PUBL. NO.

IRC21

TROUBLE SHOOTING

HANDBOOK

PROP-JET

ENGINE MODELS

501-013, -013A, -0130

15 NOVEMIUR 1963

Allison

DIVISLON OF GENERAL MOTORS CORPORATIO".

INDIANAPOLIS

.:

INDIANA

Edition 1

1 February 1962

1000

Edition 2

15 November 1963

1200

COMPileD AND PUllISH!D IV ALLISON PUllICATION SUVICU

PREFACE

This Trouble Shooting Handbook is provided to furnish 11 convenient

for locating the cause(s) ot an engine malfunction. The use of
HTip Charts" will help reduce delays and maintenance down-time

and will minimize time lost in changing components which cannot be

applicable to a given problem.

The charts contained herein are designed only to determine the mal

function cause. Refer to the 501-D13 Engine Maintenance Manual,

Publication No. lRC2 for appropriate corrective action,
This handbook is assembled primarily for ground maintenance pere.onnel
and any others concerned with maintenance of the engine .

.:

TABLE OF CONTENTS
Subject
Introduction to Troubl" Shootq
Cbo.rt I

Rpm Stagnation with Low T.!. T.

Cbo.rt 2

Rpm St.,.,aUon with HI,h T, l. T.

10

Cbo.rt 3

Rpm eyc line

12

Cbo.rt 4 - Uaq Prime, Enelne Doe. Not W,hl-otT or LI,ht.-otT Above 3300
Rpm
Cbo.rt 5 Enelne Wihts-oft, Uoq Prime. with Fuel Fne from Eneln"
Tall Pipe
Cbo.rt 8

Enelne Doe. Not LI,ht-oft, U.q Prime, with No Fuel Fo, from
Tall Pipe

Cbo.rt 7 - Ene_ Llaht.-off Above 3300 Rpm with Prime

Chart 8

Low Horsepower (Fi.lel Flow Low)

Cbo.rt 9

Low Horaepower (Fuel Flow High)

Cbo.rt 10

Rpm Cyclln& or No indication

Cbo.rt 11 - Hi,h Horaepower (Fuel Flow RI,hl or Power Lever Advanced

to AHen T.t. T. with Other Enlin".

18

20

24
25
26

Cbo.rt 12

Power Lever Muat Be Retarded to Allen T.l. T. with Other Enelne. 28

Cbo.rt 13

T .1. T. Hl,h, Low, Cycllne or No indication

30

Cbo.rt 14 - Fuel BOOBt Pump Pressure Warnln& W,bt Abnormally On

31

Chart 15

Oil Temperature Out of Limits or No Indication

32

Chart 16

HorsepOwer HI,b, Low, CycUnc or No Indication

33

Cbo.rt 17

Bela Ll,ht OUt (Taxi) or Beta LI,ht On (FIl,ht)

34

Chart 18

Prop Blades Do Not Move Toward Feather On Auto-feather Check

35

Chart 19 .. Prop Blades Do Not Move Toward Feather on Auto-feather Cbeck

36

Chart 20 - Prop Blades Do Not Move Toward Feather on Auto-feather Check

38

TABLE OF CONTENTS (Cont)

CIIa:rt II _ ..et1"" G....

SI) PSI or M......

on

P......" .... Out of Llmltl or Sudd.n SbUt of

40

CIIa:rt 23 R_ell"" G.... 011 Pre........ FluetuatlDf

CIIa:rt

n -

CIIa:rt 24

PU &lid RG 011 Pr.....:... Out of Limit. Slm"ltillleou.ty

LoI. of

_u~lloo

Gear 011 P ....." ... &lid Rpm

4J

44

46

CIIa:rt 26 - Pow... Lever C.....ot be ReU,rded Below Fllchl Idle

48

CIIa:rt 18 - Unable to Sele~t Lo.. Rpm

49

CIIa:rt IT

50.

U.....le to Hold Low Rpm on No. 4 EJ>c1De

GIIar1 28 - No PrIm...,. ....el PIImp Fallu,.. LIcht OurlDf Start

51

CIIa:rt 29 - T.I. T. AboYe LImit. Ourl.nc start

52

Chart 30 - Hlfh T.I. T. at Low Rpm

54

... CIIa:rt 31 : Ex.....I... Z..,1De 011 C.........pt1....

56

Chart 3J HllhS\abllixed T.I. T. at Take-off Power

59

Chart 33 - Low stabUiad T.l. T. at Take-off Power

61

Chart 34 .. Engine Compreaaor Surge

63

Introduction to Trouble Shooting

"Tip Charts It
In preparation of the following H tip charts, l! two basic assumptions are made:
{t} the flight crew has followed the correct operating procedure and (2) the
problem is caused by a single failure or malfunction,
Each chart is organized in five sections; situation~ conditions. cockpit
indications. n:tost probable area. and probable causes,
The Situation is the main point of the problem as I!squawked" by the flight
crew.
The Conditione are the characteristics ot the selected engine operation at
the time ~ation.
The Cockpit Indications are those indications which n:tuet be noted at the
time the situation occurs in order to fully define the problem and thereby make
one specific chart appUcable, These indications are necessary to select the
optimum starting point for trouble shooting.
The Most Probable Area is the area (engine, propeller or aircraft and
QEC) which contain. components most applicable to the problem.
"

The Probable Causes include the components in each area which can possi
bly cause the problem.
Each "tip chart II is applicable to a specific type of problem, There will be
situations encountered for which there is no applicable chart but the methods
and principles used on the Htip charts' 1 are effective in all maintenance problems.
The .1tip chart8 11 will be effective if certain basic rules are observed:
1. Obtain as much information as possible from the flight crew and their
write-up. In many cases this information will define the problem com
pletely and eliminate the need for an engine run-up.

2, Use the "tip chart" a ... check list and follow the numerical Qrder of the
chart down to the Moat Probable Area. Make special note of each
coekpit indication in order to avoid uaing a "tip chart!> which is not
applicable to the problem,
3.

ProcHd to the section under Probable Causee which correeponds to

the area liated under Most Probable Area. On mOlt 01 the "tip charts"
a brief discussion or the cockpit indications i8 included to e~lain the
reasoning ueed in selecting the Most Probable Area, If investigation
ot the most probable area reveals no abnormal conditions. proceed to
the other two areas.

4, When checking a given component. be aure to read all applicable toot

notee.
Aa 118 true with any trouble shooting information, these charts are dependent
upon the engine and aircralt indi.catinc eystems, and therefore caution must be
exerciaed to avoid trouble ahooting difUcuHiea cauaed by lalse indications. In
most casel a false indication may be detected by checki", it against the other
indicationa for that englne. For example. a TIT indiCating aystem malfunction
ahould be euapeeted It the TIT ie bigh, low. or cycling with no change in fuel
flow and/or horaepuwer. In the case of the primary Cuel pump failure light
whlch is used to indicate fuel pump paralleling on a start, the prelsure switch
setting may shift and not energit!:e the light when the pumpI are operatinc in
parallel, the pump pertormance may be Sluggish, or the parallelit\i valve may
mtJfuncHon,

For this reason the Ught may be relied upon only if it comes ON between
2200 and 9000 RPM, definitely indicatinc normal parallel pump operiHion l!
the light is OFF. it may be any one ot the above malfunction.. Similarly, the
fuel boost pump pressure light is reliable only if it is OFF. If the light i8 ON.
indicating that the pressure riee aCTOBS the engine driven boost pump is 'below
the 18 psi lImit, the reason may 'be a pressure switch letting shifL
The {ollowrni abbreviations and symbols are used in the "tip chartl":

T1T
HP
RPM

FIF
PFPF

Turbine Inlet Temperature

To~quemeter Horsepower at 13820 RPM
Reductjon Gear Pinion Shaft Speed
Fuel Manifold Fuel Flow
Primary Fuel Pump -Failure

o to tZOOC
-1000 to 5500 HP
o to 16,000 RPM
500 to 2500 Ib.lhr
Light on when pri
mary pump pres
sure e"ceeds 150
PSI

FBPP

Low Fuel Boost Pump Pressure

ROOP
PUOP LOP
-

Reduction Gear Oil Pres.ure

Power Unit au Pressure
Low Oil Pressure

OIT

OU Inlet Temperature
EOQ
Engine Oil Quantity
Vib - T - Turbine Vibration
Applicable only to
(High Frequency)
operators hBeving
Vib
P - Propeller Vibration vibration moni.toring

I-

Light on below
18 PSI
300 PSI
100 PSI
Light on 'below
(l30 PSI (RG)
(50 PSI (PU)
-50 to 150'C
o to a gal>
o to 5 mils

o to
o to

>

0 to 40 mils
(Low Frequency)
equipment
Indicator Light
Indicating Light ON

Indicator Light OFF

Pointer to Indicate Important Item

Cockpit indicator face showing approximate reading

Chart 1. Trouble Shootln

. l!!!!!In!!!l
2.
3.
,.

