MODEL 400/400A MAINTENANCE MANUAL

List of Effective Pages

CH-SE-SU PAGE DATE
71-LOEP 1 Oct 01/13
71-CONTENTS 1 and 2 Apr 01/09
71-00-00 1 thru 4 Jan 18/02
201 thru 249 Oct 01/13
71-10-00 1 Jan 18/02
201 thru 204 Apr 01/08
71-20-00 201 thru 203 Apr 01/09
71-50-00 201 thru 203 Feb 28/05
71-70-00 201 thru 205 Jan 18/02

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200200200

POWER PLANT - MAINTENANCE PRACTICES

GROUND SAFETY PRECAUTIONS
Extreme caution must be exercised when handling or working on turbine-powered airplanes to avoid injury to
personnel and damage to the engine and property. Areas of extreme danger are the air intake and the exhaust jet
wake (Ref. Figure 201). Ground crew members must be familiar with equipment and proper operating procedures,
including emergency procedures.

AIR INTAKE AREA - ENGINE RUNNING

WARNING: The air intake is capable of generating sufficient suction to pull a person partially into the intake
duct. The danger of this suction cannot be overemphasized. An idling engine has enough
suction to draw eyeglasses, small tools, rags and other small objects into the intake duct.
Beware of engine air intake danger areas (Ref. Figure 201).

EXHAUST JET WAKE AREA

The exhaust jet wake must be approached with extreme caution as extensive damage can be incurred from the high
temperature and high-velocity gases (Ref. Figure 201). At high engine speeds, the jet wake may propel loose dirt,
sizeable stones, sand and debris over a considerable distance. The high temperatures in the wake are sufficient to
deteriorate asphalt. For this reason, concrete is recommended for engine-run-up areas.

WARNING: Occasionally, when a jet engine is started, an accumulation of fuel in the exhaust duct is blown
out of the duct as long streams of flame. Personnel should observe proper fire precautions and
move all flammable material to a safe distance.
Exposure to gases in the jet wake should be avoided. Failure to do so may result in respiratory
irritations and a burning sensation in the eyes. Particular care should be taken to avoid
exposure to gases in confined spaces where the gas concentration may be high. Beware of
engine air intake and exhaust jet wake danger areas (Ref. Figure 201).

COOL DOWN

Work that requires contact with the exhaust duct should not be attempted until the exhaust duct is allowed to cool
for at least one-half hour.

JET FUEL AND LUBRICATING OIL

All jet fuels and many lubricating oils cause irritation and injury to skin. Precautions must be taken to avoid contact.

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Engine Air Intakes and Exhaust Jet Wake Danger Areas

Figure 201

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GROUND SUPPORT EQUIPMENT

a. Lift the engine with the engine sling assembly (1, Chart 1, 71-00-00) (Ref. Figure 202).

b. The engine sling assembly lifts the engine by two forward engine lifting brackets and one rear engine lifting eye.

c. The engine dolly assembly (2, Chart 1, 71-00-00) is used for engine buildup and transport.

d. For engine-to-airframe installation, use a sling with the hoist (3, Chart 1, 71-00-00).

ENGINE OPERATING LIMITATIONS

The engine operating limitations are provided only as a guide and are based on specified sea level and ambient
temperatures (Ref. Chart 201).

CAUTION: Engine limitations must be established for the existing sea level and ambient temperature at the time
performance checks and adjustments are made.

