose of the engine fuel supply into this
vessel.

9. Using the control lever, open the fuel shut-off valve.

10. Press the „MOTORING RUN“ push button. The cycle of


motoring run will pass trough for some 20 seconds.
Preservation mixture is being sucked by the fuel pump,
flows through the control unit and flows through the union
joint for preservation back into the vessel. With the starter-
generator running, shift the engine control lever at least five
times from the position „IDLE“ to „TAKE-OFF RATING“.

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
907 to 909

Name of work Manpower required


(Manhours)
Engine preservation for a period of 30 days to 3 months

Working procedures and technical requirements Further work Check

11. Remove de-aeration devices from de-aeration valves No. 53


and 54 and close the de-aeration valves with knurled cap
nuts.
12. Remove the knurled cap nuts from the de-aeration valves
No. 6 and 21 and mount de-aeration devices with hoses.
Put the hoses into the waste tank.
13. Press the „MOTORING RUN“ push button. After 10 seconds
delay since depressing the „MOTORING RUN“ push button,
switch on the emergency circuit. At the same time, shift the
fuel shut-off valve control lever to 85o and back and switch
off the emergency circuit.
14. Remove de-aeration devices from the de-aeration valves
No. 6 and 21 and close the de-aeration valves with knurled
cap nuts.
15. Connect the fuel supply hose again to the airframe
installation and lock it.
16. Remove the screw union for engine preservation with the
pertinent hose and close the socket by the blinding plug
using the wrench s=11 mm.
NOTE: If four de-aeration devices are available the
„MOTORING RUN“ is to be carried out in
accordance with point 10. with all four devices
mounted on the de-aeration valves at the same
time.
17. Carefully seal the inlet opening and exhaust bend openings.
18. Each 14 day inspect outer surface of the engine and turn
both rotors 3 to 5 turns.

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
910

Name of work Manpower required


(Manhours)
Engine preservation before its removal from the airframe

Working procedures and technical requirements Further work Check

1. Preservation before engine removal from the airframe is to be


carried out for a period of 30 days to 3 months according to
technological instructions 72.03.00, pages 907 to 909. Drain
oil from the oil tank.

2. As soon as the engine has been removed from the airframe


and mounted onto the stand of the transport container
(according to technological instruction No. 72.02.00), outer
preservation of the engine is to be carried out. Outer
preservation consists in coating the metallic parts of engine
surface, except painted parts and inlet screen as well, by a
thin film of the protective agent of the prescribed type. Record
the preservation performed and the type of the protective
agent in the „Engine Log Book“, chapter X.

3. Check the blinding of all openings, connectors and of the inlet


channel according to technological instructions 72.02.00.

4. The container for engine storing must not be seriously


damaged (punched surface, torn parts of flanges are not
acceptable). Inner surface must be dry.

5. The container containing the engine should be protected from


bad weather conditions - rain, snow. The container can only
be transported and stored in roofed-in areas.

72.03.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
911

Name of work Manpower required


(Manhours)
Preservation of the fuel control system

Working procedures and technical requirements Further work Check

Screw union of the fuel Union joint for preservation


supply to the fuel mixture draining from the fuel
distributor control unit

Fig. 901

72.03.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
912

Name of work Manpower required


(Manhours)
De-aerating device installation

Working procedures and technical requirements Further work Check

Union joint of the fuel control unit Device for fuel instruments
with the non-return valve de-aeration

Fig. 902

72.03.00
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MANUAL PART No. 0982055

TOOLS

DESCRIPTION AND OPERATION

Tools for engine maintenance are used for performing the prescribed operations and
inspections as well as the allowed replacement of instruments and parts.

The tools are held in a bag and consist of general-purpose tools, special tools and aids.
In a separate container, a torque wrench with adapters is attached to the bag containing
engine maintenance tools. Tools for engine installation into the airframe, for the oil cooler,
starter-generator cables, hydraulic system, etc. are supplied by the airframe manufacturer.

The set of tools:

Name Designation Used for

1. Ratchet lever M601-919.6 Generator rotor turning

2. Socket wrench s=7 mm M601-941.4 Blinding caps on air baffles and


for mounting the drain valve

3. Special spanner s=8 mm M601-942.4 Torch igniter

4. Socket wrench s=8 mm M601-943.4 Air bleed valve

5. Socket wrench s=9 mm M601-944.4 Assembling the reduction gear


box, exhaust bends, intake
casing, axial compressor casing

6. Caulking chisel M601-9026.4 Unlocking and locking of tab


washers

7. Spanner s=15 mm M601-9027.4 Engine actuation

8. Spanner s=9 mm M601-9038.4 Transmitters of the engine speed

9. Spanner 11x12 mm M601-9100.4 Control elements

10. Flat eye spanner 14x14 mm 4 Na 2355 Control elements, fuel control unit

72.03.01
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11. Spanner 13x17 mm M601-9102.4 Control elements and devices

12. Double-ended wrench 5.5x7 mm Mounting the blinding caps on air


baffles

13. Double-ended wrench 8x10 mm Flanges of air bleeds, exhaust


bends

14. Double-ended wrench 9x10 mm Flanges of air bleeds, exhaust


bends

15. Double-ended wrench 11x12 mm General purpose

16. Double-ended wrench 14x17 mm Engine mounts, fuel pump and fuel
control unit

17. Double-ended wrench 19x22 mm Pipe installation, magnetic plugs

18. Double-ended wrench 24x27 mm Union joint of the feathering pump

19. Socket wrench 9x9 mm 4 Na 2360 Exhaust bends

20. Socket wrench 22x22 mm “TONA“ Magnetic plug on the accessory


drive box

21. Hammer 300 General purpose


ČSN 23 0110
Bi-0220

22. Flat-jaw pliers M601-9044.9 General purpose


ČSN 23 0341.4

23. Pointed side pincers M601-9045.9 General purpose


ČSN 23 0327

24. Screwdriver NAREX 713/3.5x50 General purpose

25. Screwdriver NAREX 713/6.5x105 General purpose

26. Binding wire dia 0.63 mm, brass; Locking of joint elements
dia 0.63 mm
of stainless steel
17 246.4

27. Gauges ČSN 25 1670 Checking of clearances of the


0.05 to1.0x100 mm engine actuation system

28. Torque spanner OMK 10 Tightening of nuts and bolts


9.86 to 98.6 Nm with prescribed tightening
torque

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29. Extractor 145 - PM 2037 Removal of the lid of the fuel


pump

30. Extractor 145 - PM 22 Removal of the fuel filter of the


fuel pump

31. Square socket 146 - PM 160


wrench 3
Adjustment of the control
32. Square socket 146 - PM 161 elements of the fuel control unit
and of the oil pressure reducing
wrench 4
valve
33. Square socket 146 - PM 162
wrench 5

34. Spanner 145 - PM 30 Instruments turning

35. Technological pin dia 3 AM - 63A - 01 Emergency circuit adjustment,


adjustment of engine actuation

36. Technological pin dia 5 146 - PM 2001 Position of the scale and indicator
of the fuel control unit lever

37. Joint spanner 15299400 Mounting the propeller governor

38. Adjustment gauge 15310420 Basic adjustment of the propeller


governor

39. De-aeration device M601-915.9 De-aeration of fuel instruments

40. Adapter M601-9018.9 Installing the engine mounts

41. Drain pipe union M601-9020.7 Oil draining from the oil tank

42. Mirror for checking of M601-913.9 Checking of compressor blades


compressor blades

43. Union joint M601-9019.7 Preservation and de-preservation

44. Blinding plug N-1186-5-15 Blinding the preservation union


joint

45. Drain sleeve M601-903.7 Oil draining from the reduction


gear box

46. Squirt oiler ČSN 23 1430


of volume 600 cu. cm

On special order of the customer the reduced tools set No. M601-P80-09 can be delivered.

72.03.01
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72.03.01
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72.09

ENGINE PROPER
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.

DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

72.09 „RECORD OF REVISIONS“


Page 1
Jul 1, 2003
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DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

72.09 „RECORD OF REVISIONS“


Page 2
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REVIEW OF EFFECTIVE PAGES

Section - Section -
subsection Page Date subsection Page Date
point point

72.09 „Record of
Revisions“ 1 Jul 1, 2003
2 Jul 1, 2003

72.09 „Review of
Effective Pages“ 1 Jul 1, 2003
2 Blank Jul 1, 2003

72.09 „Contents“ 1 Jul 1, 2003


2 Blank Jul 1, 2003

72.09.00 1 Jul 1, 2003


2 Jul 1, 2003
3 Jul 1, 2003
4 Blank Jul 1, 2003
5/6 Jul 1, 2003
7/8 Jul 1, 2003
8 Jul 1, 2003
9 Jul 1, 2003
10 Jul 1, 2003
11 Jul 1, 2003
12 Blank Jul 1, 2003

72.09 „REVIEW OF EFFECTIVE PAGES“


Page1
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72.09 „REVIEW OF EFFECTIVE PAGES“


Page 2
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CONTENTS

72.09.00 ENGINE PROPER


- Description and function

NOTE:
The „RECORD OF REVISIONS“, „REVIEW OF EFFECTIVE PAGES“ and „CONTENTS“ of
subsections are presented separately in individual sections.

72.09 „CONTENTS“
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72.09 „CONTENTS“
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ENGINE PROPER

DESCRIPTION AND FUNCTION

The engine can be divided into units that carry out, within the framework of the engine
function, their own specific task. From this point of view, engine is divided into the following
assemblies that are further described in detail in the subsequent subsections:

- reduction gearbox transfers power from the power turbine to the propeller shaft,
reducing at same time high speed of the power turbine rotor to
a speed suitable for the propeller;

- intake channel provides for the supply of air to the compressor inlet with minimum
pressure losses and free from impurities that could damage rotor
blades;

- compressor compression of air is effected; this is supplied to the combustion


chamber;

- combustion chamber where the supplied fuel burns;

- turbines the generator turbine drives the compressor while the power
turbine drives the propeller;

- accessory drive box integral with the engine oil tank; this assembly provides for driving
accessories attached to the box;

- outlet channel through which exhaust gas flows out to atmosphere.

Schematic diagram of the engine proper appears in Fig. 1.

The longitudinal section of the engine is presented in Fig. 2.

From the point of view of assembly, engine is divided into assemblies that in the case of the
generator rotor, compressor stator including intake casing or in the case of turbine guide
vane ring including the inner flame tube do not correspond to the above presented functional
division.

72.09.00
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Owing to the engine concept used, its design enables to disassemble the engine into two
modules - the front power module and the rear - generator module. Further division of the
two engine parts can be seen in Fig. 3 - major separate units are as follows:

front power module - reduction gear box

- outlet channel of the engine with the supporting system and the
containment ring of the power turbine rotor

- power turbine rotor

rear generator module - accessory drive box

- compressor with intake casing

- combustion chamber outer flame tube

- generator turbine nozzle guide vane ring including the inner


flame tube and the nozzle guide vane ring of the power turbine

- rotor of the generator module

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Legend:

72.10 - REDUCTION GEAR BOX 72.50 - TURBINES

72.20 - INTAKE 72.60 - ACCESSORY DRIVE BOX

72.30 - COMPRESSOR 72.90 - OUTLET CHANNEL

72.40 - COMBUSTION CHAMBER

SCHEMATIC DIAGRAM OF THE ENGINE PROPER


Fig. 1

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72.09.00
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WALTER M601E ENGINE LONGITUDINAL SECTION


Fig. 2

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WALTER M601E-21 ENGINE LONGITUDINAL SECTION


Fig. 2

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Legend:
I front, power module of the engine II rear, generator module of the engine
1 reduction gear box 3 accessory drive box
2 outlet channel including the supporting 4 compressor including the intake casing
system and containment ring
8 rotor of the power turbine 5 combustion chamber outer flame tube
6 turbine nozzle guide vane rings
7 rotor of the generator module

ENGINE ASSEMBLIES
Fig. 3

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To facilitate assembly, both high-speed rotors of the generator part of the engine and of the
power turbine, are equipped with removable turbine disks.

Main rotating parts of the engine are seated in bearings which have been especially
designed with respect to the speed, force and heat load and necessary service life. Bearing
of both main rotors and other important rotating parts is shown in Fig. 4.

Individual assemblies as well as of both modules of the engine are mostly connected by
flange joints with centering shoulders and bolted joints. Assembled from the above
mentioned stator parts with their rotating parts, the engine forms an assembly - engine
proper - to which only installation, actuating and instrument equipment is fitted to form
complete engine.

Engine proper is designed so as to form, after assembling individual parts of the engine
according to the concept used, a self-contained and rigid unit. The use of propeller drive by
the free power turbine that is advantageous from the point of view of engine control - is made
possible, with an engine of such small dimensions, using tandem arrangement of the rotors
and the reverse flow of air and gas through the engine. The design of individual parts of this
non-typical arrangement of the engine is described - from the functional point of view - in
subsections following the description of the engine proper.

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Legend:
Power module of the engine: Generator module of the engine:
1 power turbine rotor 5 generator rotor
2 connecting shaft 6 elastic shaft
to the reduction gear box
3 countershaft 7 input drive gear
of the accessory drive box
4 propeller shaft

ROTOR SUPPORTS
Fig. 4

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72.10

REDUCTION GEARBOX
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RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.

DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

72.10 „RECORD OF REVISIONS“


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DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

72.10 „RECORD OF REVISIONS“


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REVIEW OF EFFECTIVE PAGES

Section - Section -
subsection Page Date subsection Page Date
point point

72.10 „Record of 72.13.00 1 Jul 1, 2003


Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003
2 Jul 1, 2003 3 Jul 1, 2003
4 Jul 1, 2003
72.10 „Review of
Effective Pages“ 1 Jul 1, 2003 201 Jul 1, 2003
2 Blank Jul 1, 2003 202 Blank Jul 1, 2003

72.10 „Contents“ 1 Jul 1, 2003


2 Blank Jul 1, 2003

72.10.00 1 Jul 1, 2003


2 Jul 1, 2003
3 Jul 1, 2003
4 Jul 1, 2003
5 Jul 1, 2003
6 Blank Jul 1, 2003

101 Jul 1, 2003


102 Blank Jul 1, 2003

201 Jul 1, 2003


202 Blank Jul 1, 2003

401 Jul 1, 2003


402 Jul 1, 2003

72.11.00 1 Jul 1, 2003


2 Jul 1, 2003
3 Jul 1, 2003
4 Blank Jul 1, 2003

72.12.00 1 Jul 1, 2003


2 Blank Jul 1, 2003

72.12.01 1 Jul 1, 2003


2 Jul 1, 2003

72.12.02 1 Jul 1, 2003


2 Jul 1, 2003

72.10 „REVIEW OF EFFECTIVE PAGES“


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72.10 „REVIEW OF EFFECTIVE PAGES“


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CONTENTS

72.10.00 REDUCTION GEARBOX


- Description and function
- Troubleshooting
- Servicing
- Replacement of the LUN 133.12-8 propeller speed transmitter
72.11.00 REDUCTION GEARBOX
- Description and function
72.12.00 COUNTERSHAFT CASING
- Description and function
72.12.01 THE COUNTERSHAFT CASING ASSEMBLY
- Description and function
72.12.02 TORQUEMETER SYSTEM
- Description and function
72.13.00 THE REDUCTION GEARBOX OIL SYSTEM
- Description and function
- Servicing

72.10 „CONTENTS“
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72.10 „CONTENTS“
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REDUCTION GEARBOX

DESCRIPTION AND FUNCTION

The reduction gearbox is situated in the front module of the engine and serves for the power
transmission from the power turbine to the propeller shaft with simultaneous reduction of the
speed to magnitude suitable for driving the propeller. To enable the functioning of the
propeller unit, it ensures the drives of instruments and the supply of pressure oil both to the
instruments mounted on it and to the propeller proper. It is equipped with the devices and
instruments serving for informing the pilot on the operating speed and on the torque
transmitted.

The reduction gearbox is composed of the following main subassemblies:

- reduction gearbox casing with the propeller shaft, crown wheel and auxiliary drives,

- countershaft housing with three double countershaft gears, connecting shaft and the
system of torquemeter,

and, together with the space of the power turbine rotor, forms an independent part of the oil
system of the engine.

The reduction gearbox gearing is designed as a double system with fixed countershafts
(pseudo-satellites) and a rotating crown wheel with internal gearing. All rotating parts of the
reduction gearbox run in antifriction bearings. To determine the magnitude of torque, the
axial thrust from the helical gearing of the 1st stage is measured with a hydraulic device.

The reduction gearbox is mounted to the engine by means of a flange joint to the engine
outlet channel. Together with the space in which the shaft of the power turbine is supported,
the reduction gearbox forms an independent oil space provided with a draining device.

Pressure oil from the engine oil system is fed to the reduction gearbox through a manifold
with a protecting filter and it is distributed through piping and channels bored in the casings
to the gears, ensuring thus their lubrication as well as cooling. A certain amount of oil is
branched off to the system of torquemeter and transported by a pump from the working
compartment of the torquemeter to the hollow countershafts to lubricate their bearings. The
remaining oil is supplied to the nozzles of bearings of the propeller shaft and of the power
turbine shaft and, through the flange of the propeller governor to its pressure pump and then,
through the electrohydraulic actuator via a ring system, to the rotating propeller shaft and
further to the working cylinder of the propeller.

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Waste oil from the lubricated spaces of the reduction gearbox and from the space of the
power turbine is collected in the bottom part of the reduction gearbox which is enlarged to
suit this purpose and provided with a space for protective strainer of the return oil branch and
the union joint for draining provided with a magnetic plug. The magnetic plug is provided with a
metal-chip signaller described on page 3.

The output of the power turbine is transmitted by means of a spline joint to a short
connecting shaft, provided on the side of the reduction gearbox with a pinion with helical
gearing. The reaction of the axial component of the force transmitted by the gearing is taken
by a cylindrical insert leaning against the disk of the turbine. The pinion of the connecting
shaft mates with the gears of three fixed countershafts supported by roller bearings which
enable their axial movement. The pinions of the countershafts with straight gearing mate with
the crown wheel that is supported with sufficient clearance by the carrier that transmits
torque to the propeller shaft by means of a spline joint. The axial component of the force
transmitted from the pinion of the connecting shaft to the countershaft gear is carried over on
the torquemeter tripod, mounted on the fixed piston of the working cylinder. With the engine
running, the force applied on the tripod wall, caused by the oil pressure in the working
cylinder of the torquemeter is balanced, with the axial components of the forces transmitted
by the countershafts. The pressure in the working cylinder is thus in direct proportion to the
transmitted torque.

The axial and radial forces developed by the propeller are transmitted by the bearings of the
propeller shaft to the casing of the reduction gearbox. Pressure oil for the functioning of the
propeller is transferred from the casing to the rotating propeller shaft through a system of
piston rings seated in rotating rings that are sealed by means of rubber „O“ rings. The oil
space of the reduction gearbox is sealed with a piston rings seal on the propeller shaft in
front of the roller bearing.

Besides the propeller, instruments of the propeller unit are mounted on the reduction
gearbox, namely the propeller governor on the left side and, on top, the electrohydraulic
actuator as well as the slip rings of electric propeller blades de-icing. The transmitter of the
propeller speed indicator is mounted on the right side. In addition, piping for pressure and
return oil is connected to the reduction gearbox in its lower part, while the piping for the
pressure oil to the torquemeter transmitter is connected on top. Pressure air for pressurising
the labyrinth seal of the power turbine shaft, sealing the common oil space in the direction to
the turbine disk, is fed also to the reduction gearbox top.

Longitudinal section of the reduction gearbox is presented in Fig. 1 and the schematic
diagram of the gears and rotating parts is shown in Fig. 2.

Schematic diagram of the oil circuit of the reduction gearbox and propeller as a part of the
complete oil system of the engine is presented in section 79.

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The magnetic plug in the draining union joint serves also as a signaller of metal chips in oil. It
consists of an electrically non-conducting cylindrical sump in the centre of which is a rod
magnet. Placed on the upper end of the sump is an electrically conducting ring that forms,
together with the magnet and signalling lamp, a part of an electric circuit fed from the board
power supply. If abnormal quantity of metallic particles occur in oil, these close the electric
circuit between the magnet and the ring and the signalling lamp in the cockpit lights up. In
such and case, the pilot completes the flight and, during the after-flight inspection, the
magnetic plug should be checked. Depending on the nature of metallic particles caught by
the magnet, decision is taken on further operation of the engine.

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LONGITUDINAL SECTION OF THE REDUCTION GEARBOX


Fig. 1

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Legend:
1 - Input shaft pinion 7 - Drive of the propeller governor
2 - Countershaft gear 8 - Oil pump gear
3 - Countershaft pinions 9 - Idle gear
4 - Crown wheel 10 - Propeller speed transmitter drive
5 - Instruments driving gear 11 - Propeller shaft
6 - Idle gear of the drives 12 - Cylindrical insert

SCHEMATIC DIAGRAM OF REDUCTION GEARBOX GEAR TRAIN


Fig. 2

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REDUCTION GEARBOX

TROUBLESHOOTING

Con.
Fault Reason Repair
No.

1. Oil drops from a drive flange Shaft packing ring Replace shaft packing
at a shaft packing ring after fault ring according to
one-hour operation. technological
instruction 72.62.00,
pages 801 tο 807.
NOTE:
If surrounding surfaces seem to
be greasy only, shaft packing ring
is not considered faulty.

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REDUCTION GEARBOX

SERVICING

During the periodical inspections prescribed by the Airplane Maintenance Instructions,


a check of the magnetic plug of the reduction gearbox is performed. The procedure is
described in technological instruction contained in section 79.10.00.

Should the propeller speed transmitter, which is situated on the reduction gearbox, be
damaged, its replacement is performed in accordance with the procedure described in the
following technological instructions.

The procedure for the replacement of the LUN 7816-8 propeller governor and the
LUN 7880.01-8 electrohydraulic actuator is described in the documents relating to the
propeller unit.

After replacing the propeller governor, check the engine control system according to the
procedures described in section 76.10.00:

- checking and adjustment of the mark on the double lever to correspond with the mark on
the double-lever bracket,

- checking and adjustment of V3 clearance,

- checking and adjustment of the motion of „Rn“ lever,

- checking and adjustment of the reverse thrust power.

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M601E On pages to
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 402

Name of work Manpower required


(Manhours)
Replacement of the LUN 1333.12-8
propeller speed transmitter

Working procedures and technical requirements Further work Check

1. Removal See
page 101
1.1 Release the socket of the LUN 1333.12-8 speed transmitter
No. VST 18 KPN 561, unscrew manually the union nut and
withdraw the socket.

1.2 For engines made before December 31, 1987 included:

Using a caulking chisel, release 4 lock washers and, by


means of a special spanner, s=9 mm M601.9038.4 loosen
and unscrew four nuts M6 ČSN 02 1402.40 (LN 5184).
Remove the lock washers.

For engines manufactured from January 1, 1988 included:

Loosen and unscrew 4 self-locking nuts LN 5112 using


special spanner s=9 mm M601-9038.4.

1.3 Slip the transmitter out of the drive.

Hammer Lock washers


6.2 ONL 3288.2
Caulking chisel M601-9026.4
- only for engines made
Pincers
till Dec 31, 1987
Flat pliers
Binding wire dia 0.63 mm
Spanner s=9 mm of stainless steel 17 246.4
M601-9038.4 - 0.5 m

Screwdriver

Test Equipment Tools and Fixtures Consumable Materials

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M601E On pages to
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 402

Name of work Manpower required


(Manhours)
Replacement of the LUN 1333.12-8
propeller speed transmitter

Working procedures and technical requirements Further work Check

1.4 Record the date, number of hours in operation and the


reason of speed transmitter removal into the log of the
transmitter.

1.5 Put the transmitter and its log into the box.

2. Installing

2.1 Check the transmitter drive. Clean the flange seating.

2.2 Slip the torsion shaft of the instrument in the drive so that
the tap bolts will pass through the holes in the flange.
Should the position of the drive and bolts not coincide, turn
the power turbine a little and set the drive as required.

2.3 Screw 4 self-locking nuts LN 5112 on the bolts on.

2.4 Tighten self-locking nuts using spanner s=9 mm


M601-9038.4.

2.5 Slip the plug into the instrument socket, tighten the union nut
by hand and secure it with binding wire.

2.6 Record the replacement of the speed transmitter in the


„Engine Log Book“ and record the date of installation and
the engine number into the log of the transmitter. The log
put into the „Engine Log Book“.

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REDUCTION GEARBOX
DESCRIPTION AND FUNCTION

The front part of the reduction gearbox - reduction gearbox casing assembly - ensures the
following:

- it supports the propeller shaft and takes the forces from the propeller. For this purpose, its
main parts, i.e. propeller shaft, the casing proper and the parts taking the torque are
suitably shaped and dimensioned,

- it drives and supports the instruments mounted on the casing. For this purpose, instrument
drive is provided in the casing - from the crown wheel carrier - including adapted gears to
ensure the required speed,

- the distribution of pressure oil from the engine to the instruments of the propeller unit and to
the propeller. To this aim, the casing is provided with bored channels transmitting engine oil
to the propeller governor, etc.

The main part is the reduction gearbox casing itself. It is an electron light metal casting,
which supports the propeller shaft in two bearings. Forces from the propeller shaft are taken
by means of the front roller (radial) bearing and the rear ball (thrust) bearing by the outer part
of the casing. This part of casing is shaped as a truncated cone, closed by a circular flange
connected to the countershaft housing and further to the outlet channel of the engine.

The propeller shaft is provided in its fore part with centering shoulder for mounting the
propeller and with two torque taking pins. The shaft is hollow and through its cavity, provided
with an insert, pressure oil is fed to respective channels of the propeller and, similarly, return
oil is fed from the propeller back to the engine.

In addition to inner bearing rings, series of rings are fitted on the outer surface of the shaft in
which piston rings of the reduction gearbox front seal are seated in front of the roller bearing.
Piston rings of oil distributor are located in between the bearings. Oil from the channels in the
reduction gearbox casing is fed to the space among the groups of piston rings and, from
there, through the holes in the rings and in the propeller shaft, further to the propeller. The
rings of the oil distributor and of the propeller shaft insert in their joints with the shaft are
sealed by means of rubber „O“ rings.

On the rear end of the propeller shaft, fitted on the splines there is situated the crown wheel
carrier with gearing for instrument drives and, on its outer diameter, for fitting the crown
wheel.

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The crown wheel mates by its inner gearing, with the pinions of the countershafts. The crown
wheel is slide fitted on the carrier and secured in axial direction by means of a retainer ring.

Forces from the propeller shaft ball bearing are taken by the cross wall to the outer
supporting wall of the casing. Instruments drives and the necessary idle gears are mounted
to the cross wall. The bottom part of the casing is extended to form a collecting sump of
return oil from the nozzles, torquemeter and propeller. In the sump there is situated strainer
of the scavenge branch of the engine oil system. The strainer can be pulled out in forward
direction. There is a magnetic plug with a chip signaller in the lowest spot of the sump for
checking the amount of impurities in the oil; after its removal, a spring valve prevents oil
outflow from the casing. If necessary, oil can be drained by means of an adapter that is
mounted into the valve body instead of the magnetic plug with the chip signaller.

Apart from the drives of the propeller governor and of the transmitter of the remote speed
indicator, the cross wall of the casing houses also a torquemeter pressure pump combined
with a pump which returns oil from the surroundings of the roller bearing of the power turbine
shaft. The scavenge pump is protected by a strainer. It is in a function only at the aircraft
climbing.

Apart from the propeller governor located on the left-hand side and the transmitter of the
remote speed indicator placed on the right-hand side of the reduction gearbox casing (front
view), another two instruments of the propeller unit are mounted on the upper part of the
casing.

These are the electrohydraulic actuator and the slip ring of the system for propeller blades
electric de-icing.

In addition, the front lifting eye, the screw union for pressure air supply to the labyrinth seal of
the power turbine shaft as well as the screw unions for feeding the pressure oil from the
torquemeter to transmitters for torque indicator, system of limiters and system of automatic
propeller feathering are found on the upper part of the reduction gearbox casing. The air to
the labyrinth seal is supplied through the inner part of the casing and through a short pipe
into the casing body.

At the level of the horizontal axis, levelling points are shown on the casing - centre punches
painted red. These serve for levelling the engine into required position in the engine nacelle.

The location of instruments and screw unions on the casing of the reduction gearbox is
presented in Fig. 1.