1. RPM St.,naU"" WIth

LowT.I.T.

5.

Coekell Inlll tloNl

Below 75O"C

7.

(id

Light ON

PFPF

T.I.T.

6.

Starlin,
Power Lover - START
Prhner ... Ye.

e.

Botwean 3500-&500
And Not Inc.....lq

Ll,htOFF

FBP?

Mo.t Probable Area

9. En,lne
RPM etagna.tion with low T. I. T. IllUggestl the engine i. Iowan power d\Je to
fuel Itar-v.tian.
Probable Cau.le.

10. Enline
,., n.maged Turbtne--It is recommended that a bore.cope inap4'!ction be
made to deter-rome turbine condition beCore fuel system component.
are investigated or changed.
_{b) Temperature Adjustment Box (.tart limit settin, or shift caueing

take condition)

(c) T. D. V.lv~ (motor bindin, in take. mechanical null orifiee ttin, too

lean'
(d) Fuel Control {starting schedule 8hifted lean (U aneroid bellow. (2) rue"l
temperature compensating bellows),
Compre8.0r pres.ure sensing
probe restnction.
---(e) T. D. Control (,tart limit settinl or .hift causinll take condition)

(.0 Fuel Control Cutoff Actuator (partially closed)

-(g) Mamfold Drtp Valve (mechanical blnding or open coil)

{COl'lt)

(h) Low Pressure Fuel Fllter (iced t\ }

H) High Pressure Fuel Filter (iced t\ )
(j) Coordlllator-to-Fuel Control1..inkage (cutoff valve linkage rigging)
(k) Power Unit Wiring Harness RH (lead to drip valve or TD valve)
(1) Power Unit Wi.ring Harnes~ LH {lead to fuel control Shutoff actuator}

11. Propeller
Not applicable
12.. Aireraft

*<..)

QEC (firewall) Fuel Cutoff Valve (partially closed)

*(b) Combustor (abnormal fuel usage. loqae fuel line connection)
*(c) Fuel Heater (iced A or restricted)
* Fuelboost pump pressure warl1lnglight ahCJ;lld be

on~

** Indicated temperature cut back to a'lower value than 830C.

A Not if engine oil temperature is 40 to tOO-C.

." ,

Chart 2. Trouble Shoot

Condm"".

2. Start!".

3. Power Lever - START

4. Primer - Yeo

1. ilpm S",,_tt.on With

High T.I.T.

Cockpltlndlcat!o...
5.

T.LT.

IUdina' 830'C Start

L\lpit ..... Abou

7.

Be_n 3500-&500
And Not Incre...i".

8.

Lipt ON

PFPF

Light OFF

FBPP,

(RPM IBtacnation with high T, t T. aug,elta the engine has been forced into a
compreBSOT stall condition by an explosive light-off or a rich starting fuel
schedule or the encine i8 experiencinl air starvaUon.)

Probable Cause.
10.

Engine
NOTE: An explosive 11ght -oft due to the ule of prime on

--

9.

hot engine can cause rpm .tagnaUon with high T. LT.

(a) Spark lInltero (weak .park cau81.ng more explo.t.e light-ofl)

(bl Speed Senom.e Control (.low actuation of tho 2200 rpm .witch
cau.lna: late and consequently more explosive light-off)
(c) TO Control (malfunction of limiter Ioctor relay ....d . _ t limit
oeUlng hillh)
(d) Temperaturo Adjuotment Box (.t.rt limit ltllljl hlp)
(e) Coordlnllor-lo-Propeller LloIt.... (mi.rlgged or brok~n cau.lng high
hlade angle
(f) Fu.. 1 Control (.tarllng ochedulo .hitted rich: inlet temperature
compenaaUnl bellow.)
(I) Compr....or (011 cooted blade., foreign obj..ct damage)
(conI)

10

...

(h) 5th or 10th Stage Bleed Valves (stuck closed due to oil coking or
broken piston rings)
(1) Turbine (overtemperature or foreign object damage)
(j) AI.. Inlet Obstruction
(k) Speed Sensitive Valve (holding bleed valves closed)
(1) TO Valve (stuck in put position, slow response, mechanical nun
oritice setting too rich)
(m) Ignition Exciter (weak spark causing more explosive light~off)
(n) Power Unit Wiring Harness LH (lead to speed sensitive ,control,
fuel control cutoff actuator J primer system pressure switch)
(0) Primer System Pressure Switch (pressure setting shift causing ex
cessive prime flow)
(p) Power Unit Wiring Harness RH (lead to primer system valve)
(q) Primer System Valve (partially open)
~
(r) Three..Way Elbow Valve (stuck closed valve located at TO valve
bypass)

11. Propelle..

(a)
(b)
(c)

Hydraulic Governor (mechanical failure wrth resultant blade angle

shift from minimum torque position..)
Beta Feedback Shaft or Drive Gear Assembly (mechanical failure
with resultant blade angle shift from minimum torque position.)
Governor Carriage Assembly (mechanical failure with resultant
blade angle shift from minimum torque positlon..)

12. Airc.. att

StaNe.. AI .. Supply (low pressure)
(b) Starter (cutout below 8000 rpm)
(c) Inducer Valve (stuck open on more than one engine)
(d) Air Pressure Regulating Valve (partially closed)
(e) Combustor (ma\functioning)
(f) 14th Stage Check Valve (one valve swck closed on engine supplying
the air)
(gl Aircraft Engine Control Linkage (misrigged causi.ng high propeller
blade angle)
(h) Engine and Inlet Duct Anti-ici.ng (switch or wiring causing open
circuit on more than one engine)

(!) Alrc..aft Deleing (bleed system on)

(j) Firewall Air Shutoff Valve (partially open)

(a)

II

Cockpit Indications
4.

With Rpm

7.

With Rpm

8.

T.I.T.
5.

~}

With Rpm

F/F

HP
6.

Light

orr

FBPP

Over t 15

RPM

NOTE:

Symptoms atlll exist after: (1) Going to SYNC OFF and (2) pulling out the
propeller solenoid valve circuit breaker~

Depending on the rate of cycling the T. t. T. and F IF may be of lesser

magnitude.
'
AIrcraft ruel system.can give an erratic ruel inlet supply but thIS should be
md.icated by FBPP hght nickering.
Most Probable Area
9.

Propeller/Engine

(The propeller hydraulic system may be hunting or the engine fuel system rnay
be unatable*.)

Probable Causes
10.