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Ground Support Equipment for Engine

Figure 202

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Chart 201
ENGINE OPERATING LIMITS

OPERATING CONDITION OPERATING LIMITS

(4) N2 (4) N1 (5) OIL OIL

(2) MAX PRESSURE TEMP
THRUST TIME OBSERVED
SETTING LIMIT (4) ITT °C RPM % RPM % PSIG °C

Take-Off (1) 5 Minutes 700 31450 96 16540 104 60 to 83 10 to 121

Maximum Continuous 680 31450 96 16540 104 60 to 83 10 to 121

Continuous

Idle Continuous - 17035 52 - - 40 (MIN) -40 to 121

(MIN) (MIN)
Starting (3) (6) -40 (MIN)

Transient 720 31450 96 16860 106 - (7)

(2 Sec) (13 Sec)

NOTE
1. The total time during which takeoff thrust may be used is limited to 5 minutes; the time limit is to commence
when the thrust lever is first advanced for takeoff thrust.
2. Refer to Figures 203 and 204 for interturbine temperature (ITT) limits. A normal engine start will not exceed
550 °C ITT under typical starting conditions. If starting ITT exceeds 550 °C, the following time limitations apply:
550 °C TO 600 °C..........4 seconds maximum
600 °C TO 700 °C..........2 seconds maximum
3. If the above time limitations are exceeded, refer to the Pratt & Whitney JT15D-5 Maintenance Manual for
inspection procedures. Temperature exceeding 550 °C should be investigated (Ref. Figure 203).
4. N1, N2 and ITT limits are to be established as a function of outside air temperature (OAT) prior to engine run
(Ref. Figures 205 and 206).
5. Normal oil pressure is 60 to 83 psi (4.2 to 5.8 kg/cm2) at N2 speeds above 60%. At speeds below 60% N2,
normal oil pressure is 40 to 60 psi (2.8 to 4.2 kg/cm2)
6. Oil pressure may reach 150 psi (10.5 kg/cm2) during a cold start condition, but must return to the normal range
when normal operating temperatures are reached.
7. Under certain transient conditions of deceleration, the oil temperature may exceed 121 °C. Up to 135 °C is
permitted for up to 15 minutes.
8. Refer to Figures 207 and 208 for low rotor (N1) and high rotor (N2) overspeed limits.

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Overtemperature - Starting Conditions Only

Figure 203

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Overtemperature Limits - All Conditions Except Starting

Figure 204

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N1 RPM Limits (Take-Off Only)

Figure 205

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RK71B
983396AA.AI

Bleed Air Capped Performance Check Curve (N1, N2 and ITT Limits - No Bleed, No Load)
Figure 206

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Low Rotor N1 Overspeed Limits

Figure 207

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High Rotor N2 Overspeed Limits

Figure 208

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ENGINE GROUND OPERATING PROCEDURES

NOTE: The airplane crew must be familiar with equipment and proper operating procedures, including emergency
procedures, and the crew should be qualified to perform engine ground runs.

EXTERIOR INSPECTION

a. Engine air inlet and fan - Check for foreign material and damage.

b. Oil level - Check. Oil inspection door - Secure.

c. Oil leakage - Check.

d. Fuel leakage - Check.

e. Engine exhaust duct - Check for foreign material or damage.

f. Complete the prestart engine run check sheet (Ref. Chart 202).

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Chart 202
PRESTART ENGINE RUN CHECK SHEET
AIRPLANE TEST RECORD AIRPLANE S/N__________________

TITLE DATE DATE DATE DATE

CHECK PRIOR TO
ENGINE RUN MECH INSP MECH INSP MECH INSP MECH INSP
1. Documentation checks:
1) Complete
SCHEDULED INSPECTIONS,
(Ref. Chapter 05-20-01 for RJ-1
and After and Chapter 05-20-02
for RK-1 and After)
2) Open squawks affecting
engine operation or safety are
corrected.

3) Parts removal sheets show

no discrepancies affecting
engine operation or safety.

2. Thrust lever system operates

smoothly and is rigged correctly
(Ref. Chapter 76-10-00,
POWER CONTROLS
ADJUSTMENT/TEST).

NOTE
Confirm that thrust lever
positions correspond to HMU
lever positions.
3. Engine oil quantity and fuel
quantity are adequate.

4. Hydraulic fluid level is

satisfactory.