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Legend:

1 Propeller speed transmitter pad 7 Front lifting eye

2 Propeller governor pad 8 Oil strainer of the scavenge branch

3 Electrohydraulic actuator pad 9 Oil strainer of the pressure branch

4 Electric de-icing collector pad 10 Propeller shaft flange

5 Pad for the pressure oil feed to the 11 Non-worked lug


torquemeter
6 Pad for air supply to the seal of the 12 Magnetic plug with chip signaller
power turbine rotor

LOCATION OF INSTRUMENTS AND SCREW UNIONS ON THE CASING


OF THE REDUCTION GEARBOX
Fig. 1

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COUNTERSHAFT CASING

DESCRIPTION AND FUNCTION

The countershaft casing forms an independent assembly that ensure the reduction of the
speed of the power turbine by means of a two-stage gearing. The first stage consists of the
pinion of the input shaft with helical gearing which mates with three countershaft gears. The
gear wheels are fitted to the countershafts that are ended with pinions with straight gearing.
These form together with the crown wheel, the second stage of the gearing. Two-stage
gearing changes the sense of rotation of the input shaft.

The countershaft casing includes the parts of the torquemeter system whose function
consists in determination of the oil pressure for the torquemeter transmitter as a variable
proportional to the torque transferred from the power turbine to the propeller. The
torquemeter is designed so that the oil pressure for the transmitter is approximately 922 kPa
at 100 % torque indicated, i.e. at take-off power.

Owing to manufacturing tolerances, oil pressure in the torquemeter fluctuates at different


engines in the range of some 70 kPa. Therefore, the transmitter - indicator set of the remote
torquemeter is adjustable so that the nominal take-off power of the engine will always
correspond to 100 % at the indicator.

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72.12.00
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THE COUNTERSHAFT CASING ASSEMBLY

DESCRIPTION AND FUNCTION

The countershaft casing assembly consists - in order to enable assembling of the


countershafts - of the main casing and cover; both parts are light-alloy castings. There are
roller bearings of the three countershafts in the supporting walls of the casing and the cover.
The wall of the main casing turns in its outer perimeter into a flange by means of which is the
countershaft casing together with the front casing of the reduction gearbox mounted to the
outlet channel of the engine. In the axis of the casing, there is a space for the distribution of
pressure oil to the lubrication nozzles of the gears by means of an inserted body of the
torquemeter carrier which serves, at the same time, both for mounting the guide bearing of
the input shaft and for mounting the piston of the torquemeter working cylinder.

The countershafts consist of wheels of the first gearing stage with helical gearing driven by
the pinion of the connecting shaft and of the countershafts ended with pinions with straight
gearing that form, together with the crown wheel, the second stage of the gearing. The
wheels with helical gearing are pressed on the countershafts together with the front and rear
roller bearings. The bearings are lubricated by the return oil from the torquemeter to the inner
roller path through radial holes from the shaft inner space. The hollows of the countershafts
are shaped so that fine oil impurities will deposit in recesses deeper than those in which
holes are drilled to feed oil to the bearings.

Axial components of the forces transmitted by the countershafts are taken by the tripod of the
torquemeter system by means of axial bearings situated inside the countershafts on their
front ends. To prevent shifting of the countershafts beyond the permissible values, they are
provided with double-sided and adjustable stops on the rear ends of the hollow rods
projecting from the axial bearings of the countershafts. These hollow rods are also used for
supply of lubricating oil from the torquemeter system to the countershaft bearings.

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Radial components of the forces transmitted by the countershafts deform both the
countershafts and the webs of the countershaft casing and cover. With this in view, to
provide for the required service life of both the gearing and the bearings, the supporting
openings of the countershaft bearings are designed so as to compensate their deformation
with loaded countershafts by means of their suitable misalignment.

Power transmission from the power turbine rotor to the reduction gearbox is put into effect by
the connecting shaft supported in the countershaft casing in the roller bearing and splines on
its other end. The input shaft is axially secured in the forward direction by means of a ring
which bears on the inner spline of the power turbine shaft and, in the backward direction,
through bearing on the disk of the power turbine by means of an inserted cylindrical bushing.
This bushing seals, at the same time, the oil space of the reduction gearbox by a rubber „O“
ring fitted on its front end.

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TORQUEMETER SYSTEM
DESCRIPTION AND FUNCTION

The torquemeter system consists of the pressure pump located inside the reduction gearbox
casing and of the following parts that belong, from the point of view of assembling, to the
countershaft casing:
- tripod including the working cylinder;
- piston including a carrier.

The arms of the tripod on their outer perimeter bear the countershafts in axial direction.
Thrust from the helical gearing of the first stage of the gear is balanced by the pressure of oil
in the working cylinder consisting of sliding tripod body and a fixed piston. Pressure oil is fed
from the pump in the reduction gearbox casing through the piping and channels in the
countershaft casing via the fine filter and piston carrier to the working cylinder. There the
pressure is stabilized at the required level (apart from the oil leakage) by means of the
control gap formed as the spherical space between the wall of the piston body, and the
sliding tripod body. A larger swing in the tripod position is prevented by the stops on the
countershaft ends which restrict its movement, e.g. at engine start-up. At steady run, thrust
acting on individual countershafts is balanced. Resulting axial thrust equals the force
generated by oil pressure in the working cylinder of the torquemeter.

The guidance of the tripod cylinder along the spherical surface of the control gap is partially
improved by an inserted nut that is pushed by a leaf spring onto the continuing spherical
surface of the tripod cylinder. However, the proper purpose of the nut is to create space from
which the oil leaking through the control gap is fed through the piping and drilled holes to a
joint of the tripod arm. From there, oil is fed through the pin of the axial bearing of the
countershafts and the hollow rods of the stops through peripheral holes to the inner space of
the countershafts to lubricate both roller bearings.

Pressure oil from the working cylinder of the tripod is led through the piston carrier and the
countershaft casing to the reduction gearbox front casing from where it is fed through an
outer piping to the torquemeter transmitter.

Schematic diagram of the torquemeter system is presented in Fig. 1.

Applied principle of torque measurement ensures the sufficient accuracy of torque


measurement in the whole range of engine power and propeller speed at ambient
temperature and pressure and oil temperature that should be taken into account during
engine operation.

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Legend:

1 Pressure pump 6 Sense of axial thrust

7 Countershaft

3 Pressure space of the torquemeter 8 Input shaft

4 Control gap 9 Countershaft travel stops

5 Tripod arms 10 Inner and outer piping

11, 12 Set of torque transmitter and indicator

SCHEMATIC DIAGRAM OF THE TORQUEMETER SYSTEM


Fig. 1

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OIL SYSTEM OF THE REDUCTION GEARBOX


DESCRIPTION AND FUNCTION

Reduction gearbox inner space as well as the space inside the supporting cone of the power
turbine rotor form a common oil space that is an independent part of the engine oil system.
Apart from the oil spaces, the oil system of the reduction gearbox consists of the following:
- the pressure branch to which the oil is fed by the oil manifold from the pressure pump
situated in the accessory drive box casing and, through which it is distributed to the
nozzles, the torquemeter pump, the propeller control pump and, further on, to the
propeller unit;
- the pressure branch of the torquemeter that begins with a branch pipe from the main oil
manifold and ends with the transmitters of torque indicator, of system of limiters and of
system of automatic feathering;
- the pressure branch of the propeller unit which partially passes through the reduction
gearbox and whose parts feed the propeller control oil from the stator to the rotating parts
and back;
- the draining and scavenge branch which ends in the bottom part of the reduction gearbox
casing from where the oil is returned by a scavenge pump in the accessory drive box
casing;
- strainers and nozzles which serve either for proper condition of oil at the entry to the
active surface of the metering and controlling parts or they feed oil to the lubricated and
cooled parts;
- the checking and draining devices which serve for ascertaining the condition of oil
scavenged from the reduction gearbox or for its draining in the case of its accumulation;
- the labyrinth seal, the seals packed by piston rings or shaft packings preventing oil
leakage either to the atmosphere or, from the spots of higher pressure to lower pressure
spaces.

Oil spaces
The main oil space of the reduction gearbox is its front casing. On the walls of this part the oil
is splashed from the rotating parts and flows down to the bottom part that is of the shape of a
collecting sump. The second oil space is the internal space of the supporting cone of the
power turbine. This is shaped so that oil will run down its walls to the collecting sump in the
reduction box casing irrespective the flight manoeuvres of the airplane. The two oil spaces
are separated by the countershaft casing, in which, however, passages are provided both for
the oil running down and for oil mist and vapour created in this space during the engine
running. The common oil space of the reduction gearbox is not de-aerated and the
acceptable overpressure is maintained mainly due to the air leakage through the scavenge
pump via the cooler to the oil tank in the accessory drive box casing.

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The lubricating oil pressure branch

Pressure oil is fed to the reduction gearbox from the engine lubrication system through
a piping which links the accessory drive box casing with the reduction gearbox. It flows
through the removable oil filter and is then branched into three separate branches: The
lubricating branch supplies pressure oil to multiple lubricating and cooling nozzle of the
countershaft gear wheels and to the lubricating nozzles of both bearings of the propeller
shaft and bearings of the power turbine rotor.

The pressure branch of the torquemeter

The oil system of the torquemeter operates at the take-off rating with about triple operational
pressure than ensures the lubricating system of the engine. Oil is supplied to the torquemeter
system from the lubricating pressure branch. By means of its own pump it is fed to the
working cylinder of the torquemeter. The oil leaking from the control gap is mainly used for
lubricating the roller bearings of the countershafts. More detailed description of the system is
contained in the preceding text. Pressure oil from the torquemeter is led out of the reduction
gearbox and fed through an outer piping up to the transmitters situated in the compressor
space.

The pressure branch of the propeller unit

The oil branch of the propeller unit operates at pressures nearly eight times higher than
those in the engine lubrication system. The oil required for propeller actuation is again
supplied from the lubrication pressure branch. Pressure oil flows through a system of drilled
channels in the reduction gearbox casing and is fed, by means of the oil distributor of the
propeller shaft, to its inner hollows and further into the propeller proper. Unnecessary oil is
again forced from the working cylinder of the propeller back to the reduction gearbox. More
detailed description of the oil distributor is contained in the preceding text while description of
the propeller unit appears in a separate manual.

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Return and scavenge branches

Return oil from the nozzles of all bearings of the reduction gearbox and power turbine rotor,
from the nozzles feeding the lubricating and cooling oil to gear wheels, return oil from the
torquemeter and from the propeller unit accumulates in the bottom part of the reduction
gearbox casing.

From the bottom part, oil is scavenged by means of a pump situated in the accessory drive
box casing through a connecting piping that is screwed on the reduction gearbox casing.
Before the scavenge oil leaves the reduction gearbox, it passes by a removable magnetic
plug and through a strainer which are accessible from outside the engine. In the case of a
climbing flight, a certain amount of the oil splashed on the bearings of the rotor of the power
turbine flows down to the bottom part of the oil space around the power turbine disk.
Therefrom, the accumulated oil is scavenged by an auxiliary pump and fed to the bottom part
of the reduction gearbox casing to join the remaining amount of oil which flows down there.
In horizontal flight or at descend, the auxiliary pump scavenges only the oil mist from the rear
space of the power turbine bearing.

Strainers and nozzles

The purpose of strainers is to provide for trouble-free operation of nozzles, function of the
torquemeter and for the protection of oil pumps. Pressure oil supplied to the reduction
gearbox flows through a protecting strainer of the lubrication circuit that protects the nozzles
of bearings and gear wheels. The strainer can be checked at the engine operation.

The small strainer situated in the scavenge piping from the rear space of the power turbine
rotor protects the auxiliary scavenge pump. The oil scavenged from the reduction gearbox
flows through a large strainer that is accessible from the front side in the bottom part of the
reduction gearbox. This protects the return branch with its pump.

Oil nozzles of the bearings are of simple design, only the nozzles of the lubricating oil to the
gear wheels are multiple to provide for uniform oil feeding along the entire width of the
gearing.

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Checking and draining devices

In the lower collecting sump of the reduction gearbox there is a magnetic plug enabling to
check the amount of impurities in the oil that flows through the space where the magnet is
located. The magnetic plug is so designed that remaining oil accumulated in the casing lower
part after engine shutdown will be prevented from escape by a small spring valve - even if
the magnetic plug has been removed. Should it be necessary to drain the oil from the casing,
it can only be done when using a draining aid to be mounted into the body instead of the
magnetic plug with chip signaller.

Sealing

The following types of sealing are used for sealing rotating contact surfaces of the oil spaces
in the reduction gearbox:

- labyrinth seals behind the radial bearing of the power turbine rotor choked by the air bled
from the axial compressor to prevent oil leakage into the inner space of the engine,

- seals using piston rings on the propeller shaft in the pressure oil distributor from the
reduction gearbox casing to the rotating shaft,

- packing of the propeller shaft front part using piston rings which prevent oil leakage from
the reduction gearbox around the propeller shaft to atmosphere,

- sealing of the working compartment of the torquemeter to prevent oil leakage by means of
piston rings,

- shaft sealing ring at the propeller speed transmitter drive.

Stationary joints, which can be dismantled during operation, are sealed either by rubber „O“
rings (these are used for piping) or by flat packing (for flanges).

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THE REDUCTION GEARBOX OIL SYSTEM

SERVICING

In the course of engine operation, the oil system of the reduction gearbox calls for periodic
inspection of the magnetic plug placed in the collecting sump of the reduction gearbox
casing. The procedure of inspecting the magnetic plug is described in technological
instruction in section 79.10.00.

After more than double propeller feathering that has been carried out with the engine not
running, when the scavenge oil pumps do not work, large amount of oil becomes
accumulated in the collecting sump of the reduction gearbox. To prevent oil leakage through
labyrinth sealing when engine starting, the accumulated oil should be drained by means of a
draining union pipe. The procedure for draining is described in technological instruction in
section 79.50.00.

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72.20

THE AIR INTAKE ASSEMBLY


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RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.

DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

72.20 „RECORD OF REVISIONS“


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DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

72.20 „RECORD OF REVISIONS“


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REVIEW OF EFFECTIVE PAGES

Section - Section -
subsection Page Date subsection Page Date
point point

72.20 „Record of 72.23.00 1 Jul 1, 2003


Revisions“ 1 Jul 1, 2003 2 Blank Jul 1, 2003
2 Jul 1, 2003
101 Jul 1, 2003
72.20 „Review of 102 Blank Jul 1, 2003
Effective Pages“ 1 Jul 1, 2003
2 Blank Jul 1, 2003 201 Jul 1, 2003
202 Blank Jul 1, 2003
72.20 „Contents“ 1 Jul 1, 2003
2 Blank Jul 1, 2003 401 Jul 1, 2003
402 Jul 1, 2003
72.20.00 1 Jul 1, 2003 403 Jul 1, 2003
2 Jul 1, 2003 404 Jul 1, 2003
405 Jul 1, 2003
72.21.00 1 Jul 1, 2003 406 Blank Jul 1, 2003
2 Blank Jul 1, 2003
601 Jul 1, 2003
72.22.00 1 Jul 1, 2003 602 Blank Jul 1, 2003
2 Jul 1, 2003
3 Jul 1, 2003
4 Jul 1, 2003

101 Jul 1, 2003


102 Blank Jul 1, 2003

201 Jul 1, 2003


202 Blank Jul 1, 2003

601 Jul 1, 2003


602 Blank Jul 1, 2003

72.20 „REVIEW OF EFFECTIVE PAGES“


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72.20 „REVIEW OF EFFECTIVE PAGES“


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CONTENTS

72.20.00 AIR INTAKE ASSEMBLY OF THE ENGINE


- Description and operation
72.21.00 AIR INTAKE CASING
- Description and operation
72.22.00 AIR BAFFLES
- Description and operation
- Troubleshooting
- Servicing
- Inspection of engine air baffles
72.23.00 AIR INTAKE PROTECTION
- Description and operation
- Troubleshooting
- Servicing
- Removal and installation of the intake protective screen
- Intake protective screen - inspection

72.20 „CONTENTS“
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72.20 „CONTENTS“
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AIR INTAKE ASSEMBLY OF THE ENGINE

DESCRIPTION AND OPERATION

Air is supplied to the engine from a plenum to which it is being delivered due to the reverse
flow layout, via the lower supply duct with its inlet opening in front of the engine nacelle.
Plenum is surrounded by two vertical walls and by the engine nacelle. This of approximately
conical shape in this part. The engine and airframe installation pass through this plenum; the
engine mounts are located there as well. The engine intake assembly is separated from the
front and rear part of the inner space of the nacelle by vertical walls, the so called air baffles;
thus, entire space of the engine nacelle - in front of this fire bulkhead - is divided into three
independent fire zones.

The engine intake assembly itself is formed, in an engine of reverse flow layout, by the air
intake casing that is an integral part of the compressor and, at the same time, supports the
accessory gear box situated in the rear of the engine.

The main purpose of the intake casing is to deliver air to the compressor and, to change, at
the same time, the direction of its flow from radial to the axial one - of course with low losses.
The casing serves also as a support for the compressor rotor and forms the fore wall of the
oil tank.

The engine intake is protected from ingestion of foreign objects by means of protective
screen on the intake casing; against sand, ice and large amounts of water by means of tilting
down the vane in the intake channel of the engine nacelle.

The air intake assembly of the engine consists of


- the air intake casing
- the air baffles, and
- the protection devices

Longitudinal section of the air intake assembly of the engine is shown in Fig. 1.

The fire protection devices of the engine air intake are described in the Airplane Maintenance
Manual.

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THE ENGINE AIR INTAKE ASSEMBLY


Fig. 1

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AIR INTAKE CASING

DESCRIPTION AND OPERATION

The intake casing is longitudinally arranged in between the supporting cone connected
directly to the centrifugal compressor casing and the accessory gearbox. The intake casing is
chip machined of light alloy forging.

The intake casing forms a radial-axial channel with the vanes arranged so as to direct the
airflow to the compressor entry, with the necessary swirl. As a supporting and connecting
element that is, as a matter of fact, interrupted by the intake channel, the intake casing and
the supporting cone are designed with sufficient rigidity. This is ensured by the conical shape
of the supporting cone as well as by the rigid and thoroughly anchored vanes of the intake
channel.

The intake casing supports axial-radial bearing of the gas generator rotor by means of an
elastic holder. The forces generated by the rotor are transmitted by the casing via supporting
cone to the outer supporting parts of the engine. Compressor rotor assembly is described in
72.30.

Central inner part of the casing forms an oil compartment to which lubricating and cooling oil
is fed for the bearing. Then oil flows out gravity-fed to the space of the accessory gearbox.
The rear wall of the casing demarcates thus the oil tank of the accessory box. By means of
circular flanges with centering shoulders and bolted joints, the intake casing is mounted
through the supporting cone to the centrifugal compressor casing. The air bleed casing
centering shoulder is clearance fitted to the inner part of the casing.

The air intake channel outer diameter is adapted for mounting the air intake protective
screen.

The rear flange connected to the accessory gearbox is sealed by means of rubber packing
and, on its outer perimeter, set of lugs is provided. These lugs serve for mounting the rear air
baffle of the engine. The air baffle fastening bolts serve also for mounting the water spray
ring brackets. Water is injected in the engine either to increase its power or to rinse the
compressor air path when clogged.

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AIR BAFFLES

DESCRIPTION AND OPERATION

Plenum from which air is supplied to the compressor is demarcated, apart from the outer
lining of the engine nacelle, by two vertical walls designed as air baffles. These baffles
separate the intake plenum from the front and rear compartment of the engine nacelle. Air
baffles form a part of the engine installation.

The front air baffle is mounted to the centrifugal compressor casing rear the flange that
connects together the front and rear part of the engine. The rear air baffle is mounted to the
rear flange of the air intake casing. The baffles are made of stainless steel sheet. The front
as well as the rear one are consisting of two sections. They are mounted to the engine by
bolted joints.

Engine outer installation as well as the airframe cable harness pass through the air baffles.
The pipes and cables that pass through the baffles are sealed by fireproof packing.

The configuration of the front as well as of rear baffle, together with the definition of the
openings, is presented in Fig. 1 and Fig. 2.

The design of the fireproof packing and the mounting of the baffles on the engine are shown
in Fig. 3.

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Legend:
1 - bushing for the airframe installation cable harness
2 - bushing for the propeller manual actuation linkage
3 - bushing for the torquemeter oil pressure pipe
4 - opening for propeller actuation
5 - bushing for oil pipe from the feathering pump
6 - bushing for the return oil pipe from the generator rotor bearing
7 - bushing for fuel drainage pipe
8 - bushing for the return oil pipe from the reduction gearbox
9 - bushing for the pressure oil pipe to the reduction gearbox and to the generator rotor
bearing
10 - bushing for the pipe of the turbine cooling air and for pressurising the seal of the
power turbine rotor
11 - screw union for the fire-extinguishing collector
12 - hole for mounting the fire-extinguishing collector, earthing and for the propeller
actuation holder
FRONT AIR BAFFLE (viewed in the direction of flight)
Fig. 1

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Legend:

1 - bushing for the airframe installation cable harness


2 - bushing for the propeller manual actuation linkage
3 - bushing for water injection manifold
4 - bushing for propeller actuation
5 - screw union for air condition system connection
6 - bushing for the supply of fuel to the engine
7 - bushing for the pressure air pipe to the engine control unit
8 - screw union for pipe feeding oil from the feathering pump to the propeller governor
9 - bushing for fuel drainage pipe
10 - hole for the fire-extinguishing collector brackets
11 - bushing for the sparking plugs harness
12 - bushing for the engine mounting brace
13 - screw union for the fire-extinguishing collector

REAR AIR BAFFLE (viewed in the direction of flight)


Fig. 2

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Legend:

I - Bushing for the pipe passing through the baffle-detail


1 - rubber packing
2 - thermal protection
3 - lids

II - Sealing the front baffle - on engine perimeter


4 - rubber packing
5 - engine outer surface

III - Sealing the rear baffle - detail


6 - air baffle

DESIGN FEATURES OF AIR BAFFLES


Fig. 3

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AIR BAFFLES

TROUBLESHOOTING

No faults are expected. Possible shortcomings found during periodical inspection will be
eliminated within the warranty period by the manufacturer′s service department.

For elimination of faults at engines after warrantee period contact the organization authorized
to engine technical services.

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72.22.00
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AIR BAFFLES

SERVICING

In operation the air baffles are being inspected at intervals according to the section 5
„Inspections“. The inspection procedures are described in the following technological
instructions.

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72.22.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601

Name of work Manpower required


(Manhours)
Inspection of engine air baffles
0.25

Working procedures and technical requirements Further Check


work

1. Check visually the front air baffle for cracks. Refer to


Page 101
2. Check visually mounting of the front baffle and fixing of the
bushings for outer piping installation.

3. Check visually the rear air baffle for cracks.

4. Check mounting of the rear baffle on the engine, fixing of the


bushings for outer piping installation and the bushing for the
spark plug cable.

Test Equipment Tools and Fixtures Consumable Materials

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72.22.00
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AIR INTAKE PROTECTION

DESCRIPTION AND OPERATION

Engine air intake protection that belongs to the engine consists of a removable protective
screen that bears, on its one side, against the collar on the air intake casing and, on its other
side, against the screen holder. The screen is made of stainless mesh bordered on its
perimeter by metal sheet. In its parting plane, the screen is bound together by binding wire
after its mounting on the casing.

Engine air intake protection that forms a part of the airframe is described in the Airplane
Maintenance Manual.

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AIR INTAKE PROTECTION

TROUBLE SHOOTING

Con.
Ascertained defect Probable cause Manner of repair
No.

1. Screen damage Replace by a new one


Ref. 72.23.00,
pages 401 to 405

2. Fouling of the screen Clean it


Ref. 72.23.00,
pages 401 to 405,
72.23.00, page 601

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AIR INTAKE PROTECTION

SERVICING

The protective screen mounted on the air intake casing may become fouled during engine
operation by deposits; it can also be damaged by a foreign object. Regular inspections of the
screen are performed in accordance with Airplane Maintenance Instructions.

Inspections of the condition of the protective screen as well as its removal and mounting in
case of its thorough cleaning, replacement or, when the condition of the 1st stage blades of
the axial compressor is checked, are carried out in accordance with the following
technological instructions.

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 405

Name of work Manpower required


(Manhours)
Removal and installation of the intake protective screen
2.00

Working procedures and technical requirements Further work Check

1. Removal Refer to
Page 101
1.1 Cut and remove the binding wire connecting the middle
pairs of hooks of the compressor screen splicing.

Aid for compressor blade Clean cloth


inspection M601-913.9
Binding wire dia 0.8 mm
Pincers of stainless steel 17 246.4
- 1.5 m
Flat pliers

Screwdriver

Test Equipment Tools and Fixtures Consumable Materials

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 405

Name of work Manpower required


(Manhours)
Removal and installation of the intake protective screen
2.00

Working procedures and technical requirements Further work Check

1.2 Set the aid Dwg. No. 601-913.9 on the hooks free of the
binding wire so that both ends of the screen will be drawn
together - see Fig. 401.

Fig. 401

1.3 Cut and remove the binding wire from the remaining hooks,
remove the aid and uncouple the screen.

72.23.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 405

Name of work Manpower required


(Manhours)
Removal and installation of the intake protective screen
2.00

Working procedures and technical requirements Further work Check

1.4 Bend slightly two extreme right hooks of the lower part of
the screen by pliers so that their tips will contact each other -
see Fig. 402.

Slight bending of the hooks is necessary because they have


to be pushed through a narrow gap between the oil pipes of
the reduction gearbox.

Fig. 402

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 405

Name of work Manpower required


(Manhours)
Removal and installation of the intake protective screen
2.00

Working procedures and technical requirements Further work Check

1.5 Turn the screen along the perimeter of the holder so that its
end B - see Fig. 403 - may pass in between the oil pipe and
the fire-signalling device. The other end A should be pushed
through along the oil pipes. A screwdriver can be used as
an extension adapter to push the screen end along the
pipes - see Fig. 403.

Fig. 403

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 405

Name of work Manpower required


(Manhours)
Removal and installation of the intake protective screen
2.00

Working procedures and technical requirements Further work Check

1.6 Clean the intake channel and the screen - as removed - by


means of a clean cloth.

2. Installation

2.1 Push the A end of the clean screen in between the oil pipe
and the fire signalling device onto the perimeter of the
intake channel. Locate the screen splicing in its original
position.

2.2 Straighten the slightly bent hooks to their original shape.

2.3 Mount the aid No. M601-913.9 on the middle hooks and
draw the ends together.

2.4 Using a two-fold binding wire, join the two outer pairs of
hooks.

2.5 Remove the aid No. M601-913.9.

2.6 Join together the middle pairs of hooks with a two-fold


binding wire.

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72.23.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601

Name of work Manpower required


(Manhours)
Intake protective screen - inspection
0.25

Working procedures and technical requirements Further work Check

1. Check the screen splicing wire. Refer to


Page 101
2. Check visually the condition of the screen. Remove impurities
and clean the outer side of screen using a clean cloth.

Clean cloth

Test Equipment Tools and Fixtures Consumable Materials

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72.30

COMPRESSOR
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RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.

DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

72.30 „RECORD OF REVISIONS“


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DATE OF
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SION No. OF NEW AND
No. PAGES SIGNATURE

72.30 „RECORD OF REVISIONS“


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REVIEW OF EFFECTIVE PAGES

Section - Section -
subsection Page Date subsection Page Date
point point

72.30 „Record of 72.32.01 1 Jul 1, 2003


Revisions“ 1 Jul 1, 2003 2 Blank Jul 1, 2003
2 Jul 1, 2003
72.32.02 1 Jul 1, 2003
72.30 „Review of 2 Blank Jul 1, 2003
Effective Pages“ 1 Jul 1, 2003
2 Blank Jul 1, 2003 72.32.03 1 Jul 1, 2003
2 Blank Jul 1, 2003
72.30 „Contents“ 1 Jul 1, 2003
2 Blank Jul 1, 2003 72.33.00 1 Jul 1, 2003
2 Blank Jul 1, 2003
72.30.00 1 Jul 1, 2003
2 Jul 1, 2003 101 Jul 1, 2003
3 Jul 1, 2003 102 Blank Jul 1, 2003
4 Blank Jul 1, 2003
201 Jul 1, 2003
72.31.00 1 Jul 1, 2003 202 Blank Jul 1, 2003
2 Blank Jul 1, 2003
401 Jul 1, 2003
101 Jul 1, 2003 402 Jul 1, 2003
102 Blank Jul 1, 2003 403 Jul 1, 2003
404 Blank Jul 1, 2003
201 Jul 1, 2003
202 Blank Jul 1, 2003 601 Jul 1, 2003
602 Blank Jul 1, 2003
601 Jul 1, 2003
602 Jul 1, 2003
603 Jul 1, 2003
604 Blank Jul 1, 2003

72.31.01 1 Jul 1, 2003


2 Blank Jul 1, 2003

72.31.02 1 Jul 1, 2003


2 Blank Jul 1, 2003

72.31.03 1 Jul 1, 2003


2 Blank Jul 1, 2003

72.32.00 1 Jul 1, 2003


2 Blank Jul 1, 2003

72.30 „REVIEW OF EFFECTIVE PAGES“


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CONTENTS

72.30.00 COMPRESSOR
- Description and operation
72.31.00 AXIAL COMPRESSOR
- Description and operation
- Troubleshooting
- Servicing
- Compressor 1st stage rotor blades - inspection
72.31.01 STATOR OF THE AXIAL COMPRESSOR
- Description and operation
72.31.02 ROTOR OF THE AXIAL COMPRESSOR
- Description and operation
72.31.03 AIR BLEED CASING
- Description and operation
72.32.00 CENTRIFUGAL COMPRESSOR
- Description and operation
72.32.01 CASING OF THE CENTRIFUGAL COMPRESSOR
- Description and operation
72.32.02 REAR WALL
- Description and operation
72.32.03 ROTOR OF THE CENTRIFUGAL COMPRESSOR
- Description and operation
72.33.00 ENGINE MOUNTING SYSTEM
- Description and operation
- Troubleshooting
- Servicing
- M601-907.9 engine mounts - replacement
- The M601-907.9 engine mounts - inspection of the rubber blocks

72.30 „CONTENTS“
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72.30 „CONTENTS“
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COMPRESSOR

DESCRIPTION AND OPERATION

The compressor is the main part of the gas generator. It is of mixed type: two axial-flow
stages followed by one centrifugal stage. They are driven by the generator turbine. Owing to
the reverse flow configuration the sense of airflow through the compressor corresponds with
the direction of flight. The compressor is at the same time the main supporting part of the
engine. It bears the elastically supported pins for engine mounting in the airframe. The
dimensions of the centrifugal compressor determine the cross section of the engine.

The air supplied from the atmosphere is compressed in the compressor and delivered to the
combustion chamber for burning of the required amount of fuel.

The air supplied by the compressor flows through the channel of the intake casing where it
passes through the set of vanes with swirl required for the effective performance of the 1st
stage of the axial compressor. The axial compressor is of two-stage layout with fixed stator
blades adjustment. At the 2nd stage outlet, air is bled, through the openings on the drum
surface, for choking the labyrinth seal of the oil compartment of the elastically supported ball
bearing of the generator rotor in order to prevent oil leakage. Air is also bled through a
number of small windows in the stator casing in order to ensure surge free operation of the
compressor at low power ratings. Air is also fed from there for cooling the hot parts of the
engine as well as for choking the seal of the roller bearing of the power turbine rotor.

From the axial compressor, air flows to the centrifugal compressor impeller and, after that,
through the vane-less and van-diffusers. In the centrifugal compressor the largest part of air
compression takes place. By simple bend the radial direction of flow is changed to the axial
one. The helical flow is then directed to the axial direction by a row of straightening vanes
situated behind the air path bend.

In the bend at the van-diffuser vanes outlet, air is bled through the holes in the wall of the
channel to provide for the aircraft needs. From these holes, air is fed into a peripheral cavity
in the casing to the bleeding flange. The air is used as for cabin conditioning and as for
another aircraft needs.

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The compressor consists of:

- the axial compressor including the rotor support and the seal of the oil compartment of the
bearing in the intake casing and, of the air bleed for compressor proper operation;

- the centrifugal compressor with the connecting main shaft in between the centrifugal
compressor impeller and the generator turbine disk and, with air bleed for the needs of the
engine as well as of the airframe;

- the engine mounting system.

Longitudinal section of the compressor is presented in Fig. 1.

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COMPRESSOR - LONGITUDINAL SECTION


Fig. 1

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AXIAL COMPRESSOR

DESCRIPTION AND OPERATION

The axial compressor is the front part of the mixed compressor; it consists of two stages. The
axial compressor sucks up the air from the intake channel directed into the axial direction by
a set of vanes in the intake casing and compresses the air. The compressed air from the
stator vanes of the second stage enters directly the centrifugal compressor impeller.

The axial compressor casing assembly is situated in the air-bleed casing. The rotor of the
axial compressor is a subassembly of the generator rotor.

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AXIAL COMPRESSOR

TROUBLE SHOOTING

When a fault is found on axial compressor at an engine within the warranty period, contact
the manufacturer's service department. For elimination of faults at engines after warranty
period contact organization authorized to engine technical services.

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AXIAL COMPRESSOR

SERVICING

Inspection of the rotor blades of the 1st stage of the axial compressor is carried out only in
extraordinary cases when there is reasonable suspicion of compressor defect, e.g. at
a sudden drop of engine power or at a radical change in engine parameters. We recommend to
carry out this inspection only after consultation with the manufacturer's service department.

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601 to 603

Name of work Manpower required


(Manhours)
Compressor 1st stage rotor blades - inspection
1.2

Working procedures and technical requirements Further work Check

1. Cut and remove the binding wire connecting the middle pairs
of hooks of the compressor screen splicing.
2. Set the aid Dwg. No. 601-913.9 on the hooks free of the
binding wire so that both ends of the screen will be drawn
together.
3. Cut and remove the binding wire from the remaining hooks.
4. Release the aid and open the screen for distance necessary
to insert the mirror of the aid inside the inlet channel.
5. Using the mirror and the torch check the leading edges of the
1st stage of axial compressor rotor blades for damage. Turn
by the compressor rotor using the ratchet for manual turning.
If some damage of leading edges has been found, contact
the Service Dpt. of engine manufacturer.
6. After the inspection has been finished restore the original
position of the protective screen. Mount the aid No.
M601-903.9 on the middle hooks and draw both ends
together.
7. Using a two-fold binding wire, join the two outer pair of hooks.
Remove the aid and join together remaining hooks by the
binding wire.
8. Record into the Engine Log Book the compressor blades
inspection and damage that has been found.

Torch or hand lamp Aid for compressor blade Clean cloth


inspection M601-913.9
Binding wire dia 0.8 mm
Pincers of stainless steel 17 246.4
– 1.5 m
Flat pliers
Ratchet for engine turning
Torch

Test Equipment Tools and Fixtures Consumable Materials

72.31.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601 to 603

Name of work Manpower required


(Manhours)
Compressor 1st stage rotor blades - inspection
1.2

Working procedures and technical requirements Further work Check

For limits of acceptable damage of the axial compressor 1st


stage rotor blades ref. Fig. 601. They are as follows:

(a) Shallow cuts to depth 0.2 mm are acceptable on both


leading and trailing edges along their whole length.

(b) In the area „B“ (i.e. more than 15 mm from the blade rot) the
total number of cuts of depth up to 1 mm must not exceed
5 cuts (sum of cuts on both edges). The distance between
individual cuts in the same edge has to be at least 5 mm.

(c) Leading edge buckling in the „B“ area, of length max. 3 mm


and depth max. 1 mm (perpendicular to the blade profile) is
acceptable.

(d) Max. acceptable length of lost material area in leading edge


tip of all blades is 4 mm.

(e) Leading edge tip bend up to 45° is acceptable within the


length 3 mm. The number of blades damaged that way must
not exceed five.

(f) No cracks are permitted.

If further types of blade damage to those stated in Para (a)


through to (e) have been met, it is necessary to contact the
organization authorized to technical services.

72.31.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601 to 603

Name of work Manpower required


(Manhours)
Compressor 1st stage rotor blades - inspection
1.2

Working procedures and technical requirements Further work Check

FIRST STAGE COMPRESSOR BLADE LIMITS


OF ACCEPTABLE DAMAGE
Fig. 601

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STATOR OF THE AXIAL COMPRESSOR

DESCRIPTION AND OPERATION

The stator assembly of the axial compressor is located in the casing of the axial compressor.
The casing of the axial compressor is a precise machined light-alloy casting. It is supported
by the inner flange in the air bleed casing. The second support forms a loose fit centering
shoulder. The inner part of the casing forms an outer wall of the air duct. Stator blades of
both stages are fastened by two pins. The outer pins with a shoulder are fixed in the casing
and fastened by means of nuts, secured against loosening. On the blades inner pins,
longitudinally as well as transversely split rings of the bushes of the inter-stage labyrinth
seals are mounted. The bushes feature a very soft metallic coating that allows for possible
contact of the rotor blade tips at greater displacements. The casing of the axial compressor is
divided along its longitudinal vertical plane, together with the entire inter-stage packing. Each
of both halves of the casing is completely independent. They are bolted together by means of
two longitudinal flanges. A certain number of bolts are precision fitted to secure steady
mutual position of both halves. The advantage of split casing is in easy mounting.

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ROTOR OF THE AXIAL COMPRESSOR

DESCRIPTION AND OPERATION

The main part of the axial compressor rotor is a drum including the 1st and 2nd stage disks.
The disks are electron beam welded together in their cylindrical parts. There is a stub pin
with a ball bearing supporting face on the front wall of the drum. Behind the bearing the oil
sprinkling ring is located on the pin. Behind the face shoulder, there is a labyrinth seal of the
bearing oil compartment. The sealing bush is made of soft metal. The seal is choked by the
air fed from the air bleed casing behind the axial compressor. The air prevents from oil
penetration in to the engine air path.

The ball bearing is seated in an elastic support. By means of elastic deformation of the
rectangular longitudinal beams of the support, damping of rotor vibrations, if any, is provided.
The elastic support is fitted to the inner hub in the intake casing. The bearing is lubricated by
means of two nozzles with pressure oil, and the return oil is scavenged through the return oil
manifold to the intake compartment of the oil pump.

Mounted to the inner hub of the intake casing is also fitted the bush of the labyrinth packing.

The 1st and 2nd stage rotor blades are mounted in their disks in skew dovetail grooves. They
are secured against displacement by means of retainer rings seated in slots on the disk rim
inner surface. The retainer rings fit, at the same time, into the corresponding slots in the
blades. In between the disks and behind the disk of the 2nd stage, the drum is provided by
labyrinth edges that form inter-stage seals. Behind the 2nd stage labyrinth seal, there are
openings on the drum surface for air bleeding to provide for choking the bearing oil seal. At
this end of the drum, a flange joint is provided, connecting the drum to the centrifugal
compressor impeller.

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AIR BLEED CASING

DESCRIPTION AND OPERATION

The air bleed casing provides the supporting system of the axial compressor casing. This is
mounted to the air bleed casing inner flange centering shoulder. At the opposite end of the
air bleed casing on its inner cylindrical part there is a supporting face for the shoulder of the
axial compressor casing. The air bleed casing is welded of metal sheet and turned parts
made of stainless steel.

The space between the air bleed casing and axial compressor casing is called the bleeding
compartment. Compressed air from the air duct flows to the bleeding compartment through
openings in the casing. To provide for surge free performance of the compressor it is
necessary to bleed a certain amount of air up to the corrected gas generator speed of
90 + 3 %. The axial compressor produces below the above presented speed, greater airflow
than the centrifugal one can suck. From the air bleed compartment air flows via an air bleed
valve to the engine nacelle compartment. The air bleed valve is described in section 75.

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CENTRIFUGAL COMPRESSOR

DESCRIPTION AND OPERATION

The centrifugal compressor is the second part of the mixed compressor. It consists of a
complete centrifugal stage. It is located, as a whole, in the centrifugal compressor casing.

The casing of the centrifugal compressor is a complex multi-purpose unit that serves, at the
same time, as the main supporting casing of the engine. In the centrifugal compressor, the
largest compression of air takes place. Air flows to the impeller directly from the axial
compressor outlet. In the centrifugal compressor impeller, air is partly accelerated, partly
compressed. Additional compression takes place in the diffuser.

In the bend at the diffuser vanes outlet, air is bled for aircraft needs through the openings in
the wall. The simple bend in the air duct and the row of straightening vanes downstream the
bend, change the helical airflow to the axial direction.

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CASING OF THE CENTRIFUGAL COMPRESSOR

DESCRIPTION AND OPERATION

The casing of the centrifugal compressor is multi-purpose unit.

The casing is composed of two main parts: a long tubular part of a large diameter and an
inner structural wall. The casing as a whole is welded of metal sheet and turned parts made
of stainless steel. The outer tubular part is a pressure vessel; it forms an outer wall of the
combustion chamber as well. At the same time, it is the main supporting part of the engine
and is furnished with peripheral flanges with centering shoulders. The peripheral flange on
the tubular part forms a parting plane of the engine; it joins together the generator and the
power section of the engine. The peripheral flange at the end of the structural wall is
connected to the supporting cone of the intake casing. From outside in the plane of the inner
wall supporting pads for engine mounts are welded on; the mounts are fastened to the
casing by bolts. To the inner wall that is one of two walls of the centrifugal compressor
diffuser the rear wall of the centrifugal compressor is mounted. Diffuser vanes form a
connecting link between the both walls.

In the bend of the diffuser duct between the trailing edges of the diffuser vanes, there are the
holes of small diameter through which air is bled to a special annular compartment on the
periphery of the centrifugal compressor casing. From the latter compartment, air is supplied
for air conditioning and for other needs of the aircraft.

On the tubular part of the casing, there are pads for mounting of igniters, of the fuel supply
manifold and for the air bleed for the fuel control system and for the control of the air bleed
valve.

On the inner baffle, at the end adjoining to the intake casing, there is a flange with centering
shoulder for the air bleed casing fastening. The flange of the impeller cover is mounted
between the flanges of the air bleed casing and centrifugal compressor casing.

The impeller cover forms an outer wall of the impeller duct and, at the same time, it is linked
by means of a shoulder with the axial compressor casing.

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REAR WALL

DESCRIPTION AND OPERATION

The centrifugal compressor rear wall is a multi-purpose unit and forms the second wall of the
diffuser duct. It has the configuration of a complex three-dimensional plate whose thickness
is proportional to the load. The wall is a pressure partition between the compressor and the
combustion chamber. It is made of stainless steel.

The diffuser vanes are fixed by pins in the holes in the rear wall. The diffuser vanes are
provided with threaded pins on both sides. The second pins are slid into the holes in the
transversal wall of the centrifugal compressor casing. The vanes are secured against angular
displacement by means of two pins. Air flows from the diffuser duct in radial direction; then is
bent to axial direction. However, it has a considerable swirl; for this reason, straightening
vanes are brazed on the outer part of the rear wall. The vanes direct the airflow to the axial
outlet into the combustion chamber.

Mounted to the rear wall adjoining the combustion chamber are a shield, fuel manifold and
bushes of the labyrinth seal of the main shaft.

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ROTOR OF THE CENTRIFUGAL COMPRESSOR

DESCRIPTION AND OPERATION

The impeller is the main part of the rotor of the centrifugal compressor. The main shaft links
the impeller of the centrifugal compressor with the disk of the generator turbine. The impeller
is integral with the inducer. It is machined from titanium alloy forging of high quality.

The impeller is provided with centering shoulders on both sides for flange connections to the
drum and main shaft. Fitted bolts which pass through the holes in the impeller, fasten the
impeller to the above components.

In order to provide for the required high compression ratio in the centrifugal compressor, the
air must be considerably accelerated. That is why the vanes are of a complex three-
dimensional configuration, from their leading edges up to the trailing edges at the impeller
outlet. For the same reason, two types of vanes we can find on the impeller. The main ones,
whose leading edges form the inducer, and the splitter vanes, which improve the flow in the
main vane channels in the outer part of the impeller, and thus ensure as uniform outflow from
the impeller as possible.

The main shaft transmits the power required for driving the rotor of the compressor from the
generator turbine. It is made of a forging of stainless steel. On both ends, it has flanges and
openings for the joints with both centrifugal compressor impeller and the disk of the
generator turbine. The bolts of the joint with the centrifugal compressor impeller are uniformly
tightened and their nuts are located inside the shaft in the place of increased diameter.

On the outer surface of the main shaft, there are the edges of labyrinth seals. The long
labyrinth seals the compartment of the inner flame tube from the space of the generator
turbine disk while the other labyrinths seal the compartment of the combustion chamber from
the space behind the impeller of the centrifugal compressor. The amount of air which passes
through the first labyrinth is directed through the main shaft openings and the through its
inside to cool the generator turbine. The main shaft flange is especially adapted for the
passage of cooling air.

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ENGINE MOUNTING SYSTEM

DESCRIPTION AND OPERATION

On the casing of the centrifugal compressor, engine mounts are fastened to three supporting
pads by means of screws and nuts. The mounts are made of light-alloy forgings. Mounting
pins supported by vulcanised rubber blocks connect the engine to the mounting ring of the
engine mounting system. The rubber blocks are efficient dampers of engine vibration that
would otherwise be transmitted to the airframe.

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ENGINE MOUNTING SYSTEM

TROUBLE SHOOTING

Con.
Ascertained defect Probable cause Manner of repair
No.

1. Strongly cracked surface of Material fault Change by a new one


the rubber part of the
mount

72.33.00
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72.33.00
Page 102
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THE MOUNTING SYSTEM

SERVICING

Inspections of the engine mounts in the course of operation are performed at intervals shown
in the Airplane Maintenance Instructions. Inspection procedures are described in the
following technological instructions.

72.33.00
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72.33.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 403

Name of work Manpower required


(Manhours)
M601-907.9 engine mounts - replacement
2.00

Working procedures and technical requirements Further work Check

Replacement procedure is identical for all mounts. If it is necessary Refer to


to replace all engine mounts, the replacement must be performed Page 101
successively; only one mount may be removed from the engine at a
time.

Dismantling

1. Sling the engine by its front lifting eye on a hand-operated


crane or similar suitable equipment. The sling must be
strained so that the engine is not lifted up or it does not sink
down during the pin mounting.

Manually operated crane Pincers Split pin


2.5x22 ČSN 02 1781.09
Screwdriver
Binding wire dia 0.63 mm
Wrench s=17 mm
of stainless steel 17 246.4 -
Adapter
1.5 m
s=14 mm M601-9018.9

Torque spanner OMK 10

Flat pliers

Test Equipment Tools and Fixtures Consumable Materials

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 403

Name of work Manpower required


(Manhours)
M601-907.9 engine mounts - replacement
2.00

Working procedures and technical requirements Further work Check

NOTE: A mount may also be replaced without using a lifting


equipment provided you ensure proper position of the
engine required for installing the pin.

2. Using wrench s=17 mm, loosen the crown nut of the


mounting pin Dwg. No. M601.91-449.5 and with draw the pin.

3. Using the torque spanner and adapter s=14 mm, loosen


4 nuts of the mounts housing and remove the mount off the
engine.

Mounting

1. Slip the mount Dwg. No. M601.91-974 with its seating base
perfectly cleaned on the insulating shim and on four studs in
the mounting pad.

2. Slip 4 washers LN 5132 on studs, screw on 4 nuts LN 5409


and tighten them using a torque spanner with adapter;
fastening torque 25 ± 1.5 Nm as prescribed in the installation
drawing.

72.33.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 403

Name of work Manpower required


(Manhours)
M601-907.9 engine mounts - replacement
2.00

Working procedures and technical requirements Further work Check

3. Secure the nuts using binding wire.

4. Check visually proper position of the hole for the mounting pin
on the engine mounting ring and of the hole in the mount. If
not aligned, turn the engine carefully, using the lifting
equipment, in the required direction.

5. Slip the pin into the mount, slip the washer on and tighten the
nut by the prescribed torque 58.84 to 63.74 Nm (6.0 to
6.5 kpm) by torque spanner OMK 10, adapter s=17 mm,
included in the aircraft tool kit.

6. Secure the nut by a split pin.

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72.33.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601 to 602

Name of work Manpower required


(Manhours)
The M601 - 907.9 engine mounts
- inspection of the rubber blocks 0.25

Working procedures and technical requirements Further work Check

1. Inspect visually the mount shock absorbers without dismantling. Refer to


Page 101
Check the condition of the rubber blocks - see Fig. 601. Inspect
for cracks or swelling. A rubber ring visible along the periphery
of the holes in of the mount housing (area A) represents no fault.

Fig. 601

Torch or portable lamp Clean cloth

Test Equipment Tools and Fixtures Consumable Materials

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72.40

COMBUSTION CHAMBER
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RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.

DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

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REVIEW OF EFFECTIVE PAGES

Section - Section -
subsection Page Date subsection Page Date
point point

72.40 „Record of
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2 Jul 1, 2003

72.40 „Review of
Effective Pages“ 1 Jul 1, 2003
2 Blank Jul 1, 2003

72.40 „Contents“ 1 Jul 1, 2003


2 Blank Jul 1, 2003

72.40.00 1 Jul 1, 2003


2 Jul 1, 2003

72.41.00 1 Jul 1, 2003


2 Jul 1, 2003

601 Jul 1, 2003


602 Jul 1, 2003

72.42.00 1 Jul 1, 2003


2 Jul 1, 2003

72.43.00 1 Jul 1, 2003


2 Blank Jul 1, 2003

72.40 „REVIEW OF EFFECTIVE PAGES“


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CONTENTS

72.40.00 COMBUSTION CHAMBER


- Description and operation
72.41.00 FLAME TUBE
- Description and operation
- Detailed visual inspection of the combustion chamber flame tubes using
endoscope
72.42.00 FUEL SUPPLY
- Description and operation
72.43.00 SEALS AND SHIELD
- Description and operation

72.40 „CONTENTS“
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72.40 „CONTENTS“
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COMBUSTION CHAMBER

DESCRIPTION AND OPERATION

In the combustion chamber, which is located in the engine middle part, thermal energy is
released due to fuel burning. Thermal energy is then converted in the turbine in mechanical
work. The combustion chamber is of annular shape with reverse flow arrangement; this
results from the engine concept. It is characterized by small axial depth and enables
utilization of the space in radial direction demarcated by the dimension of the compressor.

The combustion chamber consists of the following parts:


- flame tube composed by the outer and inner parts,
- fuel supply,
- seals and shield.

Longitudinal section of the combustion chamber is shown in Fig. 1.

Air is supplied to the combustion chamber approximately in axial direction. Air enters the
inner compartment of the flame tube directly through the set of slots and holes made in the
flame tube wall. Another part of air, which also takes part in combustion of fuel, flows in the
flame tube through the hollows in the turbine nozzle guide vanes and through the holes in the
inner liner.

Fuel is fed by the fuel manifold to the fuel distributor from which it is sprayed by 4 nozzles
into a rotating ring that provides for atomisation of fuel and so for proper burning.
Combustion takes place in a space above the spray ring. This space is demarcated by the
radial walls of the outer and inner flame tubes. Secondary combustion and further mixing
with air takes place after the gas flow has been bent into axial direction.

Air leakage from the combustion chamber in the direction towards the compressor and
generator turbine is limited by labyrinth seals.

To prevent the compressor rear wall from warning caused by the thermal radiation and thus,
from its possible deformation, a shield made of metal sheet is inserted between the vertical
wall of the outer flame tube and the compressor. The shield, together with the fuel distributor
is fastened to the rear wall of the compressor.

Draining of fuel residues from the combustion chamber, that can occur, is described in section
73.

72.40.00
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COMBUSTION CHAMBER - LONGITUDINAL SECTION


Fig. 1
72.40.00
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FLAME TUBE

DESCRIPTION AND OPERATION

Fuel combustion, i.e. the process of heat release, takes place in the flame tube in the course
of fuel oxidation by air oxygen. Proper conditions are created through perfect atomisation of
the fuel fed by the spray ring and through appropriate air supply through the set of holes in
the outer and inner flame tubes. Air is supplied both into the primary zone in the space above
the spray ring and into the dilution zone in front of the generator turbine nozzle guide vane
ring.

The configuration of the inner flame tube and the arrangement of its holes - these are the
main factors for creation and stabilization of the reverse swirl in the primary zone of burning
which is required for safe function of the combustion chamber at all conditions that may
come into consideration in the course of engine operation. Stabilization of the process of
combustion is aided by the system of rectangular slots in the vertical wall of the outer flame
tube. Penetrating of combustion products or flame streaking from the primary zone above the
spray ring is prevented by sealing edges found on the inner as well as outer flame tubes
against the rotating fuel spray ring.

Fuel burning is completed in front of the plane of stub tubes inside the outer flame tube
through which the major amount of dilution air is being supplied into the middle of flow of hot
combustion products. The required temperature distribution at the generator turbine nozzle
guide vane ring entry is being ensured by the combustion chamber design.

All parts of the flame tube are made of refractory material.

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Outer flame tube

The outer flame tube forms the outer part of the combustion compartment. The front wall is
fitted with radial rectangular slots through which air flows into the zone of combustion above
the spray ring. Downstream the bend of the outer flame tube to the axial direction, there are
two holes for flame streaking from torch igniters into the combustion chamber. Further on, in
the direction towards the turbine, the outer flame tube features air supply holes for secondary
fuel burning and, further downstream, there is a system of riveted stub tubes for supply of
cooling air. Another amount of cooling air enters the inner compartment of the flame tube
through the holes found at the end of the outer flame tube.

At the front partition, the outer flame tube is fitted by means of centering shoulder and
peripheral recesses to the body of the fuel distributor by bayonet joint. On the other end, the
outer flame tube is centered on the centering shoulder and, at the same time, it is prevented
from turning by means of its cutouts that are axially slipped on 10 lugs of the generator
turbine nozzle guide vane ring. The entire outer flame tube is welded, with the exception of
the riveted stub tubes.

Inner flame tube

The inner flame tube forms the inner part of the combustion chamber. The skewed front wall
of the flame tube features large number of circular holes of various diameters through which
air flows to the primary zone above the spray ring. The metal sheet shell of the inner flame
tube is welded onto a cylindrical bushing which is on one half of its length provided in its
inside by soft lining. The lining forms, together with the rotating edges of the generator rotor,
a labyrinth seal.

On the other end of the cylindrical bushing a set of holes is provided. Through these holes air
flows from the inner compartment of the flame tube to the space in front of the seal. The
cylindrical bushing is a supporting part of the inner flame tube; it is fastened by a flange to
the generator turbine nozzle guide vane ring.

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601 to 602

Name of work Manpower required


(Manhours)
Detailed visual inspection of the combustion chamber
flame tubes using endoscope

Working procedures and technical requirements Further work Check

1. Remove torch igniter (refer to 74.30.00 TORCH IGNITERS –


Replacement of the M601-208.9 igniters).
2. Using endoscope inspect and evaluate condition of the inner
flame tube as shown below.
Further engine operation can be allowed acc. to Tables 601,
602 and Fig. 601.
3. After inspection install the torch igniter (refer to 74-30-00
TORCH IGNITERS - Replacement of the M601-208.9
igniters).

INNER FLAME TUBE – CRACK AREA LOCATION


Fig. 601

Endoskop Olympus

Test Equipment Tools and Fixtures Consumable Materials

72.41.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601 to 602

Name of work Manpower required


(Manhours)
Detailed visual inspection of the combustion chamber
flame tubes using endoscope

Working procedures and technical requirements Further work Check

Length of the crack Acceptable duration


of operation

0 to 50 mm 300 hrs

51 to 80 mm 200 hrs

81 to 120 mm 100 hrs

CRACKS ALONG THE WELD - LOCATIONS I AND II


Table 601

Crack description Acceptable duration


of operation

Cracks form closed circumference 0 hr


through holes of the partition

Crack between two holes 300 hrs


- up to 5 locations

Crack through three holes 200 hrs


- up to 3 locations

Crack through four holes 100 hrs


- 1 location

Crack through more than four holes 0 hr

Combined number and length of cracks allow shorter time of


operation.

CRACKS ON THE FACE PARTITION - LOCATION III


Table 602

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FUEL SUPPLY

DESCRIPTION AND OPERATION

Fuel is delivered through the fuel manifold to an annular cavity in the fuel distributor that
serves as a plenum chamber. From here fuel is fed to four fuel nozzles and injected at an
acute angle on the spray ring inner surface.

By this inner surface of the rotating spray ring, fuel is carried away and due to centrifugal
force is pushed into the radial holes drilled in the ring periphery. Fuel, when passed through
the holes, is atomised in a very fine mist that tends to form a perfect mixture with the
entrained air.