Engine

(a) T. D. Control (high unbalance voltage~ high gain. erratic variable

phase voltage).
(b) Speed Sensitive Valve (centrllugal weight system hysteresis)
(d Fuel Control (governor spring railure, speed system Shirt)
(cont)

12

(d) T. O. Valve (rupture of regulator valve diaphragm~ erratic

deviation from 400 cycles*. partially seized bearings. mechanical
misalignment of I"eduction gear unit~ erratic open or short in the
geneI"ator damping ciI"cuit*)
(e) Coordinator Control (erratic short in potentiometer. eI"ratic
operation of 65 degI"ee switch).
(n Speed Sensitive Control (erratic operation of; 13000 rpm switch
should not cycle belo... B6S"e power lever position. 9000 rpm switch
cycling causing fuel pump paralleling)
(g) Coordinator-to-Fuel Control Linkage (woI"n rod end or misrigged)
(h) Thermocouple Terminal Block (amplifier circuit leads: touching
together cyling or short to ground cycling).
(1) Temperature Adjustment Box (erratic circuit in the Bias or Slope
potentiometer ,.
(J) Thermocouple Harness (amplifier circuit short-to~ground cycling)*
(k) Coordinator Mounting Bracket (broken)
(1) Power Unit Wiring Harness-LH (erratic circuitry to speed sensitive
control or coordinator switches)*
-RH (erratic circuitry to T. D. valve motor).
(m) Thermocouple (amplifier circuit erratic 8hort~to-ground)*
(n) Fuel Pump Paralleling Valve (mechanical failure resalting in valve
cycling due to vibration)

11.

Temperature Datum System to NULL should stop cycling.

Propeller
(a) Hydraulic Governor (sluggish speed piston or cyclinder, sluggish
distributor element governor piston)
(b) Rotary Actuator (intermittent centering circuits)

12.

Aircraft
(al Aircraft Deice System i~cllng ON and OFF)
(b) Engine and Inlet Duct Anti-icing (cycling ON and OFF)
Aircraft Engine Control Linkage (worn or misrigged)
(d) Prop Rotary Actuator Wiring (cycling)
(e) Combustor (fuel leakage thru check valve)
(f) Regulating Valve ,cyclic leakage)
(c)

13

Chart

1.

4~

Trouble Shooling

Uling Prime Engine Doel Not

Light-ot! at All or Doe. Light
off Above 3300 RPM

2.

3.
4.

Starting
Power Lever START
Primer Seleoted - Y

Cockpit Indications
5,

T.I.T.
6.

No Tor.To Increase

8.

From Ambient

Light OFF

FBPP

Above 2200

RPM
70

"'rM"
V
F/F

Below 500 (Momentary peak of 800- UOO indicated normal prime

was obtained.)
Moat Probable Area
9. Engine

(The cockpit indications showed that the apeed eensitive control and the ignition
re)Q3 functioned properly and that the fuel aupply tbrou,h the fuel control was

norme.l.)

.
Probable Cauaea

10.

Engine
(a)

TemperatuN Datum Valve (null orifice adjustment)

Spar~ Ignitero (weak Or nO spark)
(c J Manifold Drip Valve (sticking open indicated by fuel spewing (rom
overboard drain)
(d) Fuel Nozzles (o.bnormal apray pattern.
(e) Ignition EXCiter (weak or no spark)

(0 Spark Igniter Lead (opeQ circuit or short to ground)

(b)

(cont)

14

11. Propeller

Nat applicable
12. Aircraft

Not apphcable

15

...

Chart 5.

Trouble: ShOOting'

Situation

Conditions

Engine Does Not Light -ort

Using Prime With Fuel Fog
From Engine Tail Pipe

I.

2,
3.
4.

Starting
Power Lever START
Primer Sele<::ted .. Yes

Cockpit Indications

5.

ni
V

No T. 1. T. Increase
From Ambient

\..)I

9.

'Il(?)""
r(F

Light OFF

FBPP

Above 2200

RPM
7.

See Below*

PFPF

~T.
6.

8.

Below 500 (Did not peak to 800 ... 1200 indicating tha.t normal
prime was not obtained. )

Most Probable Area

10. Engine
(The cockpit indications show that either the engine fuel system or the ignition
system ha.s malfunctioned.)
Probable Causes

11.

Engine
(a) Speed Sensitive Control (9000-RPM switch open or setting shifted)*
(b) Ignition Relay (open ooU)'
(d Primer Fuel Pressure Switch (electrical discontinuity. pressure
calibration shift)
(d) Primer Valve (electrical discontinuity. plunger stuck closed)
(e) Relay Box - Engine Primer Control Relay (open coil, stuck de-ener
gized position)
(f) Power Unit Wiring Harness LH (speed control lead open, pressure
switch lead open,. ignition relay lead open*) RH (primer valve lead
>

open)

(g)

Fuel Cutoff (mechanical shutoff valve sticking partially closed)

"Not applicable If the PFPF light ill ON.

(oont)

16

12.

Propeller
Not Applicable

13. Aircraft
(a) Primer Control Relay (open clrcuit)
(b) Primer Switch and Wiring (open circuit)
(c) Flowmeter (internal restriction reducing fuel supply to the fuel nozzles)

17

Cbart 6. Trouble Shooting

Sttuatlon
I. Enpne Doe. Not Light-off
U.lng Prime With No Foel
Fog From Enjine Taliplpe

2. starting
3. Po....r Lever - START
4. Primer Selected - Yes

Coc:lcplt Indlcatl.....
5.

0
~

NoT.l.T.lncreaa.

S.

6.

7.

-c:r
F/F

See below.

PFPF

From Ambient

T.LT.

9.
Above 2200

Light OFF

FBPP

BelOW 500 (Dld not peak to 800-1200 Indicatln, thet normal

prime was not obtained. )

Most Probable Area

10. Engine
(The cockpit indication. ahow a fuel iIIy.tern maIfl.lnction.)
P rob_hIe Cauaea
11.

Engine
{a} Speed Sensitive Control (2200 RPM .wltch sticking or .ottlng .hifted).
(b) Fuel Pump (main 'heft faUure"'
(c) Fuel Control Cutoff Actuator (electrical malfunction in cla-ed po.ltlon)
(d) Coordinator-ta-Fuel Control Linkage (rod end faUure)
(e) Power Unit Wiring Harne.s LH (speed control lead open, fuel control
cutoff-leed open)
(t) Fu.el Control (mechanl(!al shutoff valve sUcking closed)

"Not applicable if the PFPF I1ght Ia ON.

"FBPP .hould be ON.
12.

Propeller
Not Applicable

(cont)

18.

13.

Aircraft
(a)
(b)

Fuel and Ignition Switch and WIring (closed circuit)*

Feather Button and Wiring (closed cIrcuit).

*Not applicable if the PFPF light is ON.

19

.:

Cbart 7. T ......ble

~
1.

s.

J.JcbW- A _ , _
RPM 'Oalatl Prima.

EIlfIne

<3

..

No T. I. T. mere...

T.L.T.
I.

2.
I.
4.

7.tL~
I'll'

F..- Ambient UaW

3300 RPM

0 ..

A_

IIal'tiItC
Power lA..,r - STAItT
Primer S._ted Y.a

"*

J..IIht ON ( - 7 - 0".
Until En....

J.JcbW-off)

P1"PP'

A _ 3300

9.

IJcbt OPT

JI'I!Ipp

Below 500 (DId not puk tD 100-1100 at ""'""" 2100 RPM

mdla_tIDe tbat

..........u

__ not IIbtaJae4.. I

MOilt P _ Afta
10. EnIIM
{lAte ....... upt _ _ _te _
_ 4 ....._
, , _ I arich . .ttIq IIhIft

..... primer ~.m ~. I

'
P_IotCa__

11.

EIlfIne

(al 9pHd _ W n COIIlrol (.witeh -latl .111111.