5. Nose landing gear and main

landing gear tire pressures are
correct.
6. Visual inspections of engines:
1) All accessory equipment is
properly installed.

2) All plumbing and wiring are

properly secured.

3) No engine or airplane fluid

leaks exist.

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Chart 202
PRESTART ENGINE RUN CHECK SHEET (Continued)
AIRPLANE TEST RECORD AIRPLANE S/N__________________

TITLE DATE DATE DATE DATE

CHECK PRIOR TO
ENGINE RUN MECH INSP MECH INSP MECH INSP MECH INSP
4) No damaged parts or part
interferences can be detached.

7. Visual inspection of the

airplane:
1) No unsecured equipment in
the aft compartment. No loose
electrical or plumbing
connections or fuel or hydraulic
fluid leaks.

2) Secure battery connector.

3) No unsecured equipment in
the cockpit or cabin area. Test
Equipment properly isolated
from vibration.
4) Drain and secure all fuel
drains. Check sniffle valves by
pushing and pulling. Check for
leaks at all drains and at the
sniffle valves.

5) Check all fuel tank vents and

secure all fuel filler caps.

8. Complete the following after the

engine and airplane prestart
inspections:
1) Position the airplane into the
prevailing wind and clear of
other airplanes. If a moveable
diffuser or blast deflector is
used, locate the equipment in
line with the exhaust jet.
2) Install main landing gear
wheel chocks.

3) Install airplane-to-earth
ground cable.

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Chart 202
PRESTART ENGINE RUN CHECK SHEET (Continued)
AIRPLANE TEST RECORD AIRPLANE S/N__________________

TITLE DATE DATE DATE DATE

CHECK PRIOR TO
ENGINE RUN MECH INSP MECH INSP MECH INSP MECH INSP
4) Visually inspect run pad and
remove all FOD.

5) Remove all protective

covers.
a) Pitot Tube

b) AOA Probe

c) Wing Edge
d) Antenna

e) Engine Inlet

f) Engine Exhaust
g) Any other protective covers

6) Inspect both engine intakes

for FOD or apparent damage to
inlet or blading.

7) Inspect both engine exhausts

and bypass ducts for damage.
8) Inspect both T1 and T0
sensors and drain lines.

9) Install engine intake screens

if used.

10) Remove all control surface

locks.
11) Check all ground run
support equipment and position
fire extinguisher equipment
nearby.

12) Set parking brakes.

13) Set BATTERY switch to

OFF.
14) Connect APU.

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BEFORE STARTING ENGINES

CAUTION: Before staring engines ensure the landing gear selector handle is down and all three landing gear are
in the down and locked position. Down and locked is defined as full engagement of the downlock
mechanism and the illumination of the three landing gear position indicators.

g. Ensure the Landing Gear Position selector handle is in the DOWN position.

h. Ensure all three landing gear are in the down and locked indicated position.

NOTE: An engine start may be performed using battery or APU; however, use an APU if available.

i. MASTER GEN Switches - NORM

j. GEN RESET Switches - NORM (when the battery is used), OFF (when an APU is used)

k. All ANTI-ICE/DEICE Switches - OFF

l. HEATER Switches - OFF

m. RADIO MASTER Switches - OFF

n. VOLT SEL Switch - BAT

o. BATTERY Switch - ON (check voltmeter - 24 vdc minimum for battery start)

p. Circuit Breakers - All engaged

q. CABIN PRESS Switch - OFF

r. FUEL XFEED Switch - NORM

s. JET PUMP Switches - NORM

t. BOOST PUMP Switches - AUTO

u. IGNITION Switches - STBY

v. All Warning and Indicator Lights - Press to test

w. No. 1 INVERTER Switch - ON

x. No. 2 INVERTER Switch - OFF

y. Thrust Levers - Check for smooth movement and return to CUT OFF. If a new engine was installed or
maintenance was performed on the thrust lever linkage, confirm that the CUT OFF position is also indicated on
the engine.

z. Cabin Altitude Selector - 1,000 feet above field elevation

NOTE: Steps r. and s. are required to prevent over duty cycling of the cabin pressurization system's solenoid valve.

aa. EFC Switches - ON

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STARTING ENGINES - EITHER ENGINE FIRST

NOTE: For Engine Start Procedures, refer to the approved Airplane Flight Manual. Record starting data on the
Engine Run Check Record Sheet in the START CHECK column (Ref. Chart 203).