Fuel manifold

The fuel manifold passes through a bush fastened and sealed in the tubular part of the
centrifugal compressor casing. To prevent leakage of compressed air from the combustion
chamber, the manifold is sealed by rubber „O“ rings. The manifold is led to the fuel distributor
along the front vertical wall of the outer flame tube and is fastened to the fuel distributor by a
union nut.

Connection to the airframe fuel installation is ensured on the outer side of the engine. Easy
access and reliable inspection of the joint tightness is so enabled. The manifold is welded of
stainless material.

Fuel distributor

The fuel distributor fits - by its shoulder and segment-shaped lugs - the smaller ring of the
outer flame tube and so fixes its position in axial direction. In the shoulder, there is a set of
horizontal holes that feed air to the compartment at the spray ring entry. The fuel distributor
together with the flame tube shield and the body of the seal is fastened by screw to the
centrifugal compressor rear wall. By its small diameter forms a double-strip labyrinth seal that
limits the supply of air to the inner part of the spray ring. In the fuel distributor body in front of
the flange, there is a set of radial holes that enable the passage of air to the doubled
labyrinth seal behind the compressor. The fuel distributor is made of a stainless material.

72.42.00
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The spray ring

The spray ring ensures, through its rotation, atomising of the supplied fuel into a very fine
mist at any rating of engine operation. Fuel is fed to its inner part through approximately
tangentially adjusted nozzles of the fuel distributor and is forced, due to the centrifugal force,
into the holes in the outer surface of the ring. A certain amount of air is entrained together
with fuel. Air is fed into the inner space of the ring through a set of horizontal holes in the fuel
manifold shoulder. The ring is by means of the flat-thread screwed on the main shaft
connecting the compressor and the generator turbine. On the shaft, it is centered by means
of a split conical insert. The ring is made of refractory material.

72.42.00
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SEALS AND SHIELD

DESCRIPTION AND OPERATION

Seals

All seals are of the air-seal type, labyrinth layout. This type of seal is the most advantageous
for sealing of high-speed rotors at minimum losses. Air leakage from the combustion
chamber both in the direction to the turbine and to the compressor is minimized. In both
cases the edges are formed on the rotating shaft. The opposite stator parts are fitted with
soft linings made of heat resistant material. The lining material allows edges penetration into
the lining at great shaft displacement without their damage or without overheating.

The function of the labyrinth seal of the inner flame tube in front of the generator turbine has
already been described. The seal situated in the direction towards the compressor has two
parts. In between is the air bleed via the main shaft for generator turbine cooling. To prevent
disturbing of the airflow in the primary zone above the spray ring by the air supplied to the
seal, the air is supplied by means of a set of holes in the fuel distributor. Thus, seal is choked
mainly by the air drawn from the space behind the shield. The bush of the seal, fitted with
soft lining is centered by means of a flange and fastened to the centrifugal compressor rear
wall, together with the fuel distributor and the shield.

Shield

The shield of the combustion chamber protects the centrifugal compressor rear wall from the
heat radiation effects of the outer flame tube. The shield is slid on the fuel manifold and
fastened on its fastening bolts with a gap enabling supply of air for choking the doubled
labyrinth seal.

The shield is made of stainless steel sheet stiffened by pressed-in fins. A recess with an
opening for the fuel manifold to the fuel distributor is provided.

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72.50

TURBINES
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RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.

DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

72.50 „RECORD OF REVISIONS“


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REVIEW OF EFFECTIVE PAGES

Section - Section -
subsection Page Date subsection Page Date
point point

72.50 „Record of
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2 Jul 1, 2003

72.50 „Review of
Effective Pages“ 1 Jul 1, 2003
2 Blank Jul 1, 2003

72.50 „Contents“ 1 Jul 1, 2003


2 Blank Jul 1, 2003

72.50.00 1 Jul 1, 2003


2 Jul 1, 2003

72.51.00 1 Jul 1, 2003


2 Jul 1, 2003

601 Jul 1, 2003


602 Jul 1, 2003

72.52.00 1 Jul 1, 2003


2 Jul 1, 2003
3 Jul 1, 2003
4 Blank Jul 1, 2003

601 Jul 1, 2003


602 Blank Jul 1, 2003

72.53.00 1 Jul 1, 2003


2 Jul 1, 2003
3 Jul 1, 2003
4 Jul 1, 2003

72.50 „REVIEW OF EFFECTIVE PAGES“


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72.50 „REVIEW OF EFFECTIVE PAGES“


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CONTENTS

72.50.00 TURBINES
- Description and operation
72.51.00 GENERATOR TURBINE
- Description and operation
- Detailed inspection of gas generator turbine nozzle guide vane ring using
endoscope
- Inspection of gas generator turbine rotor blades using endoscope
72.52.00 POWER TURBINE
- Description and operation
- Detailed visual inspection of power turbine rotor blades using endoscope
72.53.00 COOLING AND TEMPERATURE MEASUREMENT
- Description and operation

72.50 „CONTENTS“
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72.50 „CONTENTS“
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TURBINES

DESCRIPTION AND OPERATION

Generator turbine is a part of the generator rotor. The power turbine is connected via the
connecting shaft and the reduction gearbox to the propeller shaft. The sense of rotation of
both turbine rotors is counterclockwise (viewed in the direction of the gas flow). The
generator rotor roller bearing is located between both turbines. Force transmission from this
support is effected via the power turbine nozzle guide vane ring.

Power turbine is overhung on a shaft supported in two bearings. Force transmission of this
arrangement is effected via the supporting cone of the outlet channel to the joint of outlet
liner with the reduction gearbox.

The turbines and other parts located in between the turbines are cooled by air from the
compressor assembly. This air is also used for balancing the generator rotor thrust and for
sealing the bearings against oil leakage.

The bearings are lubricated and cooled by pressure oil sprayed onto their inner rings. From
the bearings, oil is scavenged via the cooler to the oil tank.

At the generator turbine outlet, there are 9 group-connected thermocouples for interturbine
temperature monitoring.

The layout of the turbine assembly is shown in Fig. 1.

72.50.00
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TURBINES - LONGITUDINAL SECTION


Fig. 1

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GENERATOR TURBINE

DESCRIPTION AND OPERATION

The generator turbine consists of the stator formed by the nozzle guide vane ring, and the
rotor that consists of the bladed disk and of the rear shaft with a bearing.

The nozzle guide vane ring of the generator turbine consist of an integral cast part that forms
an inner and outer shell with 23 cast blades; turbine casing, inner baffle and thrust ring.

The guide vanes feature on the pressure side of the blade profile openings for cooling the
trailing edge.

The turbine casing is formed by the conical part of the casting projecting in a flange with a
bearing lug. The linkage to the nozzle guide vane ring of the power turbine ensure 18 screws
pressed into the flange of the generator turbine casing. The inner baffle is of complex
configuration and has a flange for mounting the inner flame tube.

The thrust ring is vacuum brazed to the outer shell of the casting and its periphery features
ten lugs for attachment the outer flame tube.

The generator turbine rotor itself consists of a disk and rotor blades secured by means of
hollow securing rivets enabling axial fastening of the blades. The blades are mounted
according to their weight so that the minimum possible initial unbalance of the rotor will be
achieved.

The disk of the generator turbine is made of forged heat-resistant alloy and has a central
opening that provides for the passage of cooling air. On both sides of the disk, there are
centering shoulders; above them are eight through-holes for bolts. On the compressor side,
there is a shoulder that serves for inspection of permanent deformation. The blades are
fastened to the disk rim by skewed three-edge fir-tree serrations.

72.51.00
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Generator turbine rotor blades are precision cast. For fastening in the disk, they are fitted
with three-tooth fir-tree roots extended into a short neck above which there is a base forming
a part of the gas channel. The rear part of the shaft is made of stainless steel. The front part
of the shaft is extended into a thin disk that serves for reducing the generator rotor thrust. On
the periphery of the disk there is a labyrinth seal. Behind the disk is a spiral oil seal and,
further a splined cylindrical pin for supporting the inner ring of the bearing. The inner bearing
ring is clamped by a ring nut secured by a dish-shaped lock of sheet metal. The rear shaft,
together with the rotor, is fastened to the compressor shaft by the eight bolts with special
nuts secured by safety locks of sheet metal. The bolts have shaped centering shoulders to
provide for cooling air passage. Between the bolt holes in the rear shaft, there are threaded
holes for balancing plugs.

72.51.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601

Name of work Manpower required


(Manhours)
Detailed inspection of gas generator turbine
nozzle guide vane ring using endoscope

Working procedures and technical requirements Further work Check

1. Remove one torch igniter (ref. 74.30.00 TORCH IGNITERS –


Replacement of the M601-208.9 igniters).

2. Using endoscope check and evaluate condition of vanes in


the nozzle guide ring.

Acceptable damages to vanes and shrouds of the nozzle


guide vane ring are nicks and pits of max. 0.5 mm depth and
area of max. 2 mm2. The heat corrosion of alitized layer or
cracking of this layer that is visible at endoscope inspection is
not acceptable. The layer of foreign material on vanes and
shrouds coming from unwanted Shoop process is acceptable
as far as it is fluently joined to the vane profile.

3. After endoscope inspection has been finished install the torch


igniter again.

Olympus endoscope

Test Equipment Tools and Fixtures Consumable Materials

72.51.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
602

Name of work Manpower required


(Manhours)
Inspection of gas generator turbine rotor blades
using endoscope

Working procedures and technical requirements Further work Check

1. After torch igniter removal and endoscope inspection of


nozzle guide vane ring have been finished check and
evaluate the condition of gas generator turbine rotor blades.
At inspection of individual blades use the manual turning of
gas generator rotor by means of the ratchet spanner.

NOTE: At manual turning of the rotor prevent from contact of


the endoscope head with the gas generator turbine
rotor blades.

Acceptable damages to the turbine rotor blades:

- Mechanical damage and deformations of depth of 0.5 mm


and area of max. 3 mm2 without sharp edges or cracks in
the area of blade leading edge in 1/3 of blade length from
the blade top.

- Mechanical damage of blade, as break, bend or crack on


any part of the blade is not acceptable.

2. After endoscope inspection has been finished install the torch


igniter again.

Olympus endoscope

Test Equipment Tools and Fixtures Consumable Materials

72.51.00
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MANUAL PART No. 0982055

POWER TURBINE

DESCRIPTION AND OPERATION

The power turbine consists of the stator that includes, first of all, a nozzle guide vane ring
with bearings supporting system, and of the rotor.

The nozzle guide vane ring of the power turbine is made of refractory material and consists
of an inner and outer shell, nineteen guide vanes, power turbine casing, middle flange and a
conical wall with outer flange.

On the outer shell, there are nine bushings for thermocouples of the interturbine temperature
measuring device. Resistance-welded on the inner shell are the inner baffle with a generator
rotor bearing fastening flange and the shielding sheets. Other parts, with the exception of
guide vanes, are fusion-welded together. Guide vanes are made of metal sheet and
resistance-welded at trailing edges and brazed onto the shells.

The turbine casing has a cylindrical inner working surface. On the outer surface of the
casing, there are three stiffening ribs; two of which serve for mounting the sealing ring.

A groove is milled in the face of the middle flange. The gas generator turbine nozzle guide
vane ring boss is seated in this groove. Above the groove there are the holes for connecting
bolts.

To the middle flange, a sheet-metal conical wall with a flange for fastening on the outer
supporting engine casing is welded.

Centered on the flange of the inner wall are the seal bush and the rear generator bearing
housing. The seal bush forms a smooth part of the air and oil seals. Between them, there is a
set of holes coinciding with the holes in the inner flange for cooling airflow. The bearing outer
ring is installed in the rear bearing housing. The outer ring is secured by a retainer ring.

The bearing housing is closed by a cover fastened on the studs of the seal. Mounted on the
cover there are the pipes for oil supply and return. All joints which come into contact with oil
are sealed with special cement. The connection of oil pipes to the outer oil installation is
ensured by a union nut and a supporting ring. The tightness of the joint is secured by a cone
formed by an expanded end of a pipe.

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The pipe of oil supply has on its outlet a brazed-on union for its connection to the housing
cover. A brass nozzle is screwed on into the union so that the joint between the flange and
the cover will be not exposed to the internal pressure in the oil system.

The oil return pipe has a simple connecting flange brazed on its outlet end.

Both oil pipes pass through the hollows in the vanes of the power turbine nozzle guide vane
ring and are shaped so that safe distance between their surface and the parts through which
they pass will be provided.

Similarly as the oil pipes, the cooling air supply pipe is also passed to the space between the
turbines. This pipe reaches with its free end above the cover of the oil compartment. The
flange of the air pipe is so designed as to define the amount of the air supplied.

The inner space of the power turbine nozzle guide vane ring is separated from the power
turbine rotor by a deflector that is fastened by 12 bolts on its periphery. The deflector
features openings for the cooling air passage to the power turbine disk.

The space behind the power turbine rotor is separated from the space under the outlet
channel shell by a piston ring made of stainless steel.

The power turbine rotor itself consists of a disk, twenty-eight pairs of rotor blades and their
locks.

The disk is made of refractory material. Twenty-eight skewed symmetrical serrations are
made in the rim for blades fastening. Under the rim, from its front side, there is a shoulder for
inspection of permanent deformation. Around the centre of the disk, from its front side, there
is a shoulder for balancing and mounting. From the disk rear side, there is a massive
shoulder for centering on the shaft. Rotor blades are mounted in pairs in one fastening
serration. The total number of blades is fifty-six.

The blades feature a single sided three-tooth fir-tree root that turns into neck and lower base.
The blade terminates on its periphery by a shroud with two edges. Contact surfaces between
individual pairs are provided with hard metal. A sheet-metal lock provides for securing the
blade pair in the disk serration.

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The power turbine shaft is connected to the disk by eight bolts and special nuts secured by
dish-shaped sheet locks. The shaft is made of forged heat treated steel. On the side of its
connection to the power turbine disk, it is extended into a flange fitted on its outer periphery
with the edges of the labyrinth seal. The shaft is supported in two antifriction bearings. Thrust
of the power turbine rotor is taken by a ball bearing with a split inner ring. Located at the
flange, the roller bearing allows for thermal axial expansion of the shaft and of the stator. The
bearings are secured on the shaft by means of ring nuts secured by special locks. In the
shaft cavity, there is involute splining to provide for torque transmission by means of the input
shaft to the reduction gearbox.

The bearing housing is formed by a thin-walled bushing that holds outer bearing rings. The
outer ring of the roller bearing is secured by a special lock. The outer ring of the ball bearing
is fastened by means of a hollow ring bolt and secured by a special lock. Oil for the
lubrication of bearings is supplied from the reduction gearbox through forked pipe with
nozzles.

Sealing of the oil compartment around the rotating shaft is ensured by doubled labyrinth seal.

The seal and the bearing bushes are mounted on a common flange to the supporting cone of
the outlet channel. Oil return from the inner compartment of the roller bearing is secured by a
shaped pipe via the reduction gearbox casing.

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72.52.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601

Name of work Manpower required


(Manhours)
Detailed visual inspection of power turbine rotor blades
using endoscope

Working procedures and technical requirements Further work Check

1. Remove one exhaust nozzle.

NOTE: Fasten the insert to the exhaust flange with two


bolts. Do not tighten them.

2. Using endoscope inspect blades of the power turbine.

Acceptable damages to blades:

a) Peripheral rubbing of both shroud strips is permitted.

b) Slight bends of both leading and trailing edges and shroud


strips are permitted.

Both break of the shroud strips and bends greater than 0.4
mm are not acceptable.

c) Mechanical damages, i.e. nicks and pits on the airfoil as


follows:

- size of max. 0.3 mm and depth of max. 0.1 mm in the


area of 5 mm under shroud

- size of max. 1.5 mm and depth of max. 0.3 mm in the


remaining area of the airfoil

3. After inspection and record completing install the exhaust


nozzle.

Olympus endoscope

Test Equipment Tools and Fixtures Consumable Materials

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COOLING AND TEMPERATURE MEASUREMENT

DESCRIPTION AND OPERATION

Turbine cooling

The air supplied from the compressor is used for turbine cooling. The generator turbine
nozzle guide vane ring is cooled by air passing through the hollow guide vanes to the inner
flame tube. A certain amount of this air is bled through the holes in the blade pressure side
for cooling the guide vane trailing edges.

Air passing through the seal between the bush of the inner flame tube and the compressor
shaft cools the front face of the generator turbine disk and the rotor blades roots. Air flowing
from inside of the compressor shaft is divided, in front of the disk of the generator turbine,
into two streams. The one passes through the disk central opening, cools the disk inner
surface and leaves through the slots in the rear shaft flange to the space behind the disk.
The other stream is directed around the connecting bolts, cools this joint and joins the first
stream behind the rear shaft flange. Here, air cools the rear side of the generator turbine disk
and reduces the generator rotor thrust. A certain amount of this air passes through the
labyrinth seal of the rear shaft and the rest joins the gas flow at the generator turbine outlet.

Air passing through the labyrinth seal is directed through the holes above the flange of the
inner baffle of the power turbine nozzle guide vane ring, which it cools in space between the
turbines. Here, it is mixed with the air bled behind the second stage of the axial compressor,
cools outer surfaces of the bearing space and is fed, through the holes in the deflector, for
cooling the power turbine disk front face. A small amount of air is fed through the hollow
vanes of the power turbine nozzle guide vane ring under the outlet channel cover.

The rear side of the power turbine disk is cooled by the air bled behind the axial compressor,
too. This air is also used for sealing the labyrinth seal of the roller bearing of the power
turbine.

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Interturbine temperature measurement

Nine termocouples are used for temperature measurement in the stream of hot gas. They
are mounted by screws on the outlet channel cover. The termocouples are coupled by a
wiring that is a part of the engine installation.

Description of termocouple is presented in section 77. The location of termocouples is shown


in Fig. 1.

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1 - thermocouple
3 - bus line

THERMOCOUPLES BETWEEN TURBINES


Fig. 1

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Legend:
1 - shielded thermocouple
2 - bush
3 - mounting flange
4 - terminals
5 - sealing bushing

THERMOCOUPLES BETWEEN TURBINES


Fig. 1 – continued

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72.60

ACCESSORY GEARBOX
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RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.

DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

72.60 „RECORD OF REVISIONS“


Page 1
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DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

72.60 „RECORD OF REVISIONS“


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REVIEW OF EFFECTIVE PAGES

Section - Section -
subsection Page Date subsection Page Date
point point

72.60 „Record of 72.62.00 1 Jul 1, 2003


Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003
2 Jul 1, 2003 3 Jul 1, 2003
4 Blank Jul 1, 2003
72.60 „Review of
Effective Pages“ 1 Jul 1, 2003 101 Jul 1, 2003
2 Blank Jul 1, 2003 102 Blank Jul 1, 2003

72.60 „Contents“ 1 Jul 1, 2003 801 Jul 1, 2003


2 Blank Jul 1, 2003 802 Jul 1, 2003
803 Jul 1, 2003
72.60.00 1 Jul 1, 2003 804 Jul 1, 2003
2 Jul 1, 2003 805 Jul 1, 2003
806 Jul 1, 2003
101 Jul 1, 2003 807 Jul 1, 2003
102 Blank Jul 1, 2003 808 Blank Jul 1, 2003

201 Jul 1, 2003 72.63.00 1 Jul 1, 2003


202 Blank Jul 1, 2003 2 Jul 1, 2003

401 Jul 1, 2003 72.63.10 1 Jul 1, 2003


402 Blank Jul 1, 2003 2 Jul 1, 2003
3 Jul 1, 2003
72.61.00 1 Jul 1, 2003 4 Blank Jul 1, 2003
2 Jul 1, 2003
3 Jul 1, 2003 72.63.20 1 Jul 1, 2003
4 Blank Jul 1, 2003 2 Blank Jul 1, 2003

72.60 „REVIEW OF EFFECTIVE PAGES“


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CONTENTS

72.60.00 ACCESSORY GEARBOX


- Description and operation
- Troubleshooting
- Servicing
- Generator turbine speed transmitter - replacement
72.61.00 ACCESSORY GEARBOX ITSELF
- Description and operation
72.62.00 DRIVE OF ACCESSORIES
- Description and operation
- Troubleshooting
- Replacement of shaft packing rings of the starter-generator drive, hydraulic
pump drive, alternator gearbox drive and of the gas generator rotor and
propeller speed transmitters drive
72.63.00 THE ACCESSORY GEARBOX OIL SYSTEM
- Description and operation
72.63.10 OIL TANK
- Description and operation
72.63.20 OIL SYSTEM DE-AERATION
- Description and operation

72.60 „CONTENTS“
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72.60 „CONTENTS“
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ACCESSORY GEARBOX

DESCRIPTION AND OPERATION

The accessory gearbox serves for mounting and driving of engine and airframe accessories.
At the same time, it serves as an integral oil tank of the engine including the pumps and
other accessories of the oil system. It is located at the rear end of the engine behind the
baffle in the air duct at the compressor intake. It is well arranged and provides easy access
to the instruments.

The accessory gearbox is mounted to the compressor intake casing by a circular flange with
stud bolts and nuts.

The accessory gearbox is of an essentially cylindrical shape and its axis coincides with the
extended axis of the engine. The casing is open on its side adjacent to the compressor
casing and closed on the rear side. Thus, the casing in its inner compartment provides space
for the oil tank and driving gears. Inner capacity of the oil tank is increased thanks to the fact
that the lower part of the accessory gearbox is extended to a larger radius. On the rear face
accessories are mounted that are necessary for engine and aircraft operation and need
external drive. These are: the starter-generator, the hydraulic pump, the fuel pump, the fuel
control unit, the generator speed transmitter and an alternator including its gearbox. The
latter drive can be used also for gas generator rotor manual turning.

The drive is derived from the generator shaft and transmitted to the gears in the accessory
gearbox rear part by means of a quill-shaft.

Individual devices are driven permanently by spur gears. The driving shafts are supported by
antifriction bearings.

Mounted on the outer surface of the accessory gearbox are the accessories and devices for
monitoring, control and proper operation of the entire oil installation, i.e. the oil tank filler, oil
level gauge, oil temperature transmitter, pipe union for oil pressure measurement, magnetic
plugs, etc.

Longitudinal section of the accessory gearbox is presented in Fig. 1.

The casing consists of the following assemblies and units:


- the casing itself;
- the gear train;
- the oil system.

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ACCESSORY GEARBOX - LONGITUDINAL SECTION


Fig. 1

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ACCESSORY GEARBOX

TROUBLESHOOTING

When detecting a fault of an engine under warranty, call the manufacturer′s service
department. For elimination of faults at engines after warranty period contact organization
authorized to engine technical services.

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ACCESSORY GEARBOX

SERVICING

Procedures of inspection, replacement of accessories - if any - are described in the pertinent


sections as follows:

- fuel devices ..................... 73

- oil system ..................... 79

- ignition devices ..................... 80

- starter-generator ..................... 80

- manual turning ..................... 72

- alternator (airframe accessory) ..................... „Airplane Maintenance Manual“

As an exception, procedure for replacement of the generator turbine speed transmitter is


described in the following page.

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72.60.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401

Name of work Manpower required


(Manhours)
Generator turbine speed transmitter - replacement
0.50

Working procedures and technical requirements Further work Check

Replace the generator turbine speed transmitter in the same way See
as the propeller speed transmitter - see section 72.10.00, pages page 101
401 to 403.

For mounting the generator turbine speed transmitter fastening


nuts use special spanner No. M601-9015 or suitable spanner
s=9 mm.

Special spanner M601-9015

Spanner s = 9 mm

Test Equipment Tools and Fixtures Consumable Materials

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72.60.00
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ACCESSORY GEARBOX ITSELF

DESCRIPTION AND OPERATION

The accessory gearbox casing is a casting of cylindrical configuration, with its horizontal axis
coinciding with the engine axis and its lower part extended. Along the periphery of its open
face, the casing is fastened by means of stud bolts and nuts to the compressor intake casing.
On the other face, there are the pads and drives for engine and airframe accessories.

The casing of the accessory gearbox forms in its inner compartment an oil tank. Only in the
rear part of the casing, separated by a circular cover, there is a housing for accessory drive
and gears.

The oil tank is located in the lower enlarged part of the casing and under the compartment of
the driving gears. The cover is fastened by means of screws on the lugs that are located on
the inner face of the casing in between the gear wheels.

The accessory gearbox casing is a magnesium alloy casting as well as the inner cover. With
exception of machined surfaces, the outer surface of the casing is painted with baking
enamel.

On the outer face of the accessory gearbox casing there are the pads with accessory drives
and a pad for alternator gearbox. The casing houses also the oil temperature transmitter,
elements for the adjustment of air pressure in the oil tank as well as an electromagnetic
signaller of metal chips in the oil drained from the accessory gearbox.

Along the periphery outside the accessory gearbox casing, on the left-hand side when
viewed in the direction of flight, there is a sump with a cap for filling the oil tank, the oil level
dipstick and the cover of the main oil filter.

Above the sump, there is a pad for mounting the minimum oil pressure transmitter and pad
for the engine oil system de-aeration. Above the engine centreline there is a lug for the rear
lifting eye and a vibration transmitter.

On the left-hand side, under the sump, there is an engine name plate (see subsection
72.02.00, Fig. 3).

On the upper right-hand side, there are lugs for fixing of kinematic linkage of engine control.

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On the lower part of periphery outside, there are lugs for mounting a bracket with the ignition
set, a pipe union with a strainer in the oil manifold to the feathering pump, a magnetic plug of
the oil tank, a strainer in the return part of the oil system from the generator turbine bearing
to the scavenge pump, and a pad for the minimum oil level signaller. The layout of
accessories and the location of the above devices on the accessory gearbox are shown in
Fig. 1.

On the outer surface of the casing, there are two levelling points in the horizontal axis and
one levelling point in the engine vertical axis in the bottom for proper positioning of the
engine in the engine nacelle. The levelling points are marked red.

Inside the accessory gearbox, on the inner side of the cover that separates the oil tank from
the gearing compartment, oil pumps and bodies of the de-aerating devices of the oil system
are mounted.

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Legend:

1 - Starter-generator 14 - Engine controls


2 - Hydraulic pump 16 - Strainer of return oil from GT
3 - Fuel pump 17 - Electromagnetic chip signaller
4 - Fuel control unit 18 - Strainer at the feathering pump inlet screw
union
5 - Speed transmitter 19 - Pipe union for the oil pressure transmitter
6 - Alternator gearbox 20 - Oil feeding union from the engine to the cooler
7 - Oil temperature transmitter 21 - Oil return union from the cooler to the engine
9 - Oil filter cover 22 - Screw of adjustment of air pressure in the
accessory gearbox
10 - Ignition set 23 - Air pressure tap at the accessory gearbox
(for ground testing only)
11 - Lifting eye 24 - Magnetic plug in the oil tank
(valve for oil draining from the tank)
12 - Engine name plate 25 - Minimum oil level transmitter
13 - Minimum oil pressure transmitter 26 - Blinding plug

LAYOUT OF ACCESSORIES ON THE ACCESSORY GEARBOX


Fig. 1

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DRIVES OF ACCESSORIES

DESCRIPTION AND OPERATIONS

Accessories necessary for engine running and monitoring are located on the rear face of the
accessory gearbox. The centre lines of all these devices are parallel to the engine axis.

The drive of accessories is derived from the generator rotor. The gearings located in the rear
compartment of the accessory gearbox are driven by a quill-shaft. This shaft passes through
a channel connecting the compressor intake duct to the gearing compartment. The
connecting channel passes through the centre of the oil tank. The gears are completely of
spur gearing type. Schematic diagram of the gear train is presented in Fig. 1.

Drives are provided for the following accessories:


- starter-generator
- hydraulic pump
- fuel pump
- fuel control unit
- generator speed transmitter
- alternator - including its gearbox

In the oil tank, on the inner side of the gearing, there is a scavenge oil pump, fitted to the
drive of the generator speed transmitter. On the drive of the alternator gearbox, there is
located the pressure pump of the engine oil system. After having removed a cover from the
alternator fastening pad, the drive can be used for manual turning by the generator rotor by
means of a turning ratchet.

The gearing housing itself is located inside the accessory gearbox casing. It is separated
from the oil tank from the inner side by a circular cover sealed along its periphery by a rubber
„O“ ring. The cover is mounted on the inner side of the accessory gearbox casing to the
several lugs located in the spaces between the gears. Due to this arrangement, the cover is
also set in the prescribed position with respect to the accessory gearbox casing.