(bl Primer " ..I P ......... 8_1i (e_trlllal dlIIeontlllul.t:r. p...........
eal1bretiaa .blft) ,

-_I

(c) Primer V.",. (elAlctl'llcal~. plllnpr _tuck el_4)

hI) ltalot)' B..... Ilftllzut Primer COlIt....lltala7 (_a cotJ. 0I1ICJr, '" de

....rlUl... pMtu.n)

(.) P_r UIlU Wltiqlta.-. . 1.lI (p.........._ _ _Ill lUI

(primal' _
"U PrPP upt 0...".. CRt at tba tim. til
that tba opee4 ....Wn e _ l l e not

20

uatot- UId tba IU'M Ie bIth 11 mdlaa_

fIIIIctIoIdnc at _

correct RPM.

13. Alrcnatt
(al Alrcnatt Primer Control Rei1.7 (open circuit)
(b) Alrcnatt Primer Swllch &Ad Wirln( (open circuit)

21

Chart 8.

Trouble Shooting

2. Takeoff or Climb or Cruise

Power Lever" Per Condition

Low"Horlepower (F/F Low)

3~

4.

"0

"0,

CockpIt Indication,

6.

"'Normal

T.I.T.

5.

HP

Normal

RPM

>TakeoCf (At Least 300

Low)
Cl1mb .. Crut.e !at
Leut 150 Low)

7.

'0

Low

FIF

"'A" compared to other engines

Moat Probable Area
S.

Enp"

(Low F/F and HP willi normal T.I. T. indicate. I...a _ normal aU- flow to Ihe
Wrblne. )

Probable Cau.ee

9. E"lIIn"
!a) Compraor (F. O. D. dirty, rubbed, Called)
(1)) Speed Sen.itt". Valve (air Input ho , failed bearlnJ., _heared shatt)
Lo.. of approx. 1300 hp.
(c) Anti-icing Solenoid Valve (valve malfunction, eticki.ng solenoid. open
circuit) Lo. . of appro". 140 hp.
(II) 5111 .. 10111 5t.... Bleed Valve. (broken hoa., awclt openl-one 5th
.t. .,,-Io of approx. 85 hp. One 10111 -lOll" - 10. . of appro". 330
hp.
I.) Inlet Obstruction

Ul Anti-Icing Air Valve (otlcldn. pis_) Lou of approx. 70 hp.

I.) 14th 5lOlle Compr. ...,r Bleed Valve (contaminated with walnut 1Iul1.,

sUcltl",) Lou of approx. 425 hp.

(h) Compressor Bleell Valv" Control Valve (.UcltlnJ)
10.

Propeller
(a) Not applicable

(cont)
22

11.

Aircraft
(a} Aircraft De-lee System (system operating indicated by leading edge
wing overheat warning light)
(b) Inducer Valve (sticking p~ate valve. faulty clutch, planet gears torn up)
Loss of approx. 130 hp. -:'
(c) inlet Duct Anti-icing (sol~noid valve failure) Loss of approx. 2~.? hp. '-,

23

Chart 9.

Trouble Shooting

Situation
1.

Condition.

Low Hor..,_r lFIF High)

2.

3.

.." 0

Talce-olI". Climb or Crulee

Powe. Lever - Per Conditton

Cockpit Indication.

lIN

7."EJ

T.l.T.

*High

FlY

Talceott (At Leut

350 Lo",) Climb &.
Crui"" (At Le. . t
150 Low)

B.

Polbly Above 2. 5 m.!l.

VlBR-T

RPM
-Aa compared to other engines
M04It Probable Area
9. Engine
Low HP and high F/F with normal T. I. T. lndlcatea a decreue in turbine
efficiency or combustion .ection damage.

Probable Cause.
10.

EngIne
(a) Investigate following areas with Borescope, Retere!lce Maintenance
Manual, 12-1 .. () Maintenance Practices. paragraph 1. A.
(I) TUrbine Blade. (Y.

O. D. eroded)

(2) Combustion Uners (over1emperature damalle)

l31 TUrbine Vanea (F.O.D. eroded)

I!. Propeller
Not Applicable

12. Aircraft
Not Applicable

1. RPM

4.

0'

Cockpit lndications

6"8
cr

*Normal

T.I.T.

5.

(}

Cycling Over 75 or
Reads Zero

RPM

*Normal

7.

HP

*Normal

FIF

*As compared to othe r engines

Most Probable Area
8. Aircraft
(Cycling RPM with 00 change io HP. FiF. or T.l. T, indicates propeller opera
tion w as normal and that the indicating system has malfunctioned, )

Probable Causes

---

9, Engme

(a) Reduction Gear Tachometer Drive (drive spline wear, drive gear or
bearing damage)

10. Propeller
:Sot Applicable

11.

Aircraft
(a)
{bl

Tach Generator (shaft failure. open \J{indings)

Tach Indicator (mechanical binding, eleclnca.l malfunction)

25

Chart 11. Trouble Shooting

Situation
1.

High Hors..po.....r (F IF High)

2.

Cruiaf!

3.

Power Lever - Set to Crulse T. I. T.

or P()1IJ'er Lever Advanced to

AUgn T.!. T.... ith other Engines

Cockpit Indications

.. "0'

Normal'"

7.

"r'\'"
'<.)

T.I.T.

F/F
Hu incre.....d 100 HP 8.
or more per T. L T.
during engine TOO per
engine performance
ehut

'"c!)'

High. (corresponde to
HP)
Below

2~

5 mils

VIBRT

Normal

6.

RPM

...

compared. to other en,ines

MOIl!' Prob&ble Area

9.

Engln..

H1gh hor.epawer and hiF,t fuel now with normal indicated turbine inlet temper
.tun tluggeets a f.ae T. I. T. l!Iipal from the temperature Buaing ayetem z to
both....rnpUfier and indicator.

Probable Cauaes

1Il.

Engln"
(a' Thermocouple. (detective thermocouples)
(b) Tbermoeouple Harne (.hort to ground or 1008" connections on indi
cator aide)
(e) Thermocouple Harne Terminal Block (ahort to groond or loolJe con
nection. on indicator alde)
NOTE: See MaInt""""ce M_I Sect!.... 71-11-0 and 77-11-1 Maint..nanc..
Practlc, lDapeclion/Cbeck, for 1.....atlptIOli procedur... for &bon

caue.tI.

(eont)
26

..

11.

Propeller
(a) Not applicable

12.

Aircraft
(a) T, I. T. Indicator (internal malfunction, loose harness connection)
(b) Terminal Block to T. 1. T. Indicator Harness (short to ground, loose
connection)
NOTE: If investigation of all the above causes does not reveal the source
of the problem it is possible that the thermocouples have'experi
enced a shift in calibration due to temperature damage. If this is
suspected replace all thermocouples.

27

Condition.

Situation
2~

1. Power t...ver Must Be Retarded

To Allgn T.!. T. With Other

Eqlneo.

Cruiae

3. Power Lever - Set to Cruie. T. I. T.

COCkpit Indlco.UOM

"'1'""\'
4.

'<...I

"'1'""\'"
Set with power lever

7.

5.

"'0'
HP

Per T.I. T.

FIF

T.I.T.
Hu Incr....ed 100 HP

B.

'c)'

or more durin. engine

TOO per engine per

formance chart

Below 2. 5 mila

VlBR-T

6.
RPM
As compared to other en,inti.

Most Probable Area

9.

Engine

If the power lner muet be retarded to schedule T. t. T. to the other engine.,

. there i8 malfunction in the electronic fuel Iyetern or the power lever ia mil
rilfre d
.
Probable Cause.

10.

Enlline
(.) Thermocouples (open junctions on control aide)
(b) Thermocouple Harneahort to around in both chromel and alumel
(c)

circuits or loeae connectiona 011 control lide'

Thermocouple Harne Terminal Block (ahort to ground in both
chromel and alumel circuit, or 1001. connection. on control aide)

JfOTJ:: See Mo.Inten""". Manu,,1 Secll""" 77-11-0 IIIId 77-11-1 Mo.Inten

"""e Practices. tnopectlon./Ch.ck for _ tll.tlen procedure

for aboYe em.e".