MOTORING RUN

The following procedure is used to clear the engine whenever it is necessary to remove internally trapped fuel and
vapor or if there is any evidence of a fire within the engine.

a. Thrust lever - CUT OFF

b. IGNITION switch - OFF

c. BOOST PUMP switch - OFF

d. ENG START SELECT switch - L or R

e. ENG START switch - Momentarily press. Press the ENG START DISENGAGE switch before start duration is
exceeded.

NOTE: The starter-generator is limited to three attempted engine starts with one minute rest periods between
attempts. After the third attempt, a one hour rest (cooling) period is required.
CAUTION: If a fire exists and should it persist, as indicated by a sustained high inter turbine temperature, press the
LH or RH ENG FIRE PUSH switch and continue motoring.

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Chart 203
JT15D-5 ENGINE RUN CHECK RECORD SHEET

DATE _______________
AIRPLANE S/N ________ LH ENGINE S/N _____________ RH ENGINE S/N __________________

OPERATOR __________ INSPECTOR ____ START ______________ STOP_______________

OAT ______________ °C PA ________________ ft.

TARGET N1_________% LIMIT N2 ______% LIMIT ITT __________ °C (ALSO RECORD BELOW)
PRESTART CHECK

POWER: APU _______________VDC (28 VDC) BATTERY ___________ VDC (Not Less Than 22 VDC)

LH ENGINE RESIDUAL ITT _____________ °C LH OIL _____________________ °C

RH ENGINE RESIDUAL ITT _____________°C RH OIL _____________________ °C

PRESTART CHECK (see Before Starting Engines)

START CHECK (SEE STARTING ENGINES - EITHER ENGINE FIRST)

ITEM LIMIT LH ENGINE RH ENGINE

LIGHT OFF TIME 10 SEC

MAXIMUM START ITT 550°C

OIL PRESSURE (IDLE) 40 PSI MIN

STARTER CUTOUT N2 35 - 40%

RUN CHECK (SEE NORMAL PERFORMANCE CHECK)

LH ENGINE RH ENGINE
ITEM LIMIT
IDLE TARGET N1% IDLE TARGET N1%

FAN RPM (N1) (%)

TURBINE RPM (N2) (%)

ITT (°C)

FUEL FLOW (PPH)

OIL TEMPERATURE (°C)

OIL PRESSURE (PSI)

ENGINE VIBRATION
SHUTDOWN

LH ENGINE COASTDOWN TIME ________SEC RH ENGINE COASTDOWN ________SEC

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ENGINE SHUTDOWN

a. Place the thrust levers in the IDLE position.

NOTE: Allow the engine to stabilize for one minute at minimum ITT.

b. Place the thrust levers in the CUT OFF position.

c. Turn the ENG EFC switches OFF.

d. Turn the BATTERY switch OFF.

e. Turn the INVERTER switches OFF.

f. Turn the BOOST PUMP switches OFF.

NOTE: During the engine shutdown, ensure the engine decelerates freely.
CAUTION: If there is any evidence of fire in the engine after shutdown, PROCEED IMMEDIATELY as described
under MOTORING RUN procedures.

WINDMILLING ON THE GROUND

While the airplane is unattended, ensure that the intake and exhaust covers are installed to prevent long periods of
windmilling.