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Tooth faces are all casehardened; mostly they are ground. The gears driving the starter
generator are made of two pieces. Other gears and double-gears are made of one piece.

All gears are supported in antifriction bearings of standard dimensions. Between the bearings
and the accessory gearbox casing or the cover the bushes are secured against turning.

Rotating shafts of the drives are sealed by shaft packing rings made of fluoro-carbon rubber.
Flanges and bushes are packed by rubber „O“ rings of fluoro-carbon rubber, flat packing or a
special sealing paste, if need be.

Gear wheels as well as bearings are mostly lubricated by oil mist. Pressure oil is fed through
nozzles only to the bearings and to engaging teeth of the high-speed pinion and the driving
gear of the starter-generator as well as to the shaft packing rings on the shafts of the starter-
generator drive, hydraulic pump drive and the alternator gearbox drive.

The driving shafts are fitted with bearing surfaces for torque transmission (slots, squares).
They are made of heat treated steels. In addition, the splining on the starter-generator drive
is case-hardened to achieve longer service life.

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Legend:

1 − Drive from the gas generator shaft


2, 3 I − Starter-generator drive
4, 5 II − Hydraulic pump drive
6, 7 III − Fuel pump drive
8 IV − Fuel control unit drive
9 − Idle gear
10 V − Drive of the speed transmitter
11 VI − Drive of the alternator gearbox
12 − Scavenge oil pump
13 − Pressure oil pump
14 − Driving quill-shaft
15, 16 − Alternator drive

SCHEMATIC DIAGRAM OF THE GEAR TRAIN


Fig. 1

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DRIVES OF ACCESSORIES

TROUBLESHOOTING

Con. Established defect Probable reason Remedy


No.
Oil drops from a drive Shaft packing ring faulty. Replace the shaft packing
flange at a shaft packing ring according to
ring after one-hour technological instruction
operation. 72.62.00,
pages 801 to 807.
NOTE:
If surrounding surfaces
seem only to be greasy,
the shaft packing ring is not
considered faulty.

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72.62.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
801 to 807

Name of work Manpower required


(Manhours)
Replacement of shaft packing rings
of the starter-generator drive, hydraulic pump drive,
alternator gearbox drive and of the gas generator rotor
and propeller speed transmitters drive

Working procedures and technical requirements Further work Check

1. Mounting the shaft packing rings - General.

1.1 Prior to their mounting, all packing rings should be visually


checked, with particular attention to:

a) quality of the sealing edge

b) tightening of the spring joint and seating of the spring in the


slot

c) possible damage due to handling or storing

d) outside diameter - dimension and quality

e) warranty validity

M601-9028.7 Remover Lock washers 5.2 LMN 3290

M601-9023.7, M601-9024.7 Drivers Lock washers 6.2 LMN 3290

M601-9025.7, -9026.7 and -9027.7 Mandrels Packing M601-5122.7

At engines manufactured after July 1, 1990: Lapping paper


M601-9030.6 Driver and M601-9029.6 Mandrel
Acetone
Beginning from September 1, 1997 the
Plastic grease Ciatim 221
individual mounting aids are replaced by new
(AeroShell Grease 15, 15A)
assembly Dwg. No. M601-509.5 for shaft
packing rings installation, that involves the Caulking compound Hylomar
mounting aids Dwg. No. M601-5010.5, -5011.5,
-5012.5, -5013.5, -5015.5, -5016.5, -5017.5 for
dia 12, 14, 20 and 22 mm.

With the exception of M601-9028.7, these aids


are delivered only on a special order in the
board tool set from January 1, 1991.

Test Equipment Tools and Fixtures Consumable Materials

72.62.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
801 to 807

Name of work Manpower required


(Manhours)
Replacement of shaft packing rings
of the starter-generator drive, hydraulic pump drive,
alternator gearbox drive and of the gas generator rotor
and propeller speed transmitters drive

Working procedures and technical requirements Further work Check

1.2 Prior to mounting, it is necessary to check up the dimensions of


the hole into that the packing is to be mounted. The hole should
have chamfered edge with a radius to prevent rubber on the
packing periphery to be cut.
1.3 Prior to mounting, the shaft packing rings should be soaked in oil
approved for engine operation for at least 24 hours.
1.4 The shaft packing ring should be forced into the bush or casing
evenly along its periphery in order to avoid crossing and
damaging. When mounting the shaft into the packing ring in the
direction from the outer face of the packing ring the chamfered
edge on the shaft is sufficient. When mounting it from the opposite
side, it is necessary to use an auxiliary pin by means of that the
inner diameter of the packing ring (sealing edge) is extended up
to the shaft diameter. The shaft packing ring is then slid from the
auxiliary pin on the shaft. The bush, the auxiliary pin as well as the
shaft should be coated in the course of mounting with a thin layer
of plastic grease Ciatim 221 (AeroShell Grease 15, 15A). After the
mounting of packing rings has been completed, the entire
accessible surface of the shaft around the packing ring should be
coated with the same thin layer of plastic grease from the
accessible side. Take care that grease gets into the place of
contact of the packing ring with the shaft. In the case of the
double-edge packing, the space in between the edges should be
also filled up.
CAUTION: IF WASHING THE CASING WITH PETROL,
PETROL MUST NOT GET CLOSE TO THE
PACKING RING.
1.5 The dirty driving shaft must be cleaned with a lapping paper. All
sticking impurities must be removed. The movement of the
lapping paper on the shaft can be in the direction of shaft rotation
only - never move the paper on the shaft in the longitudinal
direction. After cleaning with the lapping paper the shaft is to be
cleaned with acetone. When the shaft is fully dry coat it with a thin
layer of plastic grease CIATIM 221 (AeroShell Grease 15,15A).

72.62.00
Page 802
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
801 to 807

Name of work Manpower required


(Manhours)
Replacement of shaft packing rings
of the starter-generator drive, hydraulic pump drive,
alternator gearbox drive and of the gas generator rotor
and propeller speed transmitters drive

Working procedures and technical requirements Further work Check

2. Replacement of the packing ring of the starter-generator


drive

2.1 Remove the starter-generator in accordance with


technological instruction 80.11.00, page 401.

2.2 Unlock 4 lock washers on the packing ring bush bolts.


Remove bolts and using two force-off bolts pull out the
packing ring bush as well as packing ring from accessory
gearbox.

2.3 Drive out the packing ring from the bush (do not damage the
bush) through holes at a face of the bush. Use the M601-
9028.7 hook, if need be.

2.4 According to the procedure 1.1 to 1.5, force on a new


packing ring into clean bush (wash with acetone possible
remainders of the old Hylomar caulking compound, wash
contact surfaces of the bush at the accessory gearbox).
Clean the drive shaft with lapping paper and acetone, coat
the dried shaft with plastic grease Ciatim 221 (AeroShell
Grease 15, 15A).

2.5 Coat contact surfaces of the bush at the accessory gearbox,


the contact surface of the bush as well as a new M601-
5122.7 packing ring with the Hylomar caulking compound.
Slide the auxiliary pin on the drive shaft and beforehand
prepared bush with packing ring mount back to the
accessory gearbox. Remove auxiliary pin.

72.62.00
Page 803
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MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
801 to 807

Name of work Manpower required


(Manhours)
Replacement of shaft packing rings
of the starter-generator drive, hydraulic pump drive,
alternator gearbox drive and of the gas generator rotor
and propeller speed transmitters drive

Working procedures and technical requirements Further work Check

2.6 Mount the starter generator according to technological


instruction 80.11.00, page 403.

NOTE: An enlarged G 22/40/7 – FKM (dia 22 mm) instead of


former G 20/38/7 – FKM (dia 20 mm) shaft packing ring
is used at the starter-generator drive from July 1, 1990.
New aids for dia 22 mm are used for the replacement of
this shaft packing ring. Ref. page 801: Tools and
Fixtures.

72.62.00
Page 804
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WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
801 to 807

Name of work Manpower required


(Manhours)
Replacement of shaft packing rings
of the starter-generator drive, hydraulic pump drive,
alternator gearbox drive and of the gas generator rotor
and propeller speed transmitters drive

Working procedures and technical requirements Further work Check

3. Replacement of the shaft packing ring of the hydraulic pump


drive

3.1 Using a socket wrench, loosen the connecting sleeve of the


hydraulic pump and remove the hydraulic pump.

3.2 Using the M601-9028.7 fixture, force off the packing ring.
Clean the drive shaft with lapping paper and acetone. Clean
also the bush from possible remainders of the old packing.

3.3 In order to improve the access to the shaft it is possible to


remove the spacer for hydraulic pump fastening when 4
bolts are removed.

3.4 Mount the packing ring according to procedure presented in


para 1.1 to 1.5, using presented aids.

3.5 Mount the spacer, tighten the bolts and lock it. Mount the
hydraulic pump and tighten the tightening sleeve.

72.62.00
Page 805
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WALTER a.s.
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MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
801 to 807

Name of work Manpower required


(Manhours)
Replacement of shaft packing rings
of the starter-generator drive, hydraulic pump drive,
alternator gearbox drive and of the gas generator rotor
and propeller speed transmitters drive

Working procedures and technical requirements Further work Check

4. Replacement of the shaft packing ring of the alternator


gearbox drive

4.1 Using a socket wrench, loosen the connecting sleeve of the


alternator. Remove the alternator.

4.2 Unlock 4 nuts M5 and remove the M601-5015.6 bush of the


shaft packing ring by means of force-off bolts.

4.3 Remove shaft packing ring from the bush and mount a new
one according to the procedure 1.1 to 1.5 (page 801, 802).

4.4 Check packing ring LN-5359, mount the bush of the shaft
packing ring back to the box using auxiliary pin. Tighten the
bush of the shaft packing ring and lock 4 nuts.

4.5 Mount alternator, tighten the connecting sleeve of the


alternator.

72.62.00
Page 806
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
801 to 807

Name of work Manpower required


(Manhours)
Replacement of shaft packing rings
of the starter-generator drive, hydraulic pump drive,
alternator gearbox drive and of the gas generator rotor
and propeller speed transmitters drive

Working procedures and technical requirements Further work Check

5. Replacement of the shaft packing rings of the speed


transmitters drive (located on the accessory gearbox and
the reduction gearbox)

5.1 Dismantle the speed transmitter in accordance with


technological instruction 72.10.00, page 401, 402.

5.2 Force off the packing ring using aid M601-9028.7. Clean the
drive shaft with lapping paper and acetone. The bush
should also be cleaned from possible remainders of the old
packing ring.

5.3 Mount the packing ring according to the procedure 1.1 to


1.5 using presented aids.

5.4 Mount the speed transmitter according to technological


instruction 72.10.00, page 402, 403.

72.62.00
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Jul 1, 2003
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72.62.00
Page 808
Jul 1, 2003
WALTER a.s.
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MANUAL PART No. 0982055

THE ACCESSORY GEARBOX OIL SYSTEM


DESCRIPTION AND OPERATION

The inner space of the accessory gearbox casing is divided into two independent
compartments.

Between the wall of the compressor casing and the cover of the accessory gearbox, there is
the compartment of the oil tank that represents a larger part of the inner space. The
arrangement is obvious from Fig. 1 in section 72.63.10.

The gears compartment is located between the outer wall of the accessory gearbox (item 8)
and the accessory gearbox (item 9). This compartment is connected, by means of a
connecting channel, to the compartment of the compressor shaft bearing that is located in
the centre of the intake casing wall. The compressor shaft bearing as well as the bearings of
the accessory gearbox casing are lubricated by means of nozzles. The compressor shaft
bearing is lubricated by two nozzles that feed lubricating oil directly into the ball bearing
cage. The gearing, i.e. gear wheels and bearings, is lubricated mostly by oil mist that results
from oil sprinkled by a nozzle into the gear mesh between the driving shaft of the generator
rotor and the driving shaft of the starter generator. Oil is supplied to the above nozzles via a
common protective strainer. The bearings of the central drive are lubricated by means of a
separate nozzle. The shaft packing of the drives of the starter generator and the hydraulic
pump are cooled by pressure oil fed by special nozzles.

Return oil runs down to a common sump in the casing of the accessory gearbox. To ensure
oil draining by gravity from the compressor shaft bearing under all permitted banks of the
engine, both shaft bearing compartments are connected, apart from the connecting channel,
also by means of a drain pipe leading to the lower part of the casing of the accessory
gearbox. From this compartment, common scavenging by one stage of the scavenge pump
is ensured.

The bearing and the gears of the alternator gearbox are lubricated by oil splashing. Oil is fed
by a nozzle to the cover of the case. Oil cools down the shaft packing ring of the alternator
drive and flows through a system of channels to the bearings and gears. From the gear
wheels compartment, oil returns through the bushing to the gearing part of the accessory
gearbox.

Oil circulation within the entire oil system is ensured by pumps located in the inner
compartment of the oil tank and mounted on the cover of the accessory gearbox casing.
Pumps are driven by driving shafts from the gearbox.

72.63.00
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The pressure oil pump is designed as a single-stage gear-wheel pump with rigid faces. Pins
of the gear wheels rotate. They are integral with the gear wheels. The pins are lubricated by
pressure oil through channels in the housing. Fastened by screws on the suction side of the
pump is a short suction pipe fitted with a rough protective strainer that prevents from
penetration of larger-sized foreign objects into the pump. The pump outlet is designed so that
the pump housing forms a sleeve and the oil filter jacket with a pressure reducing and by-
pass valves are closely plugged into the sleeve.

The scavenge pumps are designed similarly but three independent stages are housed in a
single housing with a single drive. The driving pin forms a part of the gear wheel, driven
wheels rotate on a fixed pin. Suction is independent for each of three stages while the outlet
is common.

The pumps ensure scavenging of the oil compartments of the reduction gearbox, of the
generator turbine bearing and the accessory gearbox. The common outlet is led through the
rear wall of the accessory gearbox to the cooler. The scavenge pump is lubricated by
pressure oil that is fed to the fixed pin through a pipe from the pressure oil supply of the
engine. All three stages are protected by strainers accessible from the engine outer side (see
section 79).

After passing through the cooler; the return oil is fed by a pipe to the oil tank. There is a loop
on the pipe that becomes partially filled with air when the engine is at rest, and prevents oil
from flowing out of the tank towards the cooler even if the cooler is disconnected from the
engine. The inner compartment of the oil tank houses also other elements of the oil tank
installation, e.g. the oil filter jacket with a by-pass valve and a pressure reducing valve of
pressure oil and connecting pipes.

The oil filter jacket is located in the upper part of the accessory gearbox. The filtering
cartridge is being inserted into the cover from the outer side of the engine (see section 79).

Inside the jacket, there is a valve body with two valves:

- Oil pressure reducing valve is located in front of the filter. It controls maximum pressure in
the oil system by by-passing of excessive oil from the pressure branch back to the oil tank
(see section 79).

- Oil filter by-pass valve that allows by-passing the main filter element, when it becomes
clogged, directly to the engine oil system in order to ensure inevitable cooling and
lubrication of the engine.
There is no need to adjust both valves during the operation.

72.63.00
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OIL TANK

DESCRIPTION AND OPERATION

The oil tank is located in the rear part of the engine, in the inner compartment of the
accessory gearbox. The outer circumference and the face of the tank are formed by the
casting of the accessory gearbox casing and by the inner cover. The other face of the oil tank
is formed by the wall of the compressor intake duct. In the middle of the oil tank, there is a
cylindrical compartment, through that passes the input shaft to the accessories driving gear
train.

The tightness of the oil tank with respect to the gear compartment and to the ambient
atmosphere is ensured by rubber „O“ rings and flat packing. Sealing varnish or sealing paste
Hylomar is used for additional sealing of some joints and preventing from electrochemical
corrosion.

Total capacity of the oil tank is some 12 litres. For normal operation of the engine, the oil tank
contains 5.5 to 7 litres of oil. The oil charge in the tank is being checked by means of a
dipstick located, together with the filling orifice and the oil filter cover, in a sump in the upper
left-hand part of the circumference of the accessory gearbox. The prescribed oil quantity is
marked on the oil dipstick.

When filled up, oil installation contains some 11 litres of oil. During normal operation of the
engine, oil is partially dispersed in the engine, i.e. in the cooler, main oil filter, propeller
control unit, propeller itself, pipes and in all engine compartments that are oil lubricated.

The orifice used for filling oil in the oil tank is fitted with a fixed strainer that is to prevent
penetration of larger-sized impurities into the oil tank. For closing of this orifice, an
independent cap with rubber packing is provided. The cap is connected to the sump edge by
a chain on that it hangs during oil tank filling.

A magnetic plug in the oil tank bottom checks the presence of magnetic chips in the oil that
can deposit on it during operation. When the magnetic plug is screwed off, i.e. in the course
of its inspection, the hole is automatically closed by a sealing valve, preventing thus from oil
escape out of the tank.

Oil drainage from the tank is performed by means of screwing on a special drainage adapter
instead of the magnetic plug (ref. 75.50.00).

72.63.10
Page 1
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During engine running, oil is sucked from the oil tank by a pressure pump that is located
directly in the oil tank on the cover between the tank and the accessory gearbox. The suction
pipe of the pump is located at a certain height above the bottom so that in the case of
accidental oil escape, a non-exhaustible quantity of some 2 litres of oil will remain in the tank.
This quantity is sufficient for safe propeller feathering by an electric feathering pump of the
propeller unit. Inlet orifice of the feathering pump is situated above the tank bottom. Oil
enters the feathering pump through a strainer located in the lower part of the accessory
gearbox. Thus the sludge deposited on the tank bottom is prevented from entering the pump.
The calming of oil turbulence is ensured by a system of partitions in the lower part of the oil
tank.

Scavenge oil is returned to the oil tank from the cooler through a pipe union from that oil
mixed with air is brought below the oil level in the tank.

Excess air released from the return oil is directed via pressure control valve into the gearing
compartment. From there, it is directed, together with the air brought into the gearbox from
the labyrinth seal of the compressor bearing via a centrifugal deaerator in the generator
drive, to the atmosphere.

72.63.10
Page 2
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Legend:
1 - Filler orifice 9 - Accessory gearbox cover
2 - Oil dipstick 10 - Compressor intake casing
3 – De-aerator body 11 - Connecting channel
4 - Magnetic plug 12 - Strainer of the generator turbine bearing
5 - Pressure oil pump 13 – De-aerator pad
6 - Scavenge oil pump 14 - Compressor bearing
7 - Return manifold 15 - Minimum oil quantity transmitter
8 - Accessory gearbox

I. Maximum working oil level in the tank


II. Minimum working oil level in the tank
III. Non-exhaustible quantity of oil in the tank

Fig. 1

72.63.10
Page 3
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72.63.10
Page 4
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MANUAL PART No. 0982055

OIL SYSTEM DE-AERATION

DESCRIPTION AND OPERATION

De-aeration of the engine oil system is carried out centrally from the gearing compartment of
the accessory gearbox.

The compartment of the generator turbine bearing and the common oil compartment of the
reduction gearbox and the power turbine rotor are not de-aerated. Working pressures in both
these compartments are close to atmospheric pressure; excess air and oil vapours are
exhausted by the scavenge oil pumps simultaneously with oil suction.

Air is fed into the oil tank together with oil returned from various oil compartments. This air is
directed to the gearing compartment through a control valve located on the cover of the gear
casing. At a new engine, such an over-pressure is adjusted by means of this valve in the oil
tank, depending on the pump performance so that oil leakage into the compressor will be
prevented.

Air is brought into the gearing compartment; on the one hand, through the above valve and,
on the other hand, from the compressor bearing compartment where it penetrates via the
labyrinth seal.

The de-aerator is located in the gearing compartment and forms a part of the starter-
generator drive shaft. Oil is separated from air in the separator due to centrifugal force during
the passage of the air mixture with oil particles through the gap in the dual toothed wheel.

After air is cleaned in the de-aerator, it is directed through the upper part of the
circumference of the accessory gearbox to the engine surface and, from there, through an
airframe installation pipe below the engine, beyond the engine nacelle.

72.63.20
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72.63.20
Page 2
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72.90

EXHAUST SYSTEM
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.

DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

72.90 „RECORD OF REVISIONS“


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DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

72.90 „RECORD OF REVISIONS“


Page 2
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REVIEW OF EFFECTIVE PAGES

Section - Section -
subsection Page Date subsection Page Date
point point

72.90 „Record of
Revisions“ 1 Jul 1, 2003
2 Jul 1, 2003

72.90 „Review of
Effective Pages“ 1 Jul 1, 2003
2 Blank Jul 1, 2003

72.90 „Contents“ 1 Jul 1, 2003


2 Blank Jul 1, 2003

72.90.00 1 Jul 1, 2003


2 Jul 1, 2003

72.91.00 1 Jul 1, 2003


2 Jul 1, 2003

72.92.00 1 Jul 1, 2003


2 Jul 1, 2003

72.93.00 1 Jul 1, 2003


2 Jul 1, 2003

72.90 „REVIEW OF EFFECTIVE PAGES“


Page 1
Jul 1, 2003
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72.90 „REVIEW OF EFFECTIVE PAGES“


Page 2
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CONTENTS

72.90.00 EXHAUST SYSTEM


- Description and operation
72.91.00 OUTLET DUCT
- Description and operation
72.92.00 OUTLET CHANNEL LINER INCLUDING THE CONTAINMENT RING
- Description and operation
72.93.00 POWER TURBINE ROTOR SUPPORT ASSEMBLY
- Description and operation

72.90 „CONTENTS“
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72.90 „CONTENTS“
Page 2
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EXHAUST SYSTEM

DESCRIPTION AND OPERATION

From the given layout follows, the engine outlet channel assembly forms a connecting and
supporting link between the generator and reduction gearbox, through that combustion
products are directed from the power turbine to the atmosphere. The inner compartment of
the outlet channel is used, at the same time, for supporting the rotor of the power turbine.

The exhaust system consists of the following main subassemblies:


- outlet duct
- outlet channel liner with a containment ring
- power turbine rotor support assembly.

The outlet channel extends into removable exhaust bends that description is to be found in
section 78.

The outlet duct and the support of the power turbine rotor are located in the outlet channel
liner that forms the actual supporting and connecting part of the reduction gearbox with the
centrifugal compressor casing. At the same time, the liner forms outer surface of the entire
outlet assembly of the engine.

Combustion products flow from the power turbine through the outlet duct and exhaust bends
to the atmosphere. To prevent from engine overheating in the nacelle, the outlet channel
liner is heat-shielded from the outlet duct by an air layer that maintains the casing
temperature within acceptable limits.

The oil compartment of the support of the power turbine rotor is also heat-shielded from the
heat radiating from the outlet duct by an air-insulating gap and by an insulation shield.

Longitudinal section of the engine outlet channel is presented in Fig. 1 and Fig. 2.

72.90.00
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ENGINE OUTLET CHANNEL - LONGITUDINAL SECTION


WALTER M601E
Fig. 1

72.90.00
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OUTLET DUCT

DESCRIPTION AND OPERATION

The outlet duct directs combustion products from the power turbine outlet through the
exhaust bends to the atmosphere. Hot combustion products flow from the power turbine via
the outlet duct entry part that forms a diffuser in a plenum chamber and then from the side
throats - through two exhaust bends - in atmosphere. The throats are welded to the basic
rotational body approximately horizontally. On the turbine side, the outlet duct features a
massive flange that serves as the inner containment ring. The inner cylindrical surface of the
flange serves as a sealing contact surface for the piston rings that are located on the flange
of the power turbine nozzle guide vane ring. Leakage of combustion products into inner
compartment of the outlet channel liner is so prevented. Welded on the inner cylindrical
surface of the outlet duct on the turbine side, the inner flange forms a labyrinth seal that also
prevents combustion products from entering the compartment of the outlet channel liner.

The outlet duct is telescopically supported on the ends of its lateral outlet throats by means
of inserts fitted to the outlet channel liner. Telescopic supports of the throats and sufficient
room around the outlet duct provide for the possibility of thermal expansion in all directions.

The outlet duct is welded of stainless steel.

NOTE: The WALTER M601E-21 and the WALTER M601E engines manufactured after
January 1, 1998 are equipped with a new model of the outlet duct with low pressure
loss. This new model of the outlet duct is presented in Fig. 2.

72.91.00
Page 1
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ENGINE OUTLET CHANNEL - LONGITUDAL SECTION


WALTER M601E-21
WALTER M601E manufactured after January 1, 1998
Fig. 2

72.91.00
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OUTLET CHANNEL LINER INCLUDING


THE CONTAINMENT RING

DESCRIPTION AND OPERATION

The outlet channel liner is a structural element of the engine and a connecting link between
the reduction gearbox and the generator part of the engine.

It consists of a metal-sheet cylinder that turns into a truncated cone towards the reduction
gearbox - and of a front and rear flanges.

The liner has two throats ended with flanges and protruding from the basic rotational shape
on both sides approximately in horizontal plane. The outlet channel liner is divided in
longitudinal plane to allow for mounting the rotationally non-symmetrical outlet duct into the
liner. The longitudinal parting plane is approximately vertical. The two halves of the outlet
channel liner are fastened together by means of welded-on longitudinal strips, bolts and self-
locking nuts. On the cylindrical part of the casing there are pads for pipe unions of oil supply
and drainage from the compartment of the generator turbine bearing, cooling air supply to
the turbine compartment, mounting of thermocouples for interturbine temperature
measurement, drainage from the inner compartments of the outlet system, mounting of the
engine actuation bracket and pins for fastening the containment ring.

The front circular flange and centering shoulder of the outlet channel assembly is fastened by
means of bolts and nuts to the power turbine rotor housing and to the reduction gearbox
casing. The rear circular flange of the outlet channel liner, together with the flange of the
power turbine nozzle guide vane ring, is fastened to the flange of the centrifugal compressor
casing.

The casing is welded of stainless steel.

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Containment ring

The containment ring is a device that prevents escape of debris of the power turbine rotor
blades beyond the engine compartment and, thus beyond the engine nacelle in the case of
power turbine blades failure. Welded-on along the periphery of the containment ring there
are 6 sleeves for mounting pins.

The containment ring is mounted in the inner compartment of the outlet channel liner above
the power turbine rotor.

Fastening to the outlet channel liner is ensured by means of six pins that are telescopically
plugged into the containment ring sleeves. Fastening of the pins is ensured by flanges
welded on the outlet channel liner. The pins are fastened to the flanges by bolts. The pins
can be shifted on the bearing surface of the welded-on flanges to facilitate their mounting.

The containment ring as a whole is made of stainless steel. The pins are made of high-
strength, stainless steel and these surfaces that come into contact with the sleeves of the
containment ring are nitridized.

Inserts

The exhaust bends are mounted on the flanges of the lateral throats of the outlet channel
liner by means of bolts and nuts. Inserted between the exhaust bend flanges and the throats
of the outlet channel liner are inserts that telescopically fix the outlet duct with the outlet
channel liner. The inserts contain a rectangular flange with a rectangular frame welded-on
perpendicularly. The fixed position of the inserts and, thus, of the outlet duct, with respect to
the outlet channel liner is ensured by two semi-spherical bosses on the flange of each insert.
The bosses fit into the holes in the flanges of the outlet channel liner throats. By position of
the bosses on the inserts and, consequently, by position of the holes on the outlet channel
liner mistaking of both inserts on the engine is prevented.

The inserts are made of stainless steel.

72.92.00
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POWER TURBINE ROTOR SUPPORT ASSEMBLY

DESCRIPTION AND OPERATION

The power turbine rotor is supported in a cone-shaped supporting casing that transmits
forces from the rotor bearings to the joint of the reduction gearbox with outlet channel liner.

Inner compartment of the supporting casing forms a part of the reduction gearbox oil
compartment. The supporting casing of the power turbine rotor is configured as a truncated
cone that turns, in its lower part, into a cylinder. Circular flanges are welded on both ends of
the casing. Inside, metal sheet conical partitions are welded on the jacket that forms a
sufficiently rigid casing system. In this part, the casing is provided by flanges for the power
turbine bearing housing. Also welded on the jacket of the casing in its inner compartment
there are the grips for clamping the oil supply pipe. This is branched towards the two
bearings of the power turbine rotor. Another pipe serves for scavenging oil accumulated
during the climbing flight from the compartment between the roller bearing and the labyrinth
seal. Another pipe that supplies air for choking the labyrinth seals is permanently clamped by
a clip to the jacket of the casing in its inner compartment. To prevent oil leakage on the side
of the power turbine, inner compartment of the casing is sealed by labyrinth seals that are
choked by the air supplied by the above pipe. The air supplied chokes also the seal in the
direction to the turbine and improves cooling of the power turbine disk. On the extending side
of the conical jacket, the supporting casing is clamped and centered, together with the casing
of the reduction gearbox to the outlet channel liner.