(conll

(dl
(el

T. D. Control (maladjusted o~ internal malfunction)'

Coordinator {malfunction or misriggedl

11. Propeller
(al

Not Applicable

12. Aircraft
(al Terminal Block to T. 1. T. Control Harness (short to ground on both
chromel and alumel circuits, loose connections)
NOTE: If investigation of all the above does not reveal the source of the
problem it is recommended that all thermocouples be replaced.

29

Chart 13.

1.

Trouble Shooting

T.I. T. HlIfh, Low, Cycling

or No Indication

2.

General

Cockpit Indicationa
3.

T.I.T.
4.

High, Low, Cycling or No lndt

cation

~.

.. Norrn.al

6.

G)

.. Normal

RPM

HP

GOO

.. Normal

F/F

.. As compared to oilier engines

Most Probable Area

7.

Aircraft

Probable Causes
8,

Engine
(a)

(b)

Cd

Thermocouple Terminal Blodt (open circuit. abort to ground)

Thermocouple Harnes. (short to ground, open circuit)
Thermocouple (short to ground. more than three (3) open <;ircuits)

9. Propeller

Not Applicable
10. Aircraft

(al

T, I. T, lndicator (malfunction)

(b) Wiring and Connectors

(c) Turbine Inlet Temperature lndlcator Circuit Breaker (malfunction)

30

Chart 14.

Trouble

Cockpit Indications
Light ON During Start
and During Engine
Operation
FBPP

Most Probable Area

4-.

Aircraft

Probable Causes

5. Engine
{a)

Engine Fuel Pump (boost element drive shaft failure)

(b) Low Pressure Fuel Filter (iced* or contaminated)

6. Propeller
Not Applicable
1. Aircraft
(6-)

(b)
(e)
(d)
(e)

Boost Pump Pressure Switch (pressure setting shift or switch mal

function)
Aircraft Boost Pump (pump "OFF'l or malfunction)
Normal Fuel Shutoff Valve (partially closed)
Emergency Fuel Shutoff Valve (partially closed)
Fuel Heater Uced. *' restricted, overheating fuel)

'* Not Applicable If Engine

Oil Temperature is Aoove 40"C

31

Chart 1S.

Trouble ShooUq

~
1.

Oil Tempera.ture OJt of

2.

Ground or Fllaht Operation

Limit. or No Indication
Cockpit indication.

3.

K:\

V.
OIT

5.

In!llaht - Above 100

- Below 80
On ,round Above 100

Ll,ht OFF

LOP

Moat Probable Area

6.

Aircraft

Probable Causes
7. Engine
Not Applicable
8. Propeller

Not Applicable
9. Aircraft

Cal 011 Cooler Flap Actuator (stuck cloaed)

Inducer Valve (stuck clo.ed)
(c) OU Temperature Sensing Element (malfunction)
(d) 011 Temperature indicator Cmalfunctlon)
Ce) 011 Cooler Inlet Duct Cblocked)

(b)

32

l.

CockEit Indications

~.

C)"
T.LT.

S.

Q'

.. Normal

6.

HPM

High, Low, Cycling 7.

or No Indication

(j'

Normal

Normal

FiF

HP

* As

compared to other engines

8.

9.

Engine
,fa) Phase Detector (cal A or cal-B setting shift, no output)
(b) Horsepower Indlcator (shift in calibration)
(d .Torquemeter Pickup (open cIrcuit pins A-B or C-D)
(d) Torquemeter Shaft Assembly (excessive whip due to out of balance
resulting in rubbed pickup poles)

10.

Propeller
Not applic able

11..

Aircraft

(a) Wiring and Connectors (pickup to phase detector. phase detector to

indicator. power supply)

33

Chart 17.

Trouble Shootin

Beta Light Out (Taxi Range) or

Bela Light On (Flight Range)

2. General

Cockpit Indications
3. Per Conditions
Most Probable Area
4.

Propeller

Probable Causes
5. Engine
(a) Coordinator-to-Propeller Linkage (bolt ttlis&ing. broken rod end.
misrigged)'" +
6. Propeller
(a) Blade Angle (Beta) Switch (misrigged. switch malfunction). +
(b) Brush Block (short to ground)

(cj Electrical Connector or Wiring (short to ground) ...

(d) Advisory Lights Circuit Breaker Out of the Circuit.

7. Aircraft
(a) Aircraft Engine Power Lever Linkage (bolt missing, 'broken rod end,
misrigged)'" +
(b) Beta Light (t.est circuit sWltch malfunction) +
(c) Beta Light Bulb (burned outl ...

NOTE:

... Causes beta light to go out or remain out.

+ Causes beta light to go ON or remain ON.

34

Chart la,

4,".

Trouble

Cockpit Indications
Indicator Llght in Feather Switch OFF

5.

Feather switch pulls ''IN'' when power lever is advanced to TAKEOFF

but light in SWitch does not come ON

6.

Auto Feather Arming Light ON

(If the feather switch pulls "INn but the feather switch light does oot come ON~
the malfunction i6 in the feather pump motor power supply or its control circuit. )

Probable Causes

a,

Engine

9.

Propeller

(a)

Not Applicable

(a) 'lime Delay Relay-Feather (open or malfunction)

10.

Aircraft
Ca)

Feather Pump Motor Circuit Breaker (open)

(b)

Feather Pump Motor Relay (open coil or contacts)

'{d

(d)

Feather Switch Copen circuit to feather pump motor relay)

Feather Pump Motor Power Supply

35

Chart 19.

Trouble Shooting

. Situation
1.

Conditions

2.

Propeller Blades Do Not Move

Toward Feather On Auto

feather Check

Ground Check (Static)

3. Power Lever - TAKEOFF

Cockpit Indications
4. "'. Indicator Light in Feather Switch Off

Feather Switch does not pull "IN" when power lever i8 advBJlced to

5.

TAKEOFF
6,

-:.-

Auto Feather Arming Llght

may be on*

Most Probable Area

7. Aircraft
(Failure of the feather switch to pull "IN'1 suggests a malfunction in the circuit
to the feather switch actuating coil through the auto-feather relay contacts or in
the circuit to the auto feather relay from the auto feather circuit breaker. )

8. Engine
(a) Thrust Sensitive Switch (both micro switches open, connector piru;: or
wiring open)
(b)
9,

Reduction Gear (TSS plunger actuating arm broken)

Propeller

(a) Not Applicable

(coot)

36

10. Aircraft
{a) Auto Feather Circuit Breaker'" (open)
(b) Auto Fea.ther Arming Switch
(c)

Of

(one contact open}

Auto Feather Relay (open) (check auto-feather relays on all engines)

(d) Power Lever Quadrant Switch (malfunction)

(e) Auto Feather lnter~locking Contacts'" (subject engine contact open on
one of other 3 feather switches)
(f) Feather Switch (actuating coil open)

(g) Aircraft Wiring for above components (open or shorted)

.Not Applicable II Auto F'eather Arming Light 1. ON

37

Chart 20. Trouble Shooting

Situation

Conditions

1. Propeller Blades Do Not Move

Toward Feather On Auto-feather
Check

'A

2. Ground Check (Static)

3. Power Lever - TAKEOFF

Cockpit Indications

4.

-y.

Indicator Light in FeatheT Switch ON

5.

..:-

Auto Feather Arming Light ON

(If the feather switch light is ON, the power circuit to the feather pump motor ie
closed and therefore the malfunction is probably in the propeller feather system. )
Probable Causes
7. Engine

(a) Feather Solenoid (winding open. plunger binding. connector pins or

wiring open)
(b) NTS and Feather Solenoid to Propeller Linkage (bolt missing. rod end
worn)
(c) NTS Actuator (bin~ing pivot arm)

8. Propeller
(a) Low Oil Level
(b) Brushes (contaminated or dirty)
(c) NTS - Feather Valve (malfunction)
(d) Feather Pump Motor (malfunction)

(cont)

38

9.