ENGINE REMOVAL
NOTE: Removal and installation procedures for the LH engine are shown. Maintenance procedures for the RH
engine are the same as those for the LH except as noted.

a. Close the fuel shutoff valves. Refer to Chapter 28-00-00, FUEL FEED SYSTEM (RJ-1 and After) or Chapter
28-01-00 FUEL SHUTOFF VALVES (RK-1 and After).

b. Remove all electrical power from the airplane and disconnect the battery. Attach caution tags to the battery and
external power connectors to indicate that maintenance is in effect. Refer to Chapter 24-31-00 for battery
location and battery connection removal.

c. Drain the hydraulic reservoir. Refer to Chapter 29-00-00.

d. Remove all cowling sections. Refer to Chapter 71-10-00.

e. Remove the intake duct (1) (Ref. Figure 209).

1. Disconnect the bleed air temperature switch wire (2) from the inlet bleed air valve (located on the lower
forward side of the engine).

2. Remove the inlet bleed air valve (3) from the bleed air duct (15). Refer to Chapter 30-20-00.

3. Remove the ram air duct (4) from the intake duct (1) by loosening the clamp (5).

4. Disconnect the T0 sensor and T1 probe. Refer to the Chapter 71-50-00 ENGINE ELECTRICAL HARNESS
INSTALLATION illustration in the Maintenance Practices section.

5. Remove the intake duct (1) from the engine by removing the bolts (6), washers (7) and nuts (8) (Ref. Figure
209).

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f. Remove the exhaust duct (tailcone assembly) (9) by removing the bolts (10) from the flange on the outer bypass
duct.

g. Identify and disconnect the following electrical wires:

1. Starter-generator electrical wires at the starter-generator terminal block.

2. Firewall connectors at the firewall.

h. Disconnect the following lines and tubing:

1. Fuel supply line.

2. Fuel motive flow line.

3. Fuel EPA return line.

4. Hydraulic suction line.

5. Hydraulic pressure line.

6. Hydraulic case drain.

7. Engine control cable.

8. Bleed air tube outlet and the bleed air tube outlet coupling.

9. Fire extinguishing line if required.

i. Loosen clamps (11 and 5) and slide the ram air duct (4) from the starter-generator.

j. Remove the outboard bleed air components.

1. Remove the couplings (13 and 14) from the bleed air crossover duct (12).

2. Remove the coupling (16) from the bleed air duct (15).

3. Remove the duct with the welded elbow (17 and 18) from the bleed air outlet on the outboard side of the
engine by removing the nuts (19).

k. Remove the inboard bleed air components.

1. Remove the coupling (20) and bleed air tube (21) from the bleed air outlet.

2. Remove the elbow (22) from the bleed air outlet on the inboard side of the engine by removing the nuts (23).

l. Disconnect the engine control cable (24) from the HMU control lever (25) by removing cotter pin (26), nut (27),
washers (28) and bolt (29).

m. Connect the lifting hoist (3, Chart 1, 71-00-00) to the sling (1, Chart 1, 71-00-00) and hoist the engine until the
engine weight is removed from the engine isolators.

NOTE: Refer to Figure 202 for ground support equipment attachment and handling.

n. Remove the cotter pin (30), nut (31), washer (32), bolt (33) and washer (40) from the aft engine isolator (34)
(Ref. Figure 209).

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o. Remove the cotter pins (35), nuts (36), washers (37), bolts (38) and washers (41) from the upper and lower
forward engine isolators (39).

p. Carefully move the engine away from the pylon to disengage the engine isolators from the airplane.

q. Ensure that all electrical connectors, fluid lines and mechanical linkages are clear; then lower the engine onto
an approved maintenance stand (4, Chart 1, 71-00-00).

r. Remove the sling.