The power turbine bearing housing including the labyrinth seal body is clamped and centered
on the narrow end of the conical jacket.

The power turbine bearing housing is welded of stainless steel.

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Insulation shield

Protection of the inner oil compartment of the power turbine rotor bearing housing from the
heat radiation from outlet duct is ensured by an air insulation gap and by an insulation shield.

The insulation shield is of a conical shape turning into a cylinder. The outer jacket is made of
stainless steel foil and has an irregularly undulated configuration. The inner jacket is made of
stainless steel sheet. It serves as a supporting part of the insulation shield. A basalt fibre and
a glassy microfibre blanket are inserted between the two jackets to increase heat-insulating
effect. The insulation shield is slid on and frontally supported by a grip of the outlet channel.
On the other end, the insulation shield - after adjusting the necessary axial clearance - bears
on the heads of bolts that are pressed into the flange of the outlet casing.

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73

FUEL SYSTEM
WALTER a.s.
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RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.

DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

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DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE

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CONTENTS

73.00.00 FUEL SYSTEM


- General

73.10.00 FUEL SUPPLY SYSTEM


- Description and operation
- Troubleshooting
- Servicing procedures

73.11.00 FUEL MANIFOLD


- Description and operation
- Troubleshooting
- Fuel system - check on tightness

73.12.00 FUEL DRAINAGE


- Description and operation
- M601-830.7 drain valve - replacement

73.20.00 FUEL CONTROL SYSTEM


- General
- Function
- Function of individual circuits of the fuel control system

73.21.00 FUEL CONTROL UNIT


- General
- Description
- Troubleshooting
- Servicing technology
- FCU de-preservation
- De-aeration of the LUN 6590.05-8 fuel control unit
- LUN 6590.05-8 fuel control unit - replacement
- Permitted adjustment of FCU fitted on the engine which can be performed by
trained - in personnel of the user
- Adjustment of engine starting
- Adjustment initial phase of engine starting
- Adjustment of the ground idling speed
- Adjustment of the speed controlled by speed governor
- Permitted adjustment of the FCU fitted on the engine which can be performed
by personnel of organization appointed to FCU services
- Adjustment in case of slow acceleration up to approximately nG = 90 %
- Adjustment of acceleration in case of in-flight surging in the range of nG = 80 to
100 %
- Adjustment in case of slow acceleration above nG = 88 %
- Adjustment of the generator altitude idling speed
- Check on operation of the elastic stop - control element 47
- Adjustment of the emergency circuit
- Adjustment of engine starting by means of adjustment
of the pressure difference valve on the automatic starting unit

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- Adjustment of the ground idling speed when the possibilities of permissible


adjustment by means of elements 40 and 39 have been exhausted
- Adjustment of the fuel flow rate increase at the start of acceleration
- Adjustment of the acceleration time
- Adjustment of the generator acceleration
- Adjustment of maximum fuel flow
- Procedure in case of acceleration terminated by large overshooting of the
generator speed
- Check and adjustment of maximum generator speed by means of the
technological stop
- Operations which are allowed to be performed on the FCU
- Preservation and storage of the FCU

73.22.00 FUEL PUMP


- General
- Description
- Troubleshooting
- Servicing technology
- De-preservation of the fuel pump
- LUN 6290.04-8 fuel pump - replacement
- Washing and check of the fuel strainer after 300 hours of operation
- Operations permitted to be performed on the fuel pump
- Preservation and storage of the fuel pump
- Measures to be taken during breaks in the fuel pump operation

73.30.00 MONITORING INSTRUMENTS


- Description and operation

73 „CONTENTS“
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FUEL SYSTEM

GENERAL

The engine fuel system ensures fuel supply and distribution to individual units taking part in
the control of engine operation and in the power rating control as well. This is put into effect
by changes in fuel supply to the combustion chamber. The fuel system includes also control
devices that directly control the engine power ratings.

The fuel system consists of:

– the fuel supply system which includes individual assemblies starting with the pipe union
for fuel supply to the engine up to the drainage of unburnt fuel from the engine,

– the fuel control unit itself which directly controls the engine power,

– devices for checking the monitored variables of the fuel system.

Full schematic diagram of the fuel system appears in Fig. 1.

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Legend:
1 - Fuel control unit 10 - Bushing
2 - Fuel pump 11 - Fuel manifold
3 - Fuel manifold 12 - Transfer tube
4 - Preservation pipe union 13 - Drain valve
5 - Bypass manifold 14 - Transfer tube
6 - Protective shield 15 - Transfer tube
7 - Torch igniter 16 - Fuel inlet
8 - Inner radial transfer tube 17 - Fuel pressure transmitter
9 - Transfer tube 18 - Fuel manifold

FUEL SYSTEM
Fig. 1

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FUEL SUPPLY SYSTEM

DESCRIPTION AND OPERATION

From the airframe installation, fuel is fed via the inlet pipe union to LUN 6290.04-8 fuel
pump that is fastened on the face of the accessory drive box. From the pump outlet it is fed,
through a transfer tube, to LUN 6590.05-8 fuel control unit that is fastened close to the fuel
pump on the accessory drive box. Some fuel from the pump is then directed, via a fuel
metering valve that is integral with the fuel pump, and via an electromagnetic cut-off valve
that is also an integral part of the fuel pump, to a manifold. This manifold passes through
the bushing of the rear air baffle and, then, terminates at the two torch igniters located on
the combustion chamber liner.

The torch igniter serves for the ignition of the mixture of atomised fuel with air in the
combustion chamber when engine starting. For this purpose a mixture of fuel and air is
ignited by a low-voltage sparking plug.

See section 80 for detailed description of the torch igniter.

The required quantity of fuel, as determined by the position of the engine control lever, is
directed from the fuel control unit through a manifold to the inlet adapter of the inner radial
transfer tube that is connected, through another adapter, to the fuel distributor.

The hose of airframe installation transmitter is connected to this engine tube by means of
tee. The manifold is protected in the space above the compressor inlet screen by drainage
protective shield.

The fuel distributor serves for supply of fuel to individual nozzles that feed fuel in the
atomising ring fitted to the generator shaft inside the annular combustion chamber
compartment. Perfectly atomized by the atomising ring fuel is then burned in the
combustion chamber. See section 72.42.00 for detailed description of the fuel supply to the
combustion chamber.

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FUEL SYSTEM

TROUBLESHOOTING

If the trouble occurs whose elimination by the user’s personnel is not allowed, contact the
organization appointed to FCU technical services.

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73.10.00
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FUEL SYSTEM

SERVICING PROCEDURES

Servicing of individual parts of the fuel system is presented in sections related to those
parts.

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73.10.00
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FUEL MANIFOLD

DESCRIPTION AND FUNCTION

Connecting elements between individual units of the engine fuel system are formed as
exclusively seamless thin-walled pipes made of stainless steel. Joints between individual
pipes and other units are mostly formed by means of union nuts, sleeves and conically
expanded pipe ends forced by union nuts onto the outer cone of the opposite pipe union;
other joints are formed by means of flanges, adjustable adapters or cones that are vacuum -
brazed with the pipe.

In order to prevent undesirable vibration of the fuel pipes, holders are provided that fasten
the pipe to the engine surface. The holders are formed from suitably shaped metal sheet
made of stainless steel shaped as a sleeve in that the pipe is seated in rubber packing.

Amongst the parts of fuel manifold special attention is to be paid to the pipe with protective
jacket that feeds fuel from the fuel control unit to the fuel distributor. Its protective jacket
prevents from fuel leakage - if any - into the compressor intake. It consists of the fuel pipe
itself that is made of stainless steel. This pipe bears on one of its ends a union nut for
connection with opposite flow adapter. The outer pipe forms a protective jacket.
Concentricity of the pipe and the jacket is achieved by brazing a number of segments onto
the inner pipe. Each segment has a milled cutting on its outer periphery that ensures free
passage between individual compartments. The space between the jacket and the pipe
becomes thus connected through the above mentioned milled cuttings in the segments, with
the compartment of the threaded joint on one of pipe end. The compartment of the threaded
joint is formed by a sliding bush sealed by rubber „O“ rings on one end.

Longitudinal shift of the bush is required in order to provide access to the union nut during
assembling. When fitted, the bush is secured by a screw.

The protective compartment that surrounds the fuel pipe and its threaded joint is thus
separated from the compressor intake. Should, therefore, the tightness of the fuel pipe or of
its joint fail, leaking fuel fills the protective compartment and flows out through a drain hole
in the outer jacket. It is thus prevented from entry in to the compressor intake.

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73.11.00
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FUEL MANIFOLD

TROUBLESHOOTING
Con.
Trouble Probable cause Remedy
No.

1. Leakage of dismantleable Loose joints Tighten the joints


joints of the fuel system
Faulty packing Replace packing
(see chapter 72.03.00,
pages 301 to 305)

2. Leaky manifold Mechanical damage Replacement of the


manifold
Material fatigue
(see chapter 72.03.00,
pages 301 to 305).

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73.11.00
Page 102
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601 to 603

Name of work Manpower required


(Manhours)
Fuel system - check on tightness
0.25

Working procedures and technical requirements Further work Check

General: Refer to
Page 101
Fuel system check on tightness is to be performed on the cold
engine when the oil temperature is higher than −20 °C.

If the oil temperature is lower than −20 °C, before fuel system
check on tightness the engine must be preheated in compliance
with chapter 72.03.00.

Ensure that all joints are clearly visible during this check. Check
visually each joint shown in the schematic diagram of the fuel
system presented in Fig. 601. When in doubt as to the joint
tightness, clean the spot by a clean cloth and check if any stain
appears on the cloth. If necessary, check tightness with a finger
of your hand. Wash your hands with warm water and soap
immediately.

Electric torch or Clean cloth


portable lamp

Test Equipment Tools and Fixtures Consumable Materials

73.11.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601 to 603

Name of work Manpower required


(Manhours)
Fuel system - check on tightness
0.25

Working procedures and technical requirements Further work Check

1. Check visually tightness of the drain branch joints. Inspect the


drainage of the outlet casing - item (1) on the diagram of the
fuel installation; the flange on the drain valve - item (2), the
flange between the drainage adapter and the drain pipe - item
(3).

2. Check visually tightness of the joints of manifold supplying


fuel to torch igniters - item (4), of the pipe union on the baffle -
item (5) and of the pipe union on the fuel pump - item (6).

3. Check visually tightness of the joints of the fuel supply


manifold between the fuel control unit and the fuel distributor -
items (7) and (8).

4. Check visually tightness of the joints of the drainage system


of the fuel devices - items (13) and (14).

5. Check visually tightness of the joints between the pipes and


the fuel devices - items (9), (10), (11), and (12).

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601 to 603

Name of work Manpower required


(Manhours)
Fuel system - check on tightness
0.25

Working procedures and technical requirements Further work Check

Fig. 601

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73.11.00
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FUEL DRAINAGE

DESCRIPTION AND OPERATION

The fuel drainage system is a sub-system to the fuel system. According to the source, waste
fuel can be divided into three types. There are - fuel from possible leakages in the
compartments of shaft sealings of the drives of fuel control devices; unburnt fuel drainage
after unsuccessful starting; and, fuel from the fuel distributor, fuel supply manifold and inner
compartments of the fuel control unit (connected to the supply manifold of the fuel
distributor). This fuel is drained if the engine is shutdown by the control lever of the fuel shut-
off valve.

In the case of unsuccessful starting, unburnt fuel mostly accumulates in the lowest part of the
combustion chamber jacket; some fuel passes then further through turbines and
accumulates in the lowest part of the outlet channel from where it flows out through a hole in
the outlet channel wall into the outlet casing. Certain amount of unburnt fuel comes into
outlet casing directly via the push fit collar of the outlet channel in the power turbine nozzle
guide vane ring.

From the combustion chamber jacket bottom, the accumulated fuel is brought via the pipe
union directly to the drain valve and, from there, to the common drainage outlet. Fuel
accumulated in the outlet casing is directed via a pipe to the drain valve body where it joints
the fuel from the combustion chamber jacket and flows through the above pipe to the
common drainage outlet.

Drain fuel from the outlet casing is not affected by the function of the drain valve. In the
valve, the fuel only joints the fuel from the combustion chamber jacket.

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The drain valve in the drainage branch from the combustion chamber jacket is closed
automatically by increased air pressure following engine starting. The drain valve consists of
the upper and lower valve body that are held together by means of four bolts. An inlet
adapter is provided on the upper body that is made of stainless steel; by means of this
adapter, the entire valve is fastened to the adapter assembly of the combustion chamber
jacket. Pressed-in in the lower body that is made of light alloy, is a flat seat of heat-treated
stainless steel. A disk valve bears on this valve seat. The disk valve is supported by a helical
spring made of stainless steel. In the „open“ position, the spring forces the valve onto the
lower surface of the upper body. The required through-flow passage between the seat and
the lower edge of the valve is so provided. To improve the guidance of the disk valve made
of stainless steel, a tri-edged shank is formed in the valve axis that is push fitted in the
centering hole of the upper body.

In the initial position - position „open“ - fuel flows through the adapter of the upper cover via
the valve seat to the compartment below the valve and from there, together with the fuel from
the outlet casing, it leaves through a common outlet channel via a transfer tube to the
common drainage sump.

Pressure increase following engine starting, enables drainage of the last remainder of fuel
from the combustion chamber jacket. When 30 % of the gas generator speed is reached,
pressure force in the combustion chamber jacket exceeds the spring force and the valve
closes. When generator speed drops below 30 % during the engine shutdown, the valve
opens again.

The drain valve sectional view is presented in Fig. 1.

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Legend:

1 Upper body I Fuel drainage from the combustion chamber jacket

2 Disk valve II Fuel drainage from the outlet jacket

3 Lower body III Common exit of waste fuel

4 Seat

5 Spring

6 Combustion chamber jacket

DRAIN VALVE
Fig. 1

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 402

Name of work Manpower required


(Manhours)
M601-830.7 drain valve - replacement
1.00

Working procedures and technical requirements Further work Check

1. Removal See
Page 101
1.1 Unlock the hollow bolt of the drainage manifold. Using
spanner s=14 mm, release the bolt and unscrew it.

1.2 Using a caulking chisel or screwdriver, unlock 4 nuts of


the drainage manifold flanges on the drain valve. Using
spanner s=7 mm, loosen and unscrew the nuts.

1.3 Using spanner s=19 mm, loosen and unscrew the drain
valve.

Hammer Binding wire dia 0.63 mm


of stainless steel 17 246.4
Spanners s=7 mm, s=14 mm,
- 0.4 m
s=19 mm
Lock washers
Caulking chisel
4.2 LDN 3290-4 - 4 pcs
Screwdriver

Flat pliers

Pointed side nippers

Test Equipment Tools and Fixtures Consumable Materials

73.12.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 402

Name of work Manpower required


(Manhours)
M601-830.7 drain valve - replacement
1.00

Working procedures and technical requirements Further work Check

2. Installation

2.1 Screw the drain valve including the sealing ring on so that
the axis of the valve inlet flange will be parallel with the
engine axis and the flange with lesser hole will be facing
forwards after tightening.

2.2 Install the drainage manifold with its packing. Using


spanner s=7 mm, tighten 2 nuts on the flange, screw the
hollow bolt into pipe eye and tighten it using spanner s=14
mm.

2.3 Install the drain valve including its packing and tighten
2 nuts on the flange using the spanner s=7 mm.

2.4 Lock all joints.

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FUEL CONTROL SYSTEM

GENERAL

The engine fuel control system ensures, due to its design and functional parameters, the fuel
supply in such a quantity and of quality characteristics that provide for optimum degree of
engine function under the circumstances and conditions of operation that are described in
tactical and technical specifications.

The fuel control system of the engine consists of two independent devices:

- LUN 6290.04-8 fuel pump

- LUN 6590.05-8 fuel control unit.

The pump and the control unit are mutually connected by two manifolds. One of them is used
for supply of fuel required for ensuring the function of the control elements and for attaining
the demanded outlet characteristics of the fuel supply to the engine. The other serves for the
by-pass fuel flow from the control unit back to the pump inlet.

The fuel pump ensures the fuel flow rate to the fuel control unit and the fuel pressure
required for satisfying all required functions of the fuel control system. The fuel control unit
features several control sub-systems (starting circuit; circuit for the metering needle pressure
difference control - depending on the flight altitude; automatic speed governor; acceleration
and deceleration control unit; controls for engine power rating setting; device protecting the
engine from exceeding critical parameters; emergency circuit for the control of fuel supply to
the engine) that enable, in their interaction, matching of characteristics of the fuel pump and
of the fuel control unit so that the desired functional properties of the engine will be attained.

73.20.00
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List of designation

Gp fuel flow rate l/hr


nG generator speed rpm
nGvoln generator idling speed rpm
nGmax generator maximum speed rpm
nČ pump speed rpm
nR speed of the fuel control unit rpm
τ time sec
p2* total pressure at the compressor outlet MPa
p1 aircraft ambient pressure measured in the compartment of baroboxes kPa (torr)
pH aircraft ambient pressure kPa (torr)
pČ fuel pressure at the pump outlet MPa
pČ1 fuel pressure at the main metering needle entry MPa
pČ2 fuel pressure at the automatic starting device needle outlet MPa
pd fuel pressure in the drainage manifold MPa
pk constant fuel pressure MPa
pm fuel pressure under the feedback diaphragm MPa
pr control pressure MPa
ps fuel pressure at the pump inlet MPa
ps1 fuel pressure at the pump inlet at transient ratings MPa
pt fuel pressure at entry to nozzles MPa
pv fuel pressure at the main metering needle outlet MPa
pv1 fuel pressure level held by the pressurizing valve MPa
pz fuel pressure at the torch igniters inlet MPa
px control pressure MPa
tH ambient temperature °C
H flight altitude m (km)
NO emergency circuit
α1 angle of setting of the engine control lever of the fuel control unit °
α2 angle of setting of the lever of the mechanical shut-off and drain valve °

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Basic characteristics of the fuel control unit (FCU)

Designation LUN 6590.05-8

Drive from the engine

Gear ratio - control unit drive / generator speed 0.12237

Sense of rotation when viewed from the side of the drive clockwise

FCU mass max. 14 kg

Required input of the FCU 0.5 kW (informatively)


135
FCU speed at idling (engine control lever position α1 = 0) 2690+ rpm

FCU speed at take-off rating (α1 = 55° - elastic stop) 4487±20 rpm
+135
Maximum speed limited by the speed governor at the reverse 4330 -22 rpm
thrust rating
+20
Overspeed of the FCU at maximum contingency rating in 120 rpm
comparison with adjusted max FCU speed
+5
Fuel flow rate at starting Gp = 41.5 l/hr
+4
Fuel flow rate at idling Gp = 78 -3 l/hr

Fuel flow rate limited by the FCU at p1 = 101.325 kPa, α1 = 55° Gp = 327±5 l/hr
+10
Fuel flow rate limited by the FCU at the reverse thrust rating, Gp = 225 l/hr
α1 = -55°

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Basic characteristics of the fuel pump

Designation LUN 6290.04-8

Drive from the engine

Gear ratio - fuel pump/generator speed 0.11965

Maximum fuel pump speed 4454 rpm

Sense of rotation when viewed from the side of the drive counterclockwise

Fuel pump mass max. 3.0 kg

Required input of the fuel pump 1.5 kW (informatively)

Fuel pump delivery

at nČ = 700+20 rpm

pČ = 0.5+0.05 MPa

pS = 0.07MPa (overpressure) min. 215 l/hr

at nČ = 4500+50 rpm

pČ = 2-0.1 MPa

pS = 0.07MPa (overpressure) min. 1000 l/hr

Constant fuel flow valve delivery for the torch igniters

at nČ = 700+20 rpm

pZ = 0.15 ± 0.01 MPa max. 100 cm3/min

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FUEL CONTROL SYSTEM

FUNCTION

The engine fuel control system provides for:

– The supply of fuel for starting on the ground as well as in flight up to the altitude
H = 4,200 m.

– The control of the steady power ratings that correspond with adjusted gas generator
speed by change in the fuel flow rate within corresponding limits for air speed V = 0 up
to 450 km/h and flight altitudes H = 0 up to 8,500 m.

– Controlled acceleration and deceleration within the range from idle up to the take-off
rating on the ground as well as in flight.

– Supply of fuel to the engine when used the max. contingency rating - after overcoming
elastic stop in the position of the engine control lever α1 = 55°.

– Engine protection by change in fuel flow rate due to the intervention of the integrated
electronic limiter unit in case of exceeding monitored values of engine parameters as
determined by the engine manufacturer (maximum torque on the propeller shaft, inter-
turbine temperature, maximum generator speed, maximum speed of the propeller
shaft and dITT/dt gradient).

– Emergency manual control of fuel supply to the engine by means of the shut-off valve
lever shifting within angles α2 = 25° to 85° with the electromagnetic valve of the
emergency circuit switched on.

– With the lever of the shut-off valve shifted into position „STOP“, reliable and fast
interruption of the fuel supply to the engine with simultaneous fuel drainage from the
fuel distributor; this is also valid for emergency control of fuel supply to the engine.

– Closing of fuel supply to the engine in rest, but when the booster pumps are on; even
in the case when the mechanical shut-off valve is in open position.

– The control of fuel supply to the engine operating at reverse thrust rating and the
protection from exceeding maximum engine speed during the reverse thrust rating in
operation.

– Fuel supply that is required for igniting by the torch igniters at engine starting.

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FUNCTION OF INDIVIDUAL CIRCUITS OF THE FUEL CONTROL SYSTEM


(Ref. the diagram on the page 11 of this chapter.)

Engine equipment:
Fuel control unit: LUN 6590.05-8
Fuel pump: LUN 6290.04-8

Fuel pump

The fuel pump (item 1) delivers sufficient quantity of fuel of required pressure to the fuel
control unit via the fuel filter (item 3) that is integral with the pump. For safety reasons, a
maximum fuel pressure valve (item 2) is incorporated at the pump outlet. In case of
undesirable pressure increase at the pump outlet, the latter valve by-passes fuel to the pump
inlet. The pump includes also a pressure reducing valve (item 48) that ensures the supply of
fuel to the torch igniters during the initial phase of the starting cycle. Reliable and stable
functioning of the pressure reducing valve is achieved thanks to the parameters of the other
two components included in this circuit - damper (item 49) and non-return valve (item 51).
The device is put into effect by switching on the electromagnetic valve (item 46) that opens
the orifice of the nozzle. The required quantity of fuel of pressure (pZ) flows through the
nozzle to the torch igniters.

Starting

The starting cycle is fully automated and the supply of fuel to the engine is controlled by
pressure at compressor outlet (p2*). Fuel is delivered via pipe union „G“ to the compartment
above the diaphragm of the automatic starting device (control elements 40, 41, 50). The
position of the starting needle is determined by the value of control pressure (p2*). Thanks to
the constant pressure gradient valve (control element 39), the constant pressure gradient
(pČ1 - pČ2) is being maintained on the starting needle. The quantity of fuel delivered via the
automatic starting device is augmented by the fuel delivered via the main metering needle
(item 38) that is controlled by the gas generator speed governor (items 23, 24) from the idle
speed.

The initial starting quantity of fuel is determined by the position of the control element 50.

Maximum fuel quantity controlled by the starting automatic device itself and the gas
generator idle speed in flight are determined by the position of the control element item 40.

The course of the starting characteristic is determined by the position of the control element item 41.

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Selection of the engine power rating and automatic maintaining of the selected rating

The selection of the rating is effected by means of the engine control lever (item 22). The
maintaining of the selected rating is ensured through the control of the fuel supply to the
engine by means of the speed governor (items 23 and 24). When selecting a rating that is
determined by the position of the engine control lever (item 22) on the shaft of that there is a
cam of the speed governor (item 26) and a cam of the sleeve (item 34) of the main metering
needle (item 38), the following other components of the control assembly are being shifted
due to their kinematic interlinkage: the sleeve (item 56) of the main metering needle and the
speed governor lever (item 25). This results in a change in load of the spring of the speed
governor. New steady gas generator speed is so set (the speed of the fuel control unit is
derived from the gas generator speed).

The centrifugal speed sensor (item 23) controls, via the blade relay (item 24), the magnitude
of the fuel control pressure (pX) and thus the position of the main metering needle (item 38)
whose steady position is adjusted so that the supply of fuel will correspond to the engine
consumption at the selected rating. When the speed is different from the selected one, the
centrifugal speed sensor processes this difference, changes the control pressure (pX) and the
latter adjusts the main metering needle new position required for ensuring the fuel supply for
maintaining the selected rating.

On the main metering needle, the constant pressure difference (pČ1 - pV) is maintained. This
is adjusted with respect to the ambient pressure (pH) that is being entered in the control unit
through pipe union „F“. The pressure difference control unit (items 9 to 15) controls, via the
blade relay (item 11), the servomotor (item 4) that by-passes the excess amount of fuel
supplied by the gear pump (item 1) to the pump inlet. Thus, the pressure difference (pČ1 - pV)
on the main metering needle (item 38) is controlled.

The pressure difference control unit (items 9 to 15) corrects with the change of the pressure
(pH) the pressure difference on the main metering needle so that the proper acceleration at
various flight altitudes will be ensured. The pressure difference is changed automatically with
ambient pressure (pH) variation.

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The control of engine acceleration and deceleration

Acceleration (change in the fuel supply at transient ratings) is time controlled. With shifting
the engine control lever (item 22), the load of the spring of the speed governor increases and
the main metering needle (item 38) shifts for increased fuel supply to the engine.

The increase of the fuel supply to the engine is ensured by controlling the speed of the shift
of the main metering needle. With shifting the needle (item 38), its differential piston
displaces the fuel via two hydraulic dampers (items16 and 17).

The required acceleration characteristic is achieved by selecting suitable resistance of


hydraulic dampers and by setting the time of opening the second hydraulic damper (item 17).
This is effected by the position of the main metering needle (item 38). To provide for a fast
initial increase in the fuel supply, a hydraulic accumulator (item 29) is included into the circuit
of hydraulic dampers (items 16 and 17). For the stabilization of the transition process and for
the control of the speed of displacement of the main metering needle, a diaphragm stabilizer
is included into the circuit of hydraulic dampers (items 16 and 17). This acts, via the blade
relay (item 24) of the speed governor, on the pressure (pX) that controls the main metering
needle position. The speed of displacement of the main metering needle (item 38) does not
change with the flight altitude but the pressure difference (pČ1 - pV) in its control cross-section
decreases and so does the fuel supply to the engine.

Deceleration is controlled by means of a hydraulic damper (item 18) in the branch of constant
pressure (pk) that is applied to the differential piston of the main metering needle.

Engine protection in case of monitored parameters exceeding

Sensors for monitored parameters exceeding are mounted on the engine. These sensors are
of electric type. If a certain monitored parameter exceeds its maximum magnitude that is
adjusted in the integral electronic limiter unit, to the integral electronic limiter unit that
generates an electric signal is directed the electrohydraulic transducer (items 28 and 45)
situated on the fuel control unit.

The electrohydraulic transducer discharges fuel from the pressure branch (pX) of the main
metering needle (item 38). This shifts in the direction of reduced fuel supply to the engine.
The reduction of the fuel supply to the engine is proportional to the excess of the value
monitored.

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Interruption of the fuel supply to the engine and draining the residual fuel from the fuel
distributor when the engine is shut-down by the lever of the mechanical shut-off valve
(items 30 and 31)

With the lever (item 30) of the shut-off valve (item 31) in position STOP, the fuel control unit
stops the fuel supply to the engine (pipe union D) and simultaneously, drains the fuel
distributor. This is put into effect by draining residual fuel from the fuel distributor to the
drainage (pipe union C). With the lever (item 30) in this position, fuel is prevented from
entering the engine; the fuel that penetrated due to the clearances of the valve (item 31) is
also directed to the drainage.

The needle of the mechanical shut-off and drain valve (item 31) is fitted with a hydraulically
controlled shut-off valve (item 52) that provides for automatic engine starting without any
additional handling. When the mechanical shut-off and drain valve (item 31) is open and the
engine is at the rest fuel does not enter the engine before pressure reaches the value
determined by the adjustment of the shut-off valve (item 52) - even though the booster
pumps are in operation.