(el

Connector Pins (open)

(0

Regulator Adapter Stop (worn ~ausing out of rig condition)

Aircraft
(a)

Feather Solenoid Relay (open)

(b)

Feather Circuit Breaker (open)

(c)

Wiring (open or shorted)

39

Chart 21.

Trouble Shooting

Situation
1.

Conditions
2.

Reduction Gear Oil Pressure

out of Limits or Sudden Shift
of 30 PSI or More.

Taxi. Take-off, Climb. or Cruise

Cockpit Indications
3.

Q)
RGOP

Low rpm - Below 50

All Other ~ Above 240

Below 130

5.

8'

[)
EOQ

SO - 7S

PUOP

60 - 100

OIT

6.

4.

0.
0

7.

6 - 8 (EOQ below S
indicateB oil leakage or
consumption)
Light may b. ON

LOP
Most Probable Area
8. Engine
The reduction gear has a fixed orifice oil system. The problems described
above are usually caused by a change in the effective orifice or the pump output.
Probable Causes
,9.

Engine
(a) Reduction Gear Oil Pump Assembly (pressure element deteriorated"A
check valve .stuck or restricted 4 )
(b) Reduction Gear Oil Pump Drive Train (bearing or gear failure 4 )
{c} Reduction Gear Internal Oil Passages (blocked. or ruptured. 4 worn
transfer tubes A )
{d, Oil System Air Lock (loosen filter and motor engine 4 )
(e) Reduction Gear Pressure Relief Valve (stuck open 4)

(cont)

40

..

10. Propeller

Not Applicable
11. Aircraft
} Check with direct read1n&
(a) O:U Preure Indicator (malfunction. A)
0.) 011 Pre.INTe TraMmltter (malfunctlon*A)
late at reduction ,ear
pre.lNre !lena. port.
(e) 011 LUw. (coUa_d or reatrlcted")
(d) 011 Tank Pre.lUrloq Val.... (pro.ouro lettinf hl'h* or .tuck do.ed*)
Should

l?e accomp.rued by cornapondinl power unit oil preure

cIwIp.

hilb preall\lre

.:l.low pre.lNr

Chart 22.

Trouble Shooting

1. Reduction Gear all Pressure

2. Taxi, Take -Off, Climb, or Crul. .

Fluctuating

(!\anie Exceed. 40 PSll

Cockpit Indication.
3.

J '

Fluctuating More Than

40 PSI !\anie

8.

ROOP

4.

EJ

6)
EOQ

Stable 50 - 75
7.

PUOP

8.

8 - 8 (EOQ below 5 In

dicatea leakage or con'"

sumption and m.ay cauae
fluctuation)
GO - 100

OIT

5.

I.4ht May Be Fl1ckerln,

C)
LOP

Moat Proo.ble Area

8. Aircraft
Reduction Gear au Preaaure Fluctuation is usually' cauaed by aircraft oil aya..
tern aeration or changes in pu.mp inlet presaure.
Probable Cauaes
9. Enclne
<al Reduction Gear au Pump Asaembly (erratic filter 'bypass valve. pres
aure element deteriorated)
Reduction Gear Presaure ReHef Valve (erratic)

(b)

10. Propeller

Not Applicable

(cont)
42

11. Alrcrait

(a) Reduction Oe.... Oil Pr....ure Indicator (mallllnction) Checlr. with direct
(b) _uction Oear Oil Pre..ure Transmitter
reading goge nt

(mallllnction)

(eJ

Oil Line. (collap.ed or r . .trlcted)

Oil Tank Pre.ourlzation Valve (preure
-ttlnC _ted)

Oil Tank Vent LIne (reotrlcted)

(f)

Enclne Vent LIne (re.trlcted)

(c)
(d)

It)

Pre.oure

fIeruI1ac

RIG preure
eonolng port.

LInea to Tranomltter (reotrlcled or entr_d air)

Chart 23.

Trouble Shooting

Situation
1.

Conditions
2.

Power Unit And Reduction Gear

OU Pressure Out of Limits

Simultaneously

General

Cockpit Indications

6.8.
7.0

Low rpm - Below 50

3. RGOP All Other - Above 240
Below 130

60 - 85

OlT

More Than 5

EOQ

4. () May Be ON
LOP
5.

(2)0

Above 15
PUOP Below 50
Most Probable Area
8. Aircraft

An out-of-limits condition (high or low) on both power Wlit and reduction gear
oil pressure suggests a malfunction of the aircraft oil supply system or the
pressure regulating or indicating systems.
Probable Causes
9,

Engine
Not Applicable

10.

Propeller
Not Applicable

(cont)

44

11.

Aircraft
(a) Oil Tank Preasurizi.n.g: Valve- (restricted or stuck closed)
(b) Oil Tank Vent Lines Rtricted"{preurising valve to engine brther..

engine bre.ther to drain manitold or manitold overboard line)

(e) 011 Tank Shutot! Valve

+ (mal!unction io closed position)

(d) Emer,ency El1jfine Shutdown Reioy + (malfunction reoult!nc in 011 Ihul

011 valve rema1ning clol!led when emergency handle ia

in'

(e) 011 Preur. lndlcal!nc pow.,r Supply

+ (fun blown, uaually

a ,radual d.cre.... to approxlm"tely 130 (RIG) ..nd

~O

r ulls in

(P/U)

(0 Ri,ht H..nd Flr....an Electrical Conneclor + (Pin M circuli abnormal not

op"nInc 011 hutot! valv.)

. biCh pJ'"eesure
+

low preseure

Chart 24,

1,

Trouble Shooting

2.

Loss of Reduction Gear

General

Oil Pressure and RPM

Cockpit Indications

t:""f

3, \l.) *-Normal
T,I.T.

4.

S,

<)

8.

G
IIf

9.8"

(2)

10.8. so to 85

/"""'i".
V-J *Normal

11.

Possible Loss of Indication

necrea.e 10 Zero

OIT

Above 5

EOQ

F/F

7.

50 to 75

PUOP

RPM

6,

Light ON

LOP

12.

Decrease to Zero

Power Lever Per Condition

RGOP

*As compared to other engines

Most Probable Area
13.

14.

Engine

Engine
(a) Reduction Gear Accessory Drive Train Failure (check by removing tach
generator and inspecting drive for rotation when prop is pulled through.

No rotation calls (or reduction gear removal. )

(cont)

46

15. Propeller

Not Applicable
16. Aircraft
Not Applicable

.7

Chart 25.

Trouble Shoohng

1.

Power Lever Can Not

Below Fllght Idle Detent

3.

Power Lever - raised above detent but can not retard

Cockpit Indications

Most Probable Area

4. Propeller
(The solenoid stop assembly is not retracting when energized or it is not being
energized t hrough the aircraft system. )
Probable Causes
5. Engine
(a) Coordinator to Fuel Control Linkage (misrigged, mechanical binding,
or jammed by foreign object)
(b) Coordinator to Prop Linkage (misrigged, mechanical binding, or
jammed by foreign object)
(c)

Coordinator (internal binding)

6. Propeller
(a) Solenoid Stop {misrigged. open circuit. mechanical binding, "should be
able to override wlth 9 to 12 Ibs. pull on power lever}
(b) Condition Control Lever (misrigged. mechanical binding)
(c) Internal Linkage (mechanical binding)
7. Aircraft
(a) Throttle ~uadrant Switch S-16 (misrigged or faulty contacts, 'not
energizing solenoid stop)
(b) Solenoid Stop Circuit Breaker

48

Cbart 21. Tro\lbl. Shootinll

1.

3.0

Tul

2.

Unable To Selecl Low RPM

Cockpit lnd1caUona
0.,.. Not

neer 10 10, 000 RPM When Low 1. Sol.cled

IU'N

Mo.t Probable AI'''

4.