ENGINE INSTALLATION

Chart 204
ENGINE TO AIRFRAME INSTALLATION TORQUE VALUES
PRODUCTION ISOLATOR MOUNT NUT ITEM NUMBER TORQUE VALUE
EFFECTIVITY PART NUMBER AND (Ref. Figure 209)
LOCATION
RJ-1 and After; 45AS42002-3 (FWD) 36 290 to 410 in.-lbs
RK-1 thru RK-41 (340 to 470 kg-cm)
45AS42002-1 (AFT) 31 290 to 410 in.-lbs
(340 to 470 kg-cm)
RK-42 thru RK-109, 45AS42002-7 (FWD) 36 440 to 550 in.-lbs
except RK-98 (507 to 634 kg-cm)
45AS42002-5/-13 (AFT) 31 440 to 550 in.-lbs
(507 to 634 kg-cm)
RK-98, RK-110 and After 45AS42002-9 (FWD) 36 400 to 550 in.-lbs
(461 to 634 kg-cm)
45AS42002-11 (AFT) 31 440 to 550 in.-lbs
(507 to 634 kg-cm)

NOTE: Removal and installation procedures for the LH engine are shown. Maintenance procedures for the RH
engine are the same as those for the LH except as noted.

a. Inspect the engine compartment to ensure that the engine mounts and firewall line and tubing connections are
clean and ready for engine installation (Ref. Figure 209).

b. Carefully remove the engine from the maintenance stand and raise the engine into position for installation.
CAUTION: Make certain all ducts, electrical connectors and control cables are guided into position.

c. Align the forward and aft isolators (34 and 39) with the engine mounts and carefully move the engine toward the
pylon to align the mounting holes.
NOTE: Chamfered washers must be installed with the chamfer towards the bolt head.

d. Install the forward upper and lower mount bolts (38), washers (37 and 41) and nuts (36) in order to secure the
forward engine isolators to the forward engine mount.

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1. Insert the bolts (38) through the airplane flanges and into the forward engine isolators (39) from the forward
side of each airplane flange with a chamfered washer (41) under the head of each bolt (38).

2. Install 2 washers (37) on each bolt (38) from the aft side of the airplane flange before securing the bolts (38)
with the nuts (36).

3. Tighten and torque nuts (36) then safety with cotter pins (35). Refer to Chart 204 for torque value.

e. Install the aft mount bolt (33), washers (32 and 40) and nut (31) in order to secure the aft engine isolator to the
aft engine mount.

1. Install the aft mount bolt (33) by placing a chamfered washer (40) under the head of the bolt (33) and
inserting it through the aft engine mount and aft engine isolator (34) from the forward side.

2. Place a washer (32) on the bolt (33) from the aft side of the aft engine mount and secure the bolt (33) with
the nut (31).

3. Tighten and torque nut (31) then safety with cotter pin (30). Refer to Chart 204 for torque value.

f. Connect the engine control cable (24) to the HMU control lever (25) with bolt (29), washers (28), washer (42)
and nut (27). Safety the nut (27) with cotter pin (26). Check rigging per Chapter 76 or 78.

g. Install the ram air duct (4) onto the starter-generator and secure with clamp (11).
NOTE: When installing bleed air elbows, ducts, couplings and clamps, do not tighten couplings and clamps until all
engine bleed air components are fitted together and aligned.

h. Install the inboard bleed air components.

1. Install elbow (22) to the inboard bleed air outlet with a new gasket using nuts (23).

2. Install coupling (20) and bleed air tube (21) to the elbow (22). Refer to Chapter 20-10-06, V-BAND CLAMP
INSTALLATION AND SAFETY WIRE procedure when installing the coupling.

i. Install the outboard bleed air components.

1. Install the duct with the welded elbow (17 and 18) to the outboard bleed air outlet with a new gasket using
the nuts (19) (Ref. Figure 209).

2. Connect duct (15) to duct (17) with coupling (16). Refer to Chapter 20-10-06, V-BAND CLAMP
INSTALLATION AND SAFETY WIRE procedure when installing the coupling.