Emergency control of the fuel supply to the engine by means of the emergency circuit

If the fuel control unit fails, the pilot directs an electric signal to the solenoid (item 43) that
actuates the two-way valve (item 42). All the fuel delivered by the fuel pump is fed to the
emergency circuit. The emergency circuit consists of the solenoid (item 43), two-way valve
(item 42) and the valve (item 32) that closes the fuel supply (pV1) and holds constant
pressure difference on the needle of the shut-off valve (item 31). The valve of the constant
pressure difference (pČ1NO - pt) (item 32) of the emergency circuit holds the constant pressure
difference on the throttling groove of the emergency circuit. This is put into effect when the
excess the fuel is by-passed to the pump inlet (pS).

The throttling groove of the emergency circuit made in the needle of the shut-off and drain
valve (item 31) enables that the pilot can select the required engine power rating by setting
appropriate position (α2) of the control lever (item 30). However, when controlling the fuel
supply by means of the emergency circuit, the pilot must check essential engine parameters
(speed, inter-turbine temperature, propeller shaft torque, pressures, etc.) and set them by
change in the position (α2) of the lever (item 30). With the emergency circuit switched on,
engine starting can be effected within the range of angles α2 = 25° to 40° of the lever (item
30). The interruption of the fuel supply to the engine with simultaneous draining of residual
fuel (as described in the preceding para) is ensured as well.

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Maximum contingency rating

An elastic stop (item 47) is fitted at an angle α1 = 55° on the engine control lever (item 22) in
the fuel control unit. The elastic stop can be overcome when applying greater force. After the
elastic stop has been overcome, with the engine control lever in position α1 = 60°+2° (fixed
stop), the fuel control unit provides for maximum contingency power of the engine.

Reverse thrust rating

The design of the fuel control unit with respect to the control mechanism for the reverse
thrust rating selection (range of the engine control lever (item 22) from α1 = 0° to α1 = -55°),
the shape of the cam of the sleeve (item 34) and that of the cam of the speed governor (item
26) make it possible to control the fuel supply to the engine at reverse thrust rating and to
prevent from exceeding maximum engine speed during this rating.

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SCHEMATIC DIAGRAM OF THE FUEL CONTROL SYSTEM

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FUEL CONTROL UNIT

GENERAL

The LUN 6590.05-8 fuel control unit forms a part of the fuel system of the engine.

Together with the fuel pump, the FCU provides for the supply of fuel to the engine during:

– starting

– steady ratings

– transient ratings

– max. contingency rating

– reverse thrust rating.

The FCU incorporates devices that provide for:

– engine protection from exceeding critical parameters

– emergency control of fuel supply to the engine

– reliable and fast fuel supply cut-off with simultaneous drainage of fuel from the fuel
distributor

– fuel supply cut-off in case that the engine is at rest and booster pumps on even with
the shut-off and drain valve in open position.

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DESCRIPTION

The FCU consists of two housings that incorporate independent subassemblies (barostatic
governor of pressure difference, electro-hydraulic transducer, electromagnetic valve) that are
interconnected by corresponding channels. As a whole, they form a compact unit with
optimum functional, technological and operational parameters.

The FCU is actuated by two control levers:

– the FCU main control lever for setting engine ratings

– the lever of the mechanical shut-off and drain valve that serves, in case of emergency
circuit operation, for emergency control of engine ratings.

The FCU features a number of control elements some of that can be used in operation
for trimming the characteristics to optimum values.

By the fuel manifold adapters the FCU is coupled - through the manifolds - to the fuel pump,
fuel distributor, drainage and pressure at the compressor outlet. The FCU is fitted with four
de-aeration valves. The FCU flange is of the form of an annular segment. There are four
holes for bolts that fasten the FCU to the accessory drive casing at 4 o’clock position as
viewed from the rear. Fastened to the flange is the centering cover of the seal through that
the splined shaft of the centrifugal speed governor rotor passes axially.

At FCU preservation by means of the preservation agent a special adapter must be screwed
on the FCU outlet pipe union. Thus the penetration of the agent into the engine is prevented.
The agent flows into a prepared container. The same adapter can be used at FCU
de-preservation. The adapter is a part of the aircraft tools kit.

The LUN 6590.05-8 FCU consists of:

1. Starting control unit (control elements 40, 41, 50).

2. Constant pressure difference valve of the starting control unit (control element 39).

3. Centrifugal speed governor with fuel temperature compensator (items 23, 24, 25, 55;
control elements 19, 20, 27).

4. Acceleration control unit (control elements 16, 17).

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5. Jet operated plate valve for engaging the second acceleration level (control element 7).

6. Hydraulic accumulator (control element 29).

7. Technological stop for engine adjustment, see 73.21.00, Page 531.

8. Elastic stop permitting the transition to the maximum contingency rating (control element
47).

9. Constant pressure difference valve of the emergency circuit (control element 32).

10. Constant pressure valve (item 8).

11. Proportional flow control unit - barostatic control unit (control elements 9, 15; items 10,
11, 12, 13, 14).

12. Servo-assisted by-pass valve of the pressure drop control unit (item 4).

13. Differential piston with the main metering needle (control elements 5, 44; item 38).

14. Pressure level holding valve for FCU operation (control element 36).

15. Deceleration unit (item 18).

16. Mechanical shut-off and drain valve (items 30, 31).

17. Hydraulic actuated shut-off valve (item 52).

18. Electro-hydraulic transducer (items 28, 45).

19. Actuating mechanism for power rating setting (items 22, 25, 26, 33, 34, 35, 36).

20. Emergency circuit actuating solenoid (item 43).

21. Two-way valve for engaging the emergency circuit and disengaging the main control
circuit (item 42).

22. Metering needle for manual control of fuel supply if the emergency circuit is on (items 30,
31).

23. De-aeration valves (items 6, 21, 53, 54).

Numbering corresponds to diagrams presented in 73.20.00, Page 11 and 73.21.00, Page 4.

Individual parts of the FCU are described in the subsequent text.

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LUN 6590.05-8 FUEL CONTROL UNIT

The layout of control elements that can be used by the engine manufacturer
or by the aircraft user for FCU adjustment; the layout of de-aeration valves.

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ad 1. Automatic starting unit

consists of a profiled needle passing through a bushing. The position of the needle
and thus the area of the flow cross-section formed by the profiled part of the needle,
is controlled by the adjustment of control parameters - i.e. pressure (p2*) at the
compressor outlet that is applied to the diaphragm; spring load (controlled by control
element 41); adjustment of the lower stop (control element 50) and the upper stop
(control element 40).

ad 2. Constant pressure difference valve of the automatic starting unit

consists of a jet operated plate valve. By its design, the plate is connected to a rubber
diaphragm. By control element 39, the required pressure difference for ensuring
optimum function of the automatic starting unit is set by loading the tension spring of
the diaphragm.

ad 3. Centrifugal speed governor with a fuel temperature compensator

The centrifugal speed governor consists of several basic subassemblies, as follows:

– the fork of the centrifugal speed governor, include the governor weights;

– the bracket, include the bearing support and the bearing

– bimetallic compensator ensuring speed correction depending on the temperature of


fuel;

– speed governor spring;

– the speed governor cam;

– maximum speed lever and adjusting screw;

– idling speed lever and adjusting screw;

– the blade relay of the speed governor and the feedback diaphragm.

The fork of the centrifugal speed governor is supported in a bearing; it has two
governor weights whose centrifugal force generated during their rotation is transmitted
by the pin to the support of the bearing seated in the bracket. Axial thrust of the rotating
weights is balanced by the change of the force of the governor spring resulting from the
position (angular displacement) of the speed governor cam. Following any interference
in the equilibrium, the cross-sectional area of flow passage of the blade relay of the
speed governor is changed - as well as the fuel supply to the generator. Then the
equilibrium conditions are restored.
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ad 4. Acceleration unit

consists of two adjustable dampers of similar design.

Main parts of these dampers are

- slide valve with spiral groove and tapered surface,

- sleeve with inlet and outlet ports.

ad 5. Jet operated plate valve

activates at a selected and adjusted position of the main metering needle, the second
stage of acceleration. The hemispherical plate bears by its flat surface on the nozzle
face. Thrust is ensured by a spring bearing on a lever that is in contact with the plate.

ad 6. Hydraulic accumulator

consists of two springs with a rubber diaphragm in between them. The damping effect
can be adjusted by an adjusting screw.

ad 7. Technological stop for engine adjustment

This is a cap nut of special design that is screwed on the screw of elastic stop when
adjusting the engine.

ad 8. Elastic stop enabling transition to maximum contingency power

The elastic stop consists of a stop held in the body by means of a special ball lock.
An adjusting nut makes it possible to adjust the force required to overcome the stop.
The stop screw serves for setting the position of the stop to correspond to the
maximum contingency power rating. Installed behind the stop screw there is a seal with
a foil that serves for the indication of the use of the maximum contingency power rating.
A transport locking nut is screwed on the stop to prevent undesirable shifting of the
stop during handling operations prior to putting the engine into operation.

ad 9. Constant pressure difference valve of the emergency circuit

consists of a slide valve, sleeve and spring.

The slide valve is designed so as to act as a constant pressure difference valve on the
passage section of the groove of the emergency circuit as well as a by-passing
servomotor in case of emergency control of the supply of fuel to the engine.

The spring force determines the magnitude of the pressure difference.

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ad 10. Constant pressure valve

consists of a slide valve, spring and sleeve.

The required magnitude of fuel pressure can be adjusted by the spring force.

ad 11. Proportional fuel flow control unit

This barostatic control unit is designed as a separate housing that is fastened to the
FCU by three bolts. The following subassemblies are built in the housing of the
barostatic control unit:

a) A blade relay include barometric correction and a feedback diaphragm

b) A stabilization device

c) A diaphragm pressure drop sensor of the nozzle-flap type

d) A pressure drop adjusting screw.

ad 12. Servomotor

consists of a differential slide valve and a sleeve.

Two profile grooves are made on the smaller diameter of the slide valve. Through
these grooves, fuel is fed to the by-pass. The larger diameter of the slide valve is
fitted with a rubber collar. A calibrated nozzle is screwed in the slide valve.

ad 13. Differential piston include the main metering needle

The differential piston forms a common design subassembly with the main metering
needle that features two symmetrically situated profiled grooves. In the bottom part of
the needle is a sleeve that is connected by a kinematic link to the main control lever.
The sleeve controls the maximum fuel supply at given angle of the main control lever.
The equilibrium position of the main metering needle is determined by pressures
acting on the differential piston surface whose control pressure compartments are
sealed by means of rubber collars.

ad 14. FCU pressurizing valve

comprises a slide valve with two types of through-flow openings, a sleeve and
a spring.

ad 15. Deceleration unit

is designed as a packet damper.

Individual plates with small diameter holes are fitted into the sleeve in such a way that
plates with a hole made in the axis alternate with plates with holes outside the axis.
Spacing rings are inserted in between the plates.

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ad 16. Mechanical shut-off and drain valve

consists of the following main parts: a slide valve, a sleeve and an actuating
mechanism.

The slide valve features the holes to ensure the performance of required functions.
The position of the slide valve that is housed in the sleeve can be selected by turning
a lever linked with a pinion meshing with a rack on the slide valve itself.

- Hydraulic actuated shut-off valve is a part of the slide valve.

- When the electromagnetic valve of the emergency circuit is on, the subassembly
performs the function of the metering needle for manual control of fuel supply (see
ad 22.).

ad 17. Hydraulic actuated shut-off valve

is situated on one end of the slide valve of the mechanical shut-off and drain valve.

It is of a nozzle-flap type. The flap is guided by a ball journal. To ensure perfect


tightness, rubber is vulcanized into the groove on the flap head. The spring is
adjusted by means of washers so that required force will be achieved.

ad 18. Electrohydraulic transducer

The electrohydraulic transducer controls pressure (pX) in the compartment of the main
metering needle and thus its position. Thus the fuel supply is dependent on the
control signal from the integrated electronic limiter unit. It is designed as an
independent subassembly mounted on the FCU body. It is of two parts: the
electromagnet circuit and the control blade valve circuit. These parts are mechanically
interlinked and mutually sealed. The electromagnet consists of a four-pole permanent
magnet that generates strong magnetic flux in air gaps of the pole shoes. The
armature surrounded by two coils with appropriate windings orientation obtains flux
that corresponds to the control current in the coils and the polarity of the magnet. This
is why the armature turns in this magnetic field depending on the magnitude of the
control signal and turns by the blade valve. The turning of the armature and of the
blade valve lever is mutually linked by a rigid mechanical link by means of an axle.
Two counteracting helical springs on the blade valve lever act against the force of the
magnetic circuit. To limit the overall travel of the blade valve, stop screws are fitted in
the upper pole shoe. Adjustment and initial setting of the blade valve position is
performed by adjusting screws in the cover of electrohydraulic transducer. To protect
the nozzle and the blade valve from impurities, a local strainer is built in the
transducer housing.

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ad 19. Mechanism for power rating setting

consists of the main actuating lever, a speed governor cam and a cam of the main
metering needle (flow control cam).

Both cams are fixed on the shaft of the main actuating lever. To achieve the required
characteristics, mutual position of the two cams should be adjusted.

The speed governor cam bears on the roller of the lever that determines the speed
governor spring force depending on the position (turning) of the main actuating lever.
The flow control cam contour is made in the form of a groove. A roller that is a part of
the lever follows the groove. The position of the sleeve changes with the position of
the main actuating lever. Thus the max. possible travel of the main metering needle is
determined and this way the max. area of control cross-section in the groove of the
main metering needle is determined as well.

ad 20. Electromagnet for activating the emergency circuit

consists of a jacket made of soft magnetic material. A fork and a coil are closely fitted
in the jacket. The coil winding is made of copper wire with polyesterimide insulation.
The coil outlets are soldered to connector terminals marked A and V. The fork and the
coil are attached to the jacket by pins and, moreover, encased in hot poured epoxy
resin mixed with ground fused quartz.

Complete armature is closely fitted into the coil with the jacket. Its position is
controlled by a spring that pushes the armature until it bears on the closing nut. The
complete valve (with the hemisphere) and the stop screw are attached to the
armature by means of a thread and pin.

The electromagnet is mounted into the housing opposite to the nozzle. It is sealed
against nominal pressures up to 2.0 MPa. It opens within less than 0.1 sec at 20 V DC.

ad 21. Two-way valve for activating the emergency circuit and disengaging the main control
circuit

consists of a slide valve and a sleeve.

The slide valve has the form of a differential piston. Working ports are drilled in the
slide valve shank of smaller diameter.

In the axis of the slide valve shank of larger diameter there is a nozzle. On its
circumference there are labyrinth seal grooves.

Depending on the position of the slide valve in the sleeve (electromagnet on or off)
fuel is supplied either to the main or emergency branch of the fuel control unit.

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ad 22. Metering needle for manual fuel supply when the emergency circuit is on

The needle is identical with that of the shut-off and drain valve. However, in addition
to the shut-off and drain functions, the needle performs also the metering function,
depending on the position (turning) of this valve actuating lever. For this purpose, two
profiled throttling grooves are made opposite to each other on the valve surface.

ad 23. De-aeration valves

There are four de-aeration valves on the FCU.

The body of the de-aeration valve is formed by a pipe union. A sealing steel ball is
inserted into the cylindrical recess with a seat. The ball is forced into the seat by the
load of a spring. The de-aeration valves are closed by knurled cap nuts.

73.21.00
Page 10
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

FUEL CONTROL UNIT

TROUBLESHOOTING

If the trouble occurs whose elimination by the user’s personnel is not allowed, contact the
organization appointed to FCU technical services.

73.21.00
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Jul 1, 2003
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

73.21.00
Page 102
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

FUEL CONTROL UNIT

SERVICING TECHNOLOGY

Work Page

FCU de-preservation 301 to 302

De-aeration of the LUN 6590.05-8 fuel control unit 303 to 304

LUN 6590.05-8 fuel control unit - replacement 401 to 406

Permitted adjustment of the FCU fitted on the engine that can be 501 to 513
performed by trained-in personnel of the user 528 to 533

Permitted adjustment of the FCU fitted on the engine that can be 514 to 560
performed by personnel of organization appointed to FCU services

Permitted operations on the FCU 801 to 802

Preservation and storage of the FCU 901 to 903

Measures to be taken during breaks in FCU operation 904

73.21.00
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

73.21.00
Page 202
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
301 to 302

Name of work Manpower required


(Manhours)
FCU de-preservation
1.00

Working procedures and technical requirements Further work Check

FCU de-preservation is performed according to its intended See


application. Page 101

Procedure:

1. Unpack the FCU on a clean bench.

2. Put the FCU into a shallow tub (dish) and de-preserve its
surface using a brush wetted in clean petrol.

Having removed all preservation oil, dry the FCU by clean


and dry air stream of 0.1 to 0.5 MPa (1 to 5 kp/sq cm)
pressure.

Following outer de-preservation, remove all blinding plugs of


both inlet and outlet sockets.

Brush Compressed air


0.1 to 0.5 MPa
Shallow tub
(1 to 5 kp/sq.cm)
100/500x500 mm
Petrol - 2 litres

Test Equipment Tools and Fixtures Consumable Materials

73.21.00
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MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
301 to 302

Name of work Manpower required


(Manhours)
FCU de-preservation
1.00

Working procedures and technical requirements Further work Check

3. Depending on the FCU application, inner de-preservation is


performed as follows:

3.1 If the FCU is to be installed on the engine, inner


de-preservation is performed together with the engine.

3.2 If the FCU is to be checked for performance test or for other


testing, it should be mounted on a test stand and flushed for
2 to 5 minutes with any kind of fuels permitted in technical
specifications.

3.3 Following inner de-preservation, all orifices, both inlet and


outlet ones, must be fitted with blinding plugs with sealing
rings.

4. Enter the reason and date of de-preservation in the FCU


log. The entry should be confirmed by the signature of the
person in charge.

73.21.00
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MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
303 to 304

Name of work Manpower required


(Manhours)
De-aeration of the LUN 6590.05-8 fuel control unit
0.50

Working procedures and technical requirements Further work Check

1. Unlock and manually unscrew the knurled closing nuts of the See
fuel control unit de-aeration valves. (items 53 and 54, ref. fig. Page 101
in section 73.21.00, page 4)

2. Screw manually the M601-915.9 de-aeration adapters on the


de-aeration valves. Push the adapter hoses into the waste
fuel container.

3. Open the fire-protection cock, switch on the board booster


pump and push the starter button. Leave the shut-off valve
closed.

4. After switching off the starter, leave the board booster pump
switched on and check whether clean fuel free of air bubbles
flows out from the hoses of the de-aeration adapters.

5. If the fuel is clean, switch board booster pump off; unscrew


the de-aeration adapters.

Pointer side nippers Binding wire dia 0.63 mm


of stainless steel 17 246.4
Flat pliers
- 0.6 m
Fuel container
- capacity 5 litres

De-aeration adapter
No. M601-915.9 - 2pcs

Test Equipment Tools and Fixtures Consumable Materials

73.21.00
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MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
303 to 304

Name of work Manpower required


(Manhours)
De-aeration of the LUN 6590.05-8 fuel control unit
0.50

Working procedures and technical requirements Further work Check

6. Screw closing nuts on the de-aeration valves of the fuel


control unit.

7. Unclock and manually unscrew the knurled closing nuts of


the other two de-aeration valves (items 6 and 21; ref.
section 73.20.00, page 4).

8. Screw de-aeration adapters on the de-aeration valves.


Push the adapter hoses into the waste fuel container.

9. Switch on the board booster pump - without starter


operation. The shut-off valve remains closed.

10. Check whether clean fuel free of bubbles flows out from
the hoses.

11. Then, switch the board booster pump off and close the
fire-protection cock.

12. Unscrew both de-aeration adapters.

13. Screw on and lock the closing nuts on the de-aeration


valves.

NOTE: As far as 4pcs of de-aeration adapters are available,


FCU de-aeration is possible to carry out through all 4
de-aeration valves at the same time.

73.21.00
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 406

Name of work Manpower required


(Manhours)
LUN 6590.05-8 fuel control unit - replacement
3.00

Working procedures and technical requirements Further work Check

1. Removal See
Page 101
1.1 Prior to removal, preserve the fuel control unit to be
removed (ref. 73.21.00, pages 901 to 903)

1.2 Release manually the lock of the fuel shut-off valve pull rod.

1.3 Using a screwdriver, unlock the tab washer and using the
spanner s=8 mm, unscrew the nut of the pull rod pin of the
engine control lever on the fuel control unit. Pull out the pin
including the pull rod.

1.4 Unlock and manually release the nuts of the plugs of the
emergency circuit valve and of the electro-hydraulic
transducer. Pull the plugs out.

Spanners s=8; 14; 15; 17; 19; Washer 5.2 ONL 3288.2
22 mm
Binding wire dia 0.63 mm
Socket spanner s=7 mm of stainless steel 17 246.4
M601-941.4 -1m

Flat eye spanner 14x14


M601-9101

Spanner 145-PM30

Flat pliers

Pointer side nippers

Screwdriver

Test Equipment Tools and Fixtures Consumable Materials

73.21.00
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MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 406

Name of work Manpower required


(Manhours)
LUN 6590.05-8 fuel control unit - replacement
3.00

Working procedures and technical requirements Further work Check

1.5 Unlock and disconnect the following hoses and pipes:

- fuel supply hose from the airframe installation, using


spanner s=22 mm

- the M601-822.9 fuel by-pass manifold, using spanner


s=22 mm

- the M601-823.9 fuel transfer tube to the fuel control unit


(first using spanner s=19 mm, release the union nut on
the fuel pump and then using spanner s=17 mm, release
the banjo bolt of the adjustable pipe union of the fuel
control unit)

- the M601-871.6 air supply tube to fuel control unit: both


on the device and on the engine, using spanner
s=15 mm

- the M601-854.6 fuel drain pipe from the fuel control unit
and fuel pump, using spanner s=15 mm

- the M601-845.6 pipe for the fuel supply to the fuel


distributor, using spanner s=17 mm

1.6 Using flat eye spanner s=14 mm, release and unscrew 4
self-locking nuts that fasten the fuel control unit to accessory
drive casing.

1.7 Pull the fuel control unit in the direction to the fireseal
bulkhead off the driving shaft and studs.

73.21.00
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 406

Name of work Manpower required


(Manhours)
LUN 6590.05-8 fuel control unit - replacement
3.00

Working procedures and technical requirements Further work Check

2. Installation

2.1 Prior to installation de-preserve the fuel control unit outer


surface, check the seals and using spanner No. 145-PM30
check the smooth turning of the driving shaft, of the engine
control lever and of the shut-off valve as well. Clean the
flange bearing surface and remove the blinding plug.

2.2 Coat slightly the driving shaft, the centering shoulder and all
pipe unions by engine oil. Check the rubber sealing ring on
the centering shoulder of the drive.

2.3 Slide the fuel control unit into the driving splines and on the
studs. If required, turn the drive by means of manual turning
by the generator rotor.

2.4 Secure the fuel control unit by the fastening the self-locking
nut on the right upper screw and fit the pipe for fuel
distributor supply Dwg. No. M601-845.6 to the control unit
pipe union and tighten it slightly, using spanner s=17 mm.

2.5 Using flat eye spanner s=14 mm, screw on and tighten other
self-locking nuts.

2.6 Using spanner s=17 mm, tighten the union nut of the fuel
supply pipe to the M601-845.6 fuel distributor and lock it by
means of binding wire.

73.21.00
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MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 406

Name of work Manpower required


(Manhours)
LUN 6590.05-8 fuel control unit - replacement
3.00

Working procedures and technical requirements Further work Check

2.7 Connect and secure the following pipes and hoses:

- the M601-854.6 fuel drain pipe to the fuel control unit


and to the fuel pump, using spanner s=15 mm

- the M601-871.6 air feed tube to the fuel control unit

- the M601-823.9 fuel inlet manifold to the fuel control


unit (tighten slightly both joints, then tighten the banjo
bolt by spanner s=17 mm and finally, the union nut by
spanner s=19 mm

- the M601-822.9 fuel by-pass tube by spanner s=19 mm

- fuel inlet hose from the airframe installation, by the


spanner s=22 mm

2.8 Connect and secure the emergency circuit plugs and


electrohydraulic transducer plugs.

2.9 Using the 146-PM2001 centering pin check the position of


the engine control lever scale on the FCU in comparison
with the FCU body. The position of the hole in the scale at
the angle of −27o must correspond with the hole in the
FCU body.

2.10 The 146-PM2001 centring pin insert into the hole in the
engine control lever on the FCU and at the same time into
the hole on the scale at the angle of +15°. The scale line
on the pointer must correspond with the „0“ mark on the
scale. If some disagreement appears, bend the pointer to
reach the agreement.

73.21.00
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MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 406

Name of work Manpower required


(Manhours)
LUN 6590.05-8 fuel control unit - replacement
3.00

Working procedures and technical requirements Further work Check

2.11 Using spanner s=8 mm screw the pin of the pull rod of the
engine control lever in the lever eye and secure it by
means of a lock washer.

2.12 Install the airframe pull rod to the fuel shut-off valve.

2.13 Fuel control unit - de-preservation and de-aeration

- screw the preservation adapter on the preservation pipe


union on the FCU instead of the plug. Slide the hose on
the flow adapter and the other end put into the
container

- open the airframe fire cock, switch on the airframe


booster pump and open the fuel shut-off valve

- carry out the dry motoring run

- close the fuel shut-off valve, switch off the airframe


booster pump and close the airframe fire cock

- remove the preservation adapter and screw on the plug


instead of it. Lock the plug by a lockwire

- de-aeration is to be performed in accordance with


technological instruction 73.21.00, pages 303 to 304.

73.21.00
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
401 to 406

Name of work Manpower required


(Manhours)
LUN 6590.05-8 fuel control unit - replacement
3.00

Working procedures and technical requirements Further work Check

2.14 Enter the replacement of the fuel control unit in the Engine
Log Book and into corresponding logs. Blind all holes on
the dismantled instrument.

2.15 Check engine actuation:

- adjustment of the V3 clearance; (ref. 76.10.00, pages


502 to 503)

- adjustment of the basic (zero) position of the engine


control lever; (ref. 76.10.00, page 501)

- adjustment of the length of the airframe pull rod; (ref.


76.10.00, page 504)

- adjustment of the lever travel for manual propeller pitch


setting; (ref. 76.10.00, page 505)

- adjustment of the reverse power; (ref 76.10.00, pages


512 to 514)

- adjustment of the actuation lever of the fuel shut-off


valve (ref. 76.10.00, pages 509 to 511)

2.16 Check the operational ability of the torque limiter in


accordance with technological instructions, section
77.15.00, pages 501 to 502.

2.17 Check and adjust the on and off points of the automatic
feathering switch on the engine control lever in accordance
with technological instructions, section 76.10.00, pages
506 and 507.

73.21.00
Page 406
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

PERMITTED ADJUSTMENT OF THE FCU FITTED ON THE ENGINE


THAT CAN BE PERFORMED BY TRAINED - IN PERSONNEL OF THE USER

− Adjustment of engine starting − control elements 41, 50


(ref. 73.21.00, Pages 502 to 507)

− Adjustment of the ground idling speed − control element 19


(ref. 73.21.00, Pages 508 to 510)

− Adustment of the speed controlled by speed − control element 27


governor (ref. 73.21.00, Pages 511 to 513)

− Check and adjustment of maximum generator − control element 27


speed by means of the technological stop (ref. 73.21.00, Pages 558 to 560)

− Check and adjustment of the reverse thrust power − control element 8


(ref. 76.10.00, Pages 512 to 514)

− Check on operation of the elastic stop − control element 47


(ref. 73.21.00, Pages 528 to 533)

73.21.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
502 to 505

Name of work Manpower required


(Manhours)
Adjustment of engine starting
0.50

Working procedures and technical requirements Further work Check

Adjustment of engine starting is to be performed using control See


element (in the subsequent text - element) 41, see Fig. 501, in Page 101
the following cases:

a) Starting is slow with tendency to generator speed sticking


below the idling speed or it actually sticks. In this case, the
adjusting screw (in the subsequent text - screw) (2) of
element 41 should be turned clockwise.

b) Starting is fast with a tendency to excessive inter-turbine


temperature growth.

In this case, screw (2) of element 41 should be turned


counterclockwise.

See Fig. 502 for changes in the starting characteristics


when using element 41 for adjustment.