Encin.

(The tvel control ",_rnor .....t .olenold ia nol 'uncUon.IIIC wbon .......,. d or It
I. _ bel", .ner.,..od b,. the alrcraft r...t

.,..1."'. )

Probable C.......

5. E.,.tne
(.)

Fuel Control Lo_RPM Soloclor SOl.....ld

!..,... coli, ",oe_eal _

....)

(bl power Ulltt Wlrlnf lIarne. . RII (low-rpm SOlenold lead open.". Mort to Found)
6. Propoller

Not A""llcabia
7. Aircraft.

1,,1 Lo..-rpm SoIIDOld Circuit Breaker I..,...)

(b) Throttl. Qudranl 1-32* Swltcho. (..,...,

1Ic_ II_ell (..,...)

(c)

RIJ'III &fId/or 1Aft Hand

(d)

Lo..-rpm Seleelor Switch (..... c1rcuitl

~Inf

Oear

(0) Sel. .or Swllch aol",. (open circuit)

(f) Low-rp", Diaarmlnf R.I.,. (open circuli)

'"

Chart 27.

Trouble Shooting

1.

Decreases To 10,000 When Selected But Will !\lot Hold

3.

NOTE:

In this situation it would also be impossible to select low rpm on engines

I. 2, and 3.
Most Probable Area
4. Engine
In this situation the fuel control reset is working correctly but the interlock and
hold circuits on the engine and aircraft are malfunctioning.

Probable Causes
5.

Engine
(a)

Speed Sensitive Control (13, OOO-rpm switch st:1ck open)

6.

Propeller

7,

Aircraft

(a)

Not Applicable

(a)

No.4 Low-rpm Interlock Relay (open coil. open contacts)

(b)

No. 4 Low-rpm Switch Hold Coil (open circuit)

50

Chart 28. Trouble Shooting

-------Condition8

Situation
1.

No Primary Fuel Pump Failure

Light During Starting

. 2.

Starting

Cockpit Indications

3..
No Light B.t....
PFPF
9000 RPM

4..

5.

2200

Power Lever

START

and

Light OFF

FBPP

MOBt Probable Area

6, Engine
1. Engine
(a)

Fuel Filter PreS8ure Switch (setting shift or mechanical blndi.rlg)

(bl Fuel Pump Paralleling Valve' (open coli or mechanical binding)

(c) Encine: Fuel Pump (secondary element drive sheared)

(d) Electrical Harness - RH (parallelq valve lead. or preuure ...itch

lead open)
.Not applicable if fuel pump "bUmp!! can be felt at 9000 rpm

e.

Propeller
(a) Not Applicabl.

9. Aircraft
(a) Advisory Lights Circuit Breaker No. 10 (open)
(b) Primary Fuel Pump Fallure Light (buJ'Md oul or bad connection)

51

"'1'l'''''0;

Cockpit Indications

3.

Above 830C for 8

6.
seconds 01" above 965~

T.I.T.

'. @

Accelerating between

,-,-

7.

PRIME

~
F/F

Selected and obtained

8.

I'~,,,,,,,'
p\} FiT

61[J
,~~

Possibly
above normal

Light cOmes ON between

2200 and 9000 rpm

No light

PFPF

3500 and 10,300

RPM
5.

_~",~"'~d

FBPP
9. Power Lever

START

Most Probable Area

10. Engine
The above cockpit indications suggest an abnormal fuel/air ratio due to a
rich fuel schedule or deficient air flow through the combustion section.
Probable- Causes
11.

Engine
~OTE: If

F/F appears normal during start, fuel system components are

satisfactory.

(a) Fuel control (starting schedule shift, ruptured temperature compensat

ing bellows}
(b) Temperature Datum Control (start limit setting shift high, speed sensi
tive slave relay maUunction)
U
(c) T. D+ Valve (stuck in "put position, slow response, null orifice ad ..
justment too rich)
(d) Temperature Adjustment Box (start limit setting shift high)
(cont)

52

(e)
(0

Compressor (dirty, foreign object damage)

Air Inlet Obstruction
Primer Fuel Pressure Switch (pressure setting shift high causing ex
cessive prime flow)
(h) Primer Vslve (stuck psrtially open)
(i) Three Way Elbow Valve at TO Valve Bypass (stuck closed)
(j) Coordinator to Propeller Linkage (misrigged or broken causing higher
than minimum torque blade angle)
.
(g),

12.

Propeller
(a) Hydraulic Governor (malfunction resulting ilrblade angle above mini
mum torque position)
(b) Beta Feedback Shaft and Drive Gear (malfunction resulting in blade
angle above minimum torque position)
(c) Governor Carriage Assembly (malf~ction resulting in blade angle
above minimum torque position)

13.

Aircraft and QEC

(a)
(b)
(c)
(d)
(e)
(f)

(g)
(h)
(0
(j)

Starter Air Supply (low pressure)

Starter (cutout switch setting shifted low)
Inducer Valve (stuck open)
Air Pressure Regulating Valve (partially closed)
Combustor (no combustion)
~
14th Stage Check Valve (one valve stuck closed on engine supplying
air)
Aircraft Engine Control Linkage (misrigged causing a propeller blade
angle above minimum torque position)
Engine and Inlet Duct Anti-icing (circuit malfunction resulting in air
bleed from engine)
AircraCt Deicing (circuit malfunction resulting in air bleed Crom
engine)
Firewall Air Shutoff Valve (partially closed on engine being started,
partially open on other engines)

53

.:

Chart 30. Trouble Shooting

Conditions

Situation
I.

3.

High T. I. T. at Low RPM

EJ

2.

'00

High'"

6.

Normal'"

7.

T.l. T.
4.

~'
0

5.

Taxi - Low RPM

Cockpit IndiCa~i

~-T

High'"

P08sibly High'" (above

2.5 mils)
Bee (a) under engine

Normal'"

RPM

'" As compared to other engines

NOTE: Check anti-ice system malfunction by selecting anti-ice on other

engmes and comparing T .1. T. and F IF with questionable engine.

Most Probable Area
8. Engine
High Tol.To and F/F at low rpm suggests that the fuel control is forced to a
rich schedule in order to maintain rpm. This could be caused by a 10S8 of
turbine efficiency or a-low air flow through the engine.
Probable Causes
9

Engine
(a) Turbine (mechanical damage or deterioration, this would probably
cause slow acceleration during start)
(b) Inducer Valve (stuck in open position, excessive leakage, faulty
clutch, planet gear damage, valve to motor linkage faulty)
(c) 14th Staoge Compressor Bleed Control Valve (piston binding in closed
position allowing bleed valve to be open after starting)
(d) 14th Stage Compressor Bleed Valve (valve seat damaged and leaking or
piston rings leaking resulting valve being open after starting)
(e) Anti-icing Solenoid Valve (open circuit or valve leaking)
(1) Anti-icing Air Valve (leaking)
(cont)

54

.:

10. Propeller
(a) Not appllcable
11. Aircraft

Ca) Inlet Duct Anti-icing Solenoid Valve" (open circuit or valve leakinr)
(b) Aircraft De-ice System (malfunction resulting is air bleed from
engIne)
.*Thermal indicators should be on

Chart 31. Trouble ShootinC

Situation

Conditions

1. Excessive Engine Oil Consumption

(More than O. 7 gal/hr)

2. General

Cockpit Indications<
3.

6.8.60
7.0

May Be Cycling

OIT

RGOP
4.

<J

Decreasing Or Below 5 gal.

Light May B. FlickerinC

EOQ

LOP

5.0'

50 - 75

PUOP

NOTE:
(l) H oil consumption 1a questionable 8 perform 1S minute engine run at cruise
power and calculate consumption.
Ii. thru f listed under engine are symptoms ot high oil conJruDlption
{ollowed by the probable causes of each symptom.

(2) Items

Most Probable Area

8, Engine

Pz-obable Causes
9.