3. Connect duct (15) to bleed air crossover duct (12) with coupling (14). Refer to Chapter 20-10-06, V-BAND
CLAMP INSTALLATION AND SAFETY WIRE procedure when installing the coupling.

4. Connect bleed air crossover tube (21) to bleed air crossover duct (12) with coupling (13). Refer to Chapter
20-10-06, V-BAND CLAMP INSTALLATION AND SAFETY AIR procedure when installing the coupling.

5. Install the inlet bleed air valve (3) to the bleed air duct (15) with coupling (not shown). Refer to 30-20-00.

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j. Connect the following lines, cables and hoses:

CAUTION: Remove the caps and plugs from the lines. Make certain that any spilled fluids are cleaned up
immediately.

1. Fuel supply line.

2. Fuel motive flow line.

3. Fuel EPA return line.

4. Hydraulic suction line.

5. Hydraulic pressure line.

6. Hydraulic case drain.

7. Engine control cable.

8. Bleed air tube outlet (21) with the pylon bleed air tube outlet coupling. Refer to Chapter 20-10-06, V-BAND
CLAMP INSTALLATION AND SAFETY WIRE procedure when installing the coupling.

9. Fire extinguishing line (if installed).

k. Connect the following electrical wires:

1. Firewall connectors at the firewall.

2. Starter-generator electrical wires at the starter-generator terminal block.

l. Service the hydraulic system. Refer to Chapter 12-10-00, HYDRAULIC PACKAGE SERVICING.
CAUTION: If a replacement engine is installed, ensure that the tail duct assembly matches the N1 rating shown on
the engine data plate (Ref. Chart 205).

m. Install the exhaust duct (9) or thrust reverser (Ref. Chapter 78-30-00) to the rear flange of the outer bypass duct
assembly with the bolts (10) (Ref. Figure 209).
NOTE: The drain line should align under the exhaust duct (9) with the drain port facing aft.

n. Install the intake duct (1).

1. Install the intake duct (1) and jumper wire to the engine and tighten the bolts (6), washers (7) and nuts (8).

2. Install the inlet bleed air valve (3). Refer to Chapter 30-20-00, BLEED AIR VALVE INLET INSTALLATION
procedure.

3. Connect bleed air temperature switch wire (2) at the disconnect between the engine and the intake duct (1).

o. Safety all electrical connectors with safety wire.

p. Install the access door and cowling. Refer to Chapter 71-10-00, ENGINE COWLING INSTALLATION
procedure.

q. Remove the caution tag, connect the battery and restore electrical power to the airplane.

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CAUTION: If a new engine or an engine that has been preserved is installed, ensure that depreservation
procedures are completed. Refer to the Pratt & Whitney JT15D-5 Engine Maintenance Manual for
additional information.

r. Open the fuel shutoff valve. Refer to Chapter 28-00-00, FUEL FEED SYSTEM (RJ-1 and After), or Chapter
28-01-00, FUEL SHUTOFF VALVES (RK-1 and After).

s. Turn the fuel boost pump ON and check engine fuel plumbing for leaks.

t. Verify proper operation of the engine and associated systems. Refer to ENGINE GROUND CHECK
PROCEDURES.

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Engine Installation
Figure 209 (Sheet 1 of 5)

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FIRE WALL
ELECTICAL
CONNECTORS

BLEED AIR
TUBE OUTLET
B ENGINE
CONTROL
CABLE
STARTER-GENERATOR A
ELECTRICAL WIRES
BLEED AIR TUBE
OUTLET COUPLING

DETAIL A
(RJ-1 AND AFTER)

FIRE WALL
ELECTICAL
CONNECTORS

BLEED AIR TUBE

OUTLET COUPLING

STARTER-GENERATOR BLEED AIR

ELECTRICAL WIRES TUBE OUTLET

DETAIL A
(RK-1 AND AFTER)