Spanner s=8 mm Seal N 9910 (or user’s seal)

Spanner 3 No. 146-PM 160 Wire dia 0.63 mm


of stainless steel 17 246. 4
Flat pliers
- length 250 mm
Pincers

Test Equipment Tools and Fixtures Consumable Materials

73.21.00
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MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
502 to 505

Name of work Manpower required


(Manhours)
Adjustment of engine starting
0.50

Working procedures and technical requirements Further work Check

Procedure:

1. Using pliers, remove the seal and locking wire from element
41.

2. Using spanner s=8 mm, loosen nut (1) so that screw (2) will
be turned in both directions. When loosening nut (1), hold
screw (2) using spanner 3 No. 146-PM 160 in its initial
position.

3. Using spanner 3 No. 146-PM 160, turn screw (2) in the


required direction until obtaining the desired starting
characteristics. Turning screw (2) clockwise results into faster
starting, turning it counterclockwise results into slower
starting. Turning screw (2) through ± 1 turn results into fuel
supply change app. ∆Gp ± 8 litres per hour.

4. With respect to the initial setting by the FCU manufacturer, it


is permitted to turn screw (2) maximum by 2 turns
clockwise/counterclockwise.

5. Having completed the adjustment, tighten nut (1) using


spanner s=8 mm. When tightening nut (1), screw (2) should
be held in adjusted position by means of spanner 3 No.
146-PM 160. Having tightened nut (1), secure element 41 by
wire dia 0.63 mm and seal.

6. Enter the adjustment performed, its magnitude and date into


the log of the device concerned. The entry is to be confirmed
by the signature of the person in charge.

73.21.00
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MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
502 to 505

Name of work Manpower required


(Manhours)
Adjustment of engine starting
0.50

Working procedures and technical requirements Further work Check

Control element 41 for adjustment of engine starting


Control element 50 for adjustment the initial phase of engine starting
Fig. 501

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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
502 to 505

Name of work Manpower required


(Manhours)
Adjustment of engine starting
0.50

Working procedures and technical requirements Further work Check

Turning element 41 counterclockwise


Initial setting
Turning element 41 clockwise

GP

+∆GP
−∆GP
GP

p*2 - pH
Change in starting characteristics
as adjusted by means of element 41
Fig. 502

Turning element 50 counterclockwise


Initial setting
Turning element 50 clockwise

GP

+∆GP
GP −∆GP

p*2 - pH
Change in starting characteristics
as adjusted by element 50
Fig. 503

73.21.00
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MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
506 to 507

Name of work Manpower required


(Manhours)
Adjustment initial phase of engine starting
0.50

Working procedures and technical requirements Further work Check

If the required change concerns only the initial phase of the See
starting characteristics, adjustment is carried out by the control Page 101
element (in subsequent text - element) 50, see Fig. 501.

Turning the adjusting screw (in the subsequent text - screw) (4)
clockwise results into increased initial quantity of fuel for starting.
Initial inter-turbine temperature growth becomes steeper.

Turning screw (4) counterclockwise results into decreased initial


quantity of fuel for starting. Initial growth of inter-turbine
temperature becomes slower.

See Fig. 503 for the change in the characteristics of initial


quantity of fuel for starting as adjusted by means of element 50.

Procedure:

1. Using pliers, remove the seal and locking wire of element 50.

2. Using spanner s=12 mm, loosen and then fully unscrew cap
nut (5).

Flat pliers Seal N 9910 (or user’s seal)

Spanner 4 No. 146-PM 161 Wire dia 0.63 mm


of stainless steel 17 246.4
Spanners s=8 mm; s=12 mm
length 200 mm
Pincers

Test Equipment Tools and Fixtures Consumable Materials

73.21.00
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MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
506 to 507

Name of work Manpower required


(Manhours)
Adjustment initial phase of engine starting
0.50

Working procedures and technical requirements Further work Check

3. Using spanner s=8 mm, loosen nut (3) so that screw (4) will
be turned in both directions. When loosening nut (3), screw
(4) should be held in initial position by means of spanner 4
No. 146-PM 161.

4. Using spanner 4 No. 146-PM 161, turn screw (4) in the


required direction until the process of starting is optimum.

Turning screw (4) clockwise, the supplied fuel quantity is


increased while by turning it counterclockwise, it is
decreased.

Turning screw (4) through approximately 0.5 turn represents


a change in initial quantity Gp approximately by ± ∆Gp = 3
litres per hour.

5. With respect to initial setting by the FCU manufacturer,


screw (4) is allowed to be turned through 1 turn
clockwise/counterclockwise.

6. Having completed the adjustment, tighten nut (3) using


spanner s=8 mm. When tightening nut (3), screw (4) should
be held in the adjusted position by means of spanner 4
No. 146-PM 161.

7. Screw cap nut (5) on screw (4) and tighten it using spanner
s=12 mm. After tightening, secure element 50 by wire
dia 0.63 mm and seal.

8. Enter the adjustment performed, its magnitude and date into


the log of the device concerned.

Confirm the entry by the signature of the person in charge.

73.21.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
508 to 510

Name of work Manpower required


(Manhours)
Adjustment of the ground idling speed
0.50

Working procedures and technical requirements Further work Check

Adjustment of the ground idling speed by means of control See


element (in subsequent text - element) 19, see Fig. 504, is Page 101
performed when the ground idling speed of the engine is low or
high provided the angle α1 of main FCU lever is set in position
α1 = ±3°.

See Fig. 505 for the change in the ground idling speed resulting
from adjustment by element 19.

Procedure:

1. Using pliers, remove the seal and locking wire of element 19.

2. Using spanner s=8 mm, loosen the nut (1) so that adjusting
screw (in subsequent text - screw) (2) will be turned in both
directions.

When loosening nut (1), hold screw (2) in its initial position by
spanner 3 No. 146-PM 160.

Flat pliers Seal N 9910 (or user’s seal)

Spanner 3 No. 146-PM 160 Wire dia 0.63 mm


of stainless steel 17 246.4
Spanner s=8 mm
length 150 mm
Pincers

Test Equipment Tools and Fixtures Consumable Materials

73.21.00
Page 508
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
508 to 510

Name of work Manpower required


(Manhours)
Adjustment of the ground idling speed
0.50

Working procedures and technical requirements Further work Check

3. Using spanner 3 No. 146-PM 160, turn screw (2) in the


required direction until the prescribed magnitude of the
ground idling speed is reached.

If speed should be increased, turn screw (2) clockwise, if it


should be decreased, turn screw (2) counterclockwise.

Turning screw (2) through 1 turn results in a change in the


generator speed by some 2.5 %.

4. With respect to initial setting by the FCU manufacturer, screw


(2) may be turned through 1.5 turn
clockwise/counterclockwise.

5. Having finished the adjustment, tighten the nut (1) using


spanner s=8 mm. When tightening nut (1), screw (2) should
be held in the adjusted position by means of spanner 3
No. 146-PM 160.

6. Having tightened nut (1), secure element 19 by wire


dia 0.63 mm and seal.

7. The adjustment performed, its magnitude and date should be


entered in the log of the device concerned.

The entry should be confirmed by the signature of the person


in charge.

73.21.00
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M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
508 to 510

Name of work Manpower required


(Manhours)
Adjustment of the ground idling speed
0.50

Working procedures and technical requirements Further work Check

Control element 19 for adjustment of the ground idling speed


Fig. 504

Turning element 19 counterclockwise


Initial setting
Turning element 19 clockwise

nG

+∆nGvoln.
−∆nGvoln. ~5°
α1
Change in characteristics of the ground idling speed resulting
from adjustment by the element 19
Fig. 505

73.21.00
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MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
511 to 513

Name of work Manpower required


(Manhours)
Adjustment of the speed controlled by speed governor
0.50

Working procedures and technical requirements Further work Check

Adjustment of the speed controlled by the speed governor is See


performed by control element (in subsequent text - element) 27, Page 101
see Fig. 506.

A change in its position results in a change in the governor


intervention characteristics that turns either to decreased or
increased speed with respect to initial setting, depending on the
sense of element 27 turning.

This adjustment is used in case of the required additional


adjustment of maximum generator speed.

See Fig. 507 for changing characteristics of the speed controlled


by speed governor when performing adjustment by element 27.

CAUTION: AFTER FCU REPLACEMENT THE SPEED


CONTROLLED BY SPEED GOVERNOR MUST BE
PREADJUSTED BY MEANS OF TECHNOLOGICAL
STOP (REF. 73.21.00, PAGES 566 TO 568).

Flat pliers Seal N 9910 (or user’s seal)

Pincers Wire dia 0.63 mm


of stainless steel 17 246.4
Spanner s=17 mm
length 200 mm
Spanner 5 No. 146-PM 162

Test Equipment Tools and Fixtures Consumable Materials

73.21.00
Page 511
Jul 1, 2003
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MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
511 to 513

Name of work Manpower required


(Manhours)
Adjustment of the speed controlled by speed governor
0.50

Working procedures and technical requirements Further work Check

Procedure:

1. Using pliers, remove the seal and locking wire of element 27.

2. Using spanner s=17 mm, loosen the cover nut (in subsequent
text - nut) (1) so that screw (2) will be turned in both
directions. When loosening nut (1), screw (2) should be held
in its initial position by means of spanner 5 No. 146-PM 162.

3. Using spanner 5 No. 146-PM 162, turn screw (2) in required


direction until prescribed magnitude of maximum speed
limited by the governor is reached.

By turning screw (2) clockwise, maximum speed increases.


By turning screw (2) counterclockwise, maximum speed
decreases.

Turning screw (2) through 1 turn results in a change in


maximum speed by some 3.5 %.

4. With respect to the initial setting performed by the FCU


manufacturer, screw (2) is permitted to be turned through
1 turn clockwise/counterclockwise.

5. Having completed the adjustment, tighten nut (1) by means of


spanner s=17 mm. When tightening nut (1), screw (2) should
be held in adjusted position by means of spanner 5
No. 146-PM 162.

6. After having tightened nut (1), secure element 27 by wire


dia 0.63 mm and seal.

7. Enter the adjustment performed, its magnitude and date in


the log of the instrument concerned.

Confirm the entry by the signature of the person in charge.

73.21.00
Page 512
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
511 to 513

Name of work Manpower required


(Manhours)
Adjustment of the speed controlled by speed governor
0.50

Working procedures and technical requirements Further work Check

Control element 27 for the adjustment of the speed controlled by


the speed governor
Fig. 506

Turning element 27 counterclockwise


Initial setting
Turning element 27 clockwise

nG +∆nGmax.

−∆nGmax.

α1
Change in characteristics of the speed controlled by the speed
governor when adjusted by the element 27.
Fig. 507

73.21.00
Page 513
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

PERMITTED ADJUSTMENT OF THE FCU FITTED ON THE ENGINE THAT CAN BE


PERFORMED BY PERSONNEL OF ORGANIZATION APPOINTED TO FCU SERVICES

- Adjustment of engine starting - control elements 41, 50


(ref. 73.21.00, Pages 502 to 507)

- Adjustment of the ground idling speed - control element 19


(ref. 73.21.00, Pages 508 to 510)
- Adjustment of the speed controlled by the speed - control element 27
governor (ref. 73.21.00, Pages 511 to 513)
- Check and adjustment of maximum generator - control element 27
speed by means of the technological stop (ref. 73.21.00, Pages 558 to 560)
- Check and adjustment - control element 8
of the max. reverse thrust power (ref. 76.10.00, Pages 512 to 514)
- Check on operation of the elastic stop - control element 47
(ref. 73.21.00, Pages 528 to 533)
- Acceleration characteristics - control elements 7, 17
(ref. 73.21.00, Pages 515 to 523)
- Adjustment of the generator altitude idling speed - control element 40
(ref. 73.21.00, Pages 524 to 527)
- Adjustment of the emergency circuit - control element 32
(ref. 73.21.00, Pages 534 to 536)
- Adjustment of engine starting by means - control element 39
of adjustment of the pressure difference valve (ref. 73.21.00, Pages 537 to 541)
on the automatic starting unit
- Adjustment of the ground idling speed when the - control element 33
permitted adjustment by elements 40 and 39 (ref. 73.21.00, Pages 542 to 544)
has been exhausted
- Adjustment of the fuel flow rate increase - control element 29
at the start of acceleration (ref. 73.21.00, Pages 545 to 547)
- Adjustment of the acceleration time - control element 20
(ref. 73.21.00, Pages 548 to 550)
- Adjustment of the generator acceleration - control element 16
(ref. 73.21.00, Pages 551 to 553)
- Adjustment of maximum fuel flow - control element 5
(ref. 73.21.00, Pages 554 to 556)

73.21.00
Page 514
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
515 to 517

Name of work Manpower required


(Manhours)
Adjustment in case of slow acceleration
up to approximately nG = 90 % 1.00

Working procedures and technical requirements Further work Check

CAUTION: The following procedure must be carried out by See


qualified personnel with the organization appointed Page 101
to FCU technical services.

In case of a low increase of speed up to the change in the rate of


growth (approximately up to nG = 90 % ) at H = 0 km to H = 3 km,
adjustment is effected by means of control element (in
subsequent text - element) 7, see Fig. 508.

Turning the element 7 clockwise results in steeper acceleration


while turning it counterclockwise leads to slower acceleration.

See Fig. 509 for changes resulting from adjustment by means of


the element 7.

Flat pliers Seal N 9910 (or user’s seal)

Spanner 4 No. 146-PM 161 Wire dia 0.63 mm


of stainless steel 17 246.4
Spanner s=17 mm
length 150 mm
Pincers

Test Equipment Tools and Fixtures Consumable Materials

73.21.00
Page 515
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
515 to 517

Name of work Manpower required


(Manhours)
Adjustment in case of slow acceleration
up to approximately nG = 90 % 1.00

Working procedures and technical requirements Further work Check

Procedure:
1. Using pliers, remove the seal and locking wire from the
element 7.
2. Using spanner s=17 mm, loosen the cover nut (in subsequent
text - nut) (2) so that control screw (in subsequent text -
screw) (1) will be turned in both directions. When loosening
nut (2), hold screw (1) in its initial position using spanner 4
No. 146-PM 161.
3. Using spanner 4 No. 146-PM 161, turn screw (1) clockwise
until reaching the prescribed acceleration time.
Turning screw (1) through ± 1/2 turn results in the following
changes: acceleration time by ∆τ = ±0.75 sec (for H = 0 km)
and ±0.4 sec (for H = 3 km); fuel flow rate by ∆Gp
approximately ±10 litres per hour at H = 0 km.
In case of too steep nG growth, turn screw (1)
counterclockwise.
4. With respect to initial adjustment performed by the FCU
manufacturer, max. 1/2 turn clockwise/counterclockwise is
allowed. This concerns screw (1).
5. Having completed the adjustment, tighten nut (2) using
spanner s=17 mm. When tightening nut (2), hold screw (1) in
the adjusted position by means of spanner 4 No.
146-PM 161.
6. Secure the element 7 by means of wire dia 0.63 mm and
seal.
7. Enter the adjustment performed, its scope and date in the log
of the adjusted device.
Confirm the entry by the signature of the person in charge.

73.21.00
Page 516
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
515 to 517

Name of work Manpower required


(Manhours)
Adjustment in case of slow acceleration
up to approximately nG = 90 % 1.00

Working procedures and technical requirements Further work Check

Control element 7 for acceleration adjustment


Fig. 508

Turning element 7 clockwise


Initial setting
Turning element 7 counterclockwise
−∆τ τ +∆τ
GP

+∆GP

−∆GP
τ
Change in the acceleration characteristics resulting
from adjusting the element 7
Fig. 509

73.21.00
Page 517
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
518 to 521

Name of work Manpower required


(Manhours)
Adjustment of acceleration in case of in-flight surging
in the range of nG = 80 to 100 % 1.00

Working procedures and technical requirements Further work Check

CAUTION: THE FOLLOWING PROCEDURE MUST BE See


CARRIED OUT BY QUALIFIED PERSONNEL WITH Page 101
THE ORGANIZATION APPOINTED TO FCU
TECHNICAL SERVICES.

When in-flight surging occurs in the range of nG = 80 to 100%,


acceleration adjustment is performed by means of control
element (in subsequent text - element) 17, see Fig. 510.

Turning the element 17 clockwise results into longer acceleration


time while turning it counterclockwise leads to steeper
acceleration.

See Fig. 511 for changes in the acceleration characteristics


resulting from adjusting the element 17.

Flat pliers Seal No. 9910 (or appointed


organization seal)
Spanner 4 No. 146-PM 161
Wire dia 0.63 mm
Spanner s=10 mm
of stainless steel 17 246.4
Pincers
length 250 mm

Test Equipment Tools and Fixtures Consumable Materials

73.21.00
Page 518
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
518 to 521

Name of work Manpower required


(Manhours)
Adjustment of acceleration in case of in-flight surging
in the range of nG = 80 to 100 % 1.00

Working procedures and technical requirements Further work Check

Procedure:

1. Using pliers, remove the seal and locking wire from element
17.

2. Using spanner s=10 mm, loosen and unscrew the cap nut (1).

3. Using spanner s=10 mm, loosen the nut (2) to enable turning
the adjusting screw (3) in both directions. When loosing the
nut (2) hold the screw (3) by the spanner 4 No. 146-PM 161
in its initial position.

4. Turn the screw (3) by the spanner 4 No. 146-PM 161 in the
direction corresponding to the demanded change in
acceleration as follows:

a) Acceleration is short in time, but there is still a time


reserve.

In this case, turn the screw (3) clockwise (acceleration


time is increased) until satisfactory acceleration is
achieved.

b) There is no reserve in time:

In this case, turn screw (3) clockwise and check the


acceleration time.

If it is longer than prescribed by technical specifications


perform final adjustment by means of the element 7 in
accordance with the technological instruction 73.21.00,
pages 515 to 517.

Turning screw (3) by ±1 turn results in a change in


acceleration time by ∆τ = ±0.2 sec at H = 0 to 3 km.

73.21.00
Page 519
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
518 to 521

Name of work Manpower required


(Manhours)
Adjustment of acceleration in case of in-flight surging
in the range of nG = 80 to 100 % 1.00

Working procedures and technical requirements Further work Check

5. With respect to the initial adjustment performed by the fuel


control unit manufacturer, it is allowed to turn screw (3) max.
2 turns clockwise or counterclockwise.

6. After having completed adjustment using spanner s=10 mm


tighten the nut (2). When tighten the nut (2) hold the screw (3)
in adjusted position by the spanner 4 No. 146-PM 161.

7. Screw the cap nut (1) on and tighten it using spanner


s=10 mm.

8. Secure the element 17 by means of wire dia 0.63 mm and


seal.

9. Enter the adjustment performed, its scope and date into the
log of the adjusted device.

Confirm the entry by the signature of the person in charge.

73.21.00
Page 520
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
518 to 521

Name of work Manpower required


(Manhours)
Adjustment of acceleration in case of in-flight surging
in the range of nG = 80 to 100 % 1.00

Working procedures and technical requirements Further work Check

Control element 17 for acceleration adjustment


Fig. 510

Turning element 17 counterclockwise


Initial setting
Turning element 17 clockwise
−∆τ τ +∆τ
GP

τ
Change in the acceleration characteristics resulting
from adjusting the element 17
Fig. 511

73.21.00
Page 521
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
522 to 523

Name of work Manpower required


(Manhours)
Adjustment in case of slow acceleration above nG = 88 %
1.00

Working procedures and technical requirements Further work Check

CAUTION: THE FOLLOWING PROCEDURE MUST BE See


CARRIED OUT BY QUALIFIED PERSONNEL WITH Page 101
THE ORGANIZATION APPOINTED TO FCU
TECHNICAL SERVICES.

In case of slow generator speed growth above the breaking point


of nG growth rate (above nG = 88 %) at H = 0 to 3 km, adjustment
is performed by means of control element 17, see Fig. 510.

When turning the element 17 clockwise, acceleration is slower


while counterclockwise turning results in steeper acceleration.

See Fig. 511 for changes in the acceleration characteristics


resulting from adjustment by means of the element 17.

Flat pliers Seal N 9910 (or appointed


organization seal)
Spanner 4 No. 146-PM 161
Wire dia 0.63 mm
Spanner s=10 mm
of stainless steel 17 246.4
Pincers
length 250 mm

Test Equipment Tools and Fixtures Consumable Materials

73.21.00
Page 522
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
522 to 523

Name of work Manpower required


(Manhours)
Adjustment in case of slow acceleration above nG = 88 %
1.00

Working procedures and technical requirements Further work Check

Procedure:
1. Using the pliers, remove the seal and locking wire from the
element 17.
2. Using spanner s=10 mm, loosen and unscrew the cap nut (1).
3. Using spanner s=10 mm, loosen the nut (2) to enable turning
the adjusting screw (3) in both directions. When loosing the
nut (2) hold the screw (3) by the spanner 4 No. 146-PM 161
in its initial position.
4. Using spanner 4 No. 146-PM 161 turn the screw (3) CCW at
slow nG growth until the required nG growth will be achieved.
In case of too fast nG growth, turn the screw (3) clockwise.
Turning screw (3) by ±1 turn results in a change in acceleration
time by ∆τ = ±0.2 sec (for H = 0 to 3 km).
5. With respect to the initial adjustment performed by the FCU
manufacturer, the screw (3) is allowed to be turned by max. 2
turns clockwise/counterclockwise.
6. After having completed the adjustment, using spanner
s=10 mm tighten the nut (2). When tighten the nut (2), hold
the screw (3) in adjusted position by the spanner 4
No. 146-PM 161.
7. Screw the cap nut (1) on and tighten it using spanner
s=10 mm.
8. Secure the element 17 by means of wire dia 0.63 mm and
seal.
9. Enter the adjustment performed, its scope and date into the
log of the adjusted device.
Confirm the entry by the signature of the person in charge.

73.21.00
Page 523
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
524 to 527

Name of work Manpower required


(Manhours)
Adjustment of the generator altitude idling speed
1.00

Working procedures and technical requirements Further work Check

CAUTION: THE FOLLOWING PROCEDURE MUST BE See


CARRIED OUT BY QUALIFIED PERSONNEL WITH Page 101
THE ORGANIZATION APPOINTED TO FCU
TECHNICAL SERVICES.

Adjustment of the generator altitude idling speed is performed by


means of control element (in subsequent text - element) 40, see
Fig. 512.

Turning the element 40 clockwise results in increased fuel flow


rate (altitude idling speed is increased) while turning it
counterclockwise leads to decreased fuel supply (altitude idling
speed is decreased).

See Fig. 513 for changes in the characteristics of the generator


altitude idling speed resulting from adjustment by means of
element 40.

Flat pliers Seal N 9910 (or appointed


organization seal)
Pincers
Wire dia 0.63 mm
Spanners s=8; 12 mm
of stainless steel 17 246.4
Spanner 4 No. 146-PM 161
length 200 mm

Test Equipment Tools and Fixtures Consumable Materials

73.21.00
Page 524
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
524 to 527

Name of work Manpower required


(Manhours)
Adjustment of the generator altitude idling speed
1.00

Working procedures and technical requirements Further work Check

Procedure:
1. Using the pliers, remove the seal and locking wire from the
elements 40 and 50.
2. Using spanner s=12 mm, loosen and then unscrew the cap
nut (3).
3. Using spanner s=12 mm, loosen nut (1) so that stop (2) will
be turned in both directions.
When loosening the nut (1), hold the stop (2) in its initial
position using spanner s=8 mm.
4. Using spanner s=8 mm, turn the stop (2) in the required
direction to achieve the prescribed generator altitude idling
speed.
When turning stop (2) clockwise, fuel flow rate is increased
and so does the altitude idling speed while when turning stop
(2) counterclockwise fuel flow rate is decreased and so does
the generator altitude idling speed.
Turning the stop (2) by 1/2 turn results in a change in fuel
flow rate by approximately 12 litres per hour.
5. With respect to the initial adjustment performed by the FCU
manufacturer, it is allowed to turn stop (2) by max. 1/2 turn
clockwise and counterclockwise.
6. After having completed the adjustment, tighten the nut (1)
using spanner s=12 mm. When tightening the nut (1), hold
the stop (2) in the adjusted position by means of spanner s=8
mm.
7. After having completed adjustment according to item 4, it is
necessary to carry out correction by means of the element
50. Correction is carried out in accordance with items 8 to 10.

73.21.00
Page 525
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
524 to 527

Name of work Manpower required


(Manhours)
Adjustment of the generator altitude idling speed
1.00

Working procedures and technical requirements Further work Check

8. Using spanner s=8 mm, loosen the nut (4) so that screw
(5) may be turned in both directions. When loosening the
nut (4), hold the screw (5) in the adjusted position by
means of spanner 4 No. 146-PM 161.
9. Using spanner 4 No. 146-PM 161, turn the screw (5)
through the same angle but in the opposite direction as
was applied to the stop (2) according to item 4.

10. After having completed the correction, tighten the nut (4)
using the spanner s=8 mm while holding the screw (5) in
the adjusted position by means of the spanner 4
No. 146-PM 161.

11. Screw the cap nut (3) on the screw (5) and tighten it using
the spanner s=12 mm.
12. Secure the elements 40 and 50 by means of wire
dia 0.63 mm and seal.

13. Enter the adjustment performed, its magnitude and date


into the log of the adjusted device.

Confirm the entry by the signature of the person in charge.

CAUTION: AFTER HAVING ADJUSTED THE FUEL FLOW


RATE SUPPLY BY MEANS OF THE ELEMENT 40,
ACCELERATION CHARACTERISTICS SHOULD
BE CHECKED ON THE GROUND (H = 0 KM).

FINAL TRIMMING OF ACCELERATION, IF


REQUIRED, TO BE CORRESPONDING IN TIME
TO THE CHARACTERISTICS PRIOR TO THE
ADJUSTMENT, SHOULD BE PERFORMED IN
ACCORDANCE WITH THE TECHNOLOGICAL
INSTRUCTION.

73.21.00
Page 526
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
524 to 527

Name of work Manpower required


(Manhours)
Adjustment of the generator altitude idling speed
1.00

Working procedures and technical requirements Further work Check

Control element 40 for altitude idling speed adjustment


Fig. 512

Turning element 40 counterclockwise


Initial setting
Turning element 40 clockwise

nG

α1 = 0° = const
H
Changes in the characteristics of the altitude idling speed
resulting from adjusting by means of the element 40
Fig. 513

73.21.00
Page 527
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
528 to 533

Name of work Manpower required


(Manhours)
Check on operation of the elastic stop - control element 47
0.70

Working procedures and technical requirements Further work Check

Elastic stop designated as control element (in subsequent text - See


element) 47, see Fig. 514, is used if the maximum contingency Page 101
power rating is necessary.

The conditions for its application are described in the aircraft


flight manual.

If required, check on operation of the elastic stop (in subsequent


test - stop) and its adjustment at the manufacturer’s or in
operation is allowed.

Check on operation of the stop and its adjustment is performed


with the engine at rest.

Aid No. 146-PM 2002 Seal of the personnel of


approved organization
Screwdriver
Wire dia 0.63 mm
Pincers
of stainless steel 17 246.4
Flat pliers
length 150 mm

Test Equipment Tools and Fixtures Consumable Materials

73.21.00
Page 528
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MANUAL PART No. 0982055

M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
528 to 533

Name of work Manpower required


(Manhours)
Check on operation of the elastic stop - control element 47
0.70

Working procedures and technical requirements Further work Check

Procedure:

1. Check whether the nut (4) that serves as a transportation lock


is screwed on the adjustable stop of the max. reverse thrust
rating (8) under the technological stop (7).

If the nut (4) is screwed on the stop (5) (as it is shown in


Fig. 514), it should be screwed off that stop.

NOTE: Nut (4) is set aside or else it may be screwed on the


adjusting screw (8) under the technological stop (7).

2. Using the pliers, remove the seal and locking wire from the
element 47. Using a screwdriver, screw off the seal support
(9) from the stop body (14) and remove the seal (12) and the
washer (13).

3. Force on the control lever in the cockpit as corresponds to


torque Mk = 280 ±35 Ncm (28 ±3.5 kpcm) on the lever (10).
By this torque the sleeve (2) will be shifted over the green
mark on the stop body (14) to bear on the nut (3).

With the element 47 in this position, the main actuating lever


of the FCU may be shifted up to angle α1 = 63° as maximum.

Owing to this intervention, maximum gas generator speed


can be increased by 2.7 to 3.2 %.

Sector 55° to 63° is marked red on the scale (11).