Engine (Ref.rlo MaIntenance Manual Section 72-0 pag 214-222.)

(a) Oil in Inlet Housing and 5th and 10th Stage Bleed Ducts*(front compres
Bor extension shaft hou.sing O~ring seal malfunction or front compressor
1).
(b)

Leakage at External Engine Oil Seals (prop shaft seal or power unit Or
reduction gear drive pad seal malfunction)

(coot)

56

(c) Oil Inside the Rear Turbine Bearing Support (rear turbine scavenge
pump malfunction. rear turbine bearing seal or rear turbine pump sup
port split Une se...! leakage l
'
(d) -Oil Leakage from Turbine Inlet Casing Bottom Strut(front turbine
scavenge pump or diffuser scavenge pump malfunction. front turbine
bearing seal or inner combustion casing .. turbine front bearing support
split line seal leakage)
(e) Power Section Breather Oil Spew - See 72-0 page 219 (high scavenge
back pressure~ engine oil pump scavenge element malfunct!on.'" mal
function of scavenge relief valve in accessory housing. - inner com
bustion casing - front turbine bearing support~-ring leakage. * front
turbine bearing pressure oil tube leaking in ditfuser# * imler combustion
casing piston rings at diffuser leaking, * front turbine or diffuser scavenge
pump malfunction, * front turbine seal malfunction )
(f)

OU Leakage from Diffuser Side Vents. - Poasible Breather Spew (rear

compressor bearing seal or scavenge pump malfunction)

(g) External Engine Oil Lines and Attaching Components (mechanical

damage or faulty split line seals)
(h) Reduction Gear Scavenge Pumps. (malfunction resulting in reduction

gear filling with oil

(1)

more noticeable during climb or 'descent)

Reduction Gear Oil Pump and Filter Assembly (check valve stuck open
draining tank when engine is shutdown)

(j) Power Section Oil Filter Assembly (filter check valve or bypass valve
stuck Open draining tank when engine is shutdown~ probably visible at
turbine inlet bottom struts)

(k) Power Section Oil Pressure Regulating Valve (stuck open draining tank
when engine is shutdown; probably visible at turbine inlet bottom struts)
(1)

Power Section Oil Pump (scavenge element malfunction resulting in

accessory case filling with oil)
*Heavy maintenance or overhaul required,

(cont)

57

'"

10. Aircraft and <:;lEC

(a) OU Cooler (leaking)

(b) Oil Tank Drain Valve (mechanical damage or shutoff leaking)

(c) Tank Swnp Drain Valve (mechanical damage or shutoff leaking)

(d) Fuel Heate, (leaking)

(e) Oil Lines or Seals (mechanical damage or leakage)

([)

Accessory Oil Cooler (mechanical damage)

(g) Oil Tank (mechanical damage)

(h)

011 Tank Sump (mechanical damage. loose clamp or seal at tank

sump split line)

5a

..

Chart 32,

Trouble Shooting

Situation
2.

l. High Stabilized T. L T. at
Take ~off Power

4.

3.

Cockpit Indications
AHigh

6.

T.LT.

5.

Ground or Air
Power Lever--TAKE-OFF

'Normal

8,

Temperature Trim
Light OFF

RPM
*High

7,

HP

W*High

F/F

*As compared to other engines

Most Probable Area
9,
Engine
Probable Causes
10. Engine
{a) TD Control (slope or biM lJetting incorrect or shift causing Hput!!
condition)
(b) Temperature Adjustment Box (slope or bi"u .etting incorrect Or I!Ihift
causing "put'! condition)
(c) TD Valve (stuck or binding in "put" condition)
(d) Fuel Control (schedule shifted rich)
NOTK Place TD control switch to NULL and advance power lever until
971C or 90 power lever position is attained. It 971C is reached
first select TD control switch to NORMAL. If T. 1. T. is then
below 871 <Ie, the tuel control is rich and Should be replaced.
(e)

Trim SY.!Jtem (it fuel control schedule is .atisfactory)~Ma.ke a complete

trim system check using 6799111 test kit (ret Maintenance Manual,
73-4-0)
(cont)

59

11. Propeller
(a) Not applicable

12. Aircraft

(a) Electt'ical wiring (malfunction in wiring to coordinator, TD valve, or

TD contt'ol)

60

Chart 33.

Trouble Shooting

Situation

1.

Conditions

2. Ground or Air
3. Power Lever---TAKE-OFF

Low Stabilized T.1. T. at

Take-off Power

Cockpit Indications
4.

7.

*Low

T.I.T.
5.

~)

*Low

F/F
8.

"'Low

Light OFF

PFPF

BP

6.

(J0o

*Normal

9.

Light OFF

FBPP

RPM

10.

**Temperature Trim
Light OFF

*As compared to other engines

Most Probable Area
11. Engine
Probable Causes
12.

Engme
(a) TO Control (slope or bias setting incorrect or shift causing "take"
condition)
(b) Temperature Adjustment Box (slope or bias setting incorrect or shift
causing !ltak~!I condition)
(c) TO Valve (stuck or binding in "take" condition)
(d) Fuel Control (schedule shifted lean)
NOTE: Place TO control switch to NULL and advance power lever
until 90 0 power lever is attained. If T. 1. T. is below 9010C,
the fuel control is lean and should be replaced.
(cont)

61

~ Make a
complete trim system check using 6199111 test kit (ref Maintenance
ManuaL 73-4-0)

(e) Trim System (if fuel control schedule is satisfactory)

(f) Speed Sensitive Control (13,000 rpm SWItch malfunction.

The temper

ture trim light must be ON for this condition to exist. **)

13,

Propeller

14.

Aircraft

(a) Not applicable

(a) Electrical Wiring (malfunction in wiring to coordinator, TD valve, or

TD control)

62

34~

Chart

Trouble Shooting

Situation

Conditions

1,

Engine Compressor Surge**

3.

()

Ground or Flight Operation

2,

Cockpit Indications
5.

*High

T.!. T.

..

Q.

Stagnated. Fluctuating,
or Decreasing

RPM

6.

Fluctuating or
Decreasing

HP

Gr
F/F

7.

*Low (May show high If

surge is recogni zee.
before TD Valve CJts
fuel. )

Possibly above :2,5 mils

VIBR-T
*As compared to other engines
Most Probable Area

B,

Engine

Probable Ca.uses

9,

Engine
(a)

Compressor (diI"ty. F.O.D" fa.led)--Check visually at compn~s50r

inlet and through the 5th and lOth stage bleed valves fot' dirty {;Om
pressor or damaged rotor or stator blades, Clean dirty compressor
in accordance with Maintenance Manual Section 72-1-1, 700 series
pages.

(b)

Turbine (overtemperature damage) - Perform borescope inspection

of turbine blades. (Refer to Maintenance Manual Section 72-1-0,
200 series pages,)
k.ont)

63

...

(:::)

Sensitive Valve (malfunction causing bleed valves to remain

(d) Primer Valve (malfunction, stuck open)

CO~ltrol.

(e)

Fuel

Inlet ObslruQtion

{schedule shIfted rich,

Propp~Jer

(a, FlJght Idle Blade Angle Setting (high)

11.

Air:::I'ufr
(a) A:r Ductmg (leakage)
(b)

Inducer VaJve (sticking ptate valve, iaulty clutch, planet gears failed)

(cj

Inlet Duct Anti-lcmg (soienoid valve failed)

'~;;'Engine

compressor surge may be en:::ountered dunng:

{a) Engine sLanmg, downshifting, or upshifting (with bleed air leakage

from eng:ne ctJmpressor)
(b) DeceleratlOt: fr'om Take

~off

to Flight Id:e

(c) Acceleration nE"ar Take~o(f power (riding betd follow~upL

power is

avaHab~e

to support the propeller blade angle.

64

Insufficient

NOTES

NOTES

NOTES