FUEL EPA RETURN LINE

FUEL MOTIVE FLOW LINE

FUEL SUPPLY LINE

HYDRAULIC PRESSURE LINE

HYDRAULIC SUCTION LINE

HYDRAULIC CASE DRAIN LINE

DETAIL B RK71B
006834AA

Engine Installation
Figure 209 (Sheet 2 of 5)

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Engine Installation
Figure 209 (Sheet 3 of 5)

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Engine Installation
Figure 209 (Sheet 4 of 5)

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Engine Installation
Figure 209 (Sheet 5 of 5)

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ENGINE GROUND CHECK PROCEDURES

ENGINE CALIBRATION
NOTE: Upon initial installation of a new or overhauled engine, a ground calibration run must be performed. This
establishes the installed relationship between N2, T5 and N1.
The curves obtained from the calibration run shall be regarded as MASTERS which must be used to assess
the engine performance for subsequent ground checks.

Perform a ground run for each engine, to obtain calibration curves, as follows:

a. Ensure that all engine instrumentation is functioning correctly and has been accurately calibrated.

b. Ensure that the class of tail duct assembly (cold nozzle) fitted corresponds to the class specified on the engine
data plate or in the engine logbook. Determine which tail duct assembly should be used (Ref. Chart 205).
CAUTION: The tail duct assembly (cold nozzle) must match the N1 rating on the engine data plate.

c. Ensure that all airplane bleed pads and the engine stator anti-ice valves are blocked off with gaskets and covers
or plates (Ref. Figure 210).

d. Position the airplane into the wind.

e. Accomplish a prestart check. Refer to BEFORE STARTING ENGINES under ENGINE GROUND OPERATING
procedure.

f. Using ambient temperature, determine maximum allowable percentage of N1, N2 and ITT (Ref. Figure 206).
Record on Chart 206, JT15D-5 Engine Performance Check, (Bleed Air Capped Off). This percentage N1 is the
target fan speed with the bleed air extraction ports capped off.

g. Perform an engine start. Refer to the approved Airplane Flight Manual.

h. Ensure that all accessory loads are OFF and there is no bleed air from the engine. Physically check to ensure
there are no bleed air leaks.

i. Advance the thrust lever to T.O. with the ENG EFC switch ON and allow engine to stabilize for three minutes.
CAUTION: Observed N2 and T5 values must not exceed the maximum values (Ref. Chart 203).

j. Record N1, N2 and T5 at the five conditions: rated take off, rated take off minus 2, 4, 6 and 10 N1 (Ref. Chart
206).
NOTE: Allow a minimum of three minutes for the engine to stabilize. When setting the engine conditions as required,
move the thrust lever in one direction only. Reduced scatter is preferable to an even spacing of calibration
points on the plot.

k. Shutdown the engine on completion of the calibration run.

l. Plot N2 and T5 against N1 using the data obtained in Step j. (Ref. Figure 211).
NOTE: If, in high or low ambient temperature conditions, it is not possible to plot the final N1 conditions, use the
four usable conditions only.

m. If excessive scatter is apparent upon plotting the data, rerun the discrepant points.

n. Remove the bleed pad insert plates after the data is recorded (Ref. Figure 210).

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Chart 205
TAIL DUCT ASSEMBLIES

TAIL DUCT ASSEMBLY TAIL DUCT ASSEMBLY

N1 ENGINE WITHOUT THRUST ENGINE WITH THRUST
RATING ENGINE DATA PLATE REVERSER REVERSER

94.72 to 95.85% 45A35112-1 225-0016-513

95.86 to 96.41% 45A35112-11 225-0016-515

96.42 to 96.98% 45A35112-21 225-0016-517

NORMAL PERFORMANCE CHECK

a. Perform an engine start.

NOTE: Select bleed air to BOTH and generators ON.

b. Determine takeoff N1 (Ref. Figure 205). Record on Engine Run Check Record Sheet. Refer to Chart 203.

c. Perform the engine run according to Engine Run Check Record Sheet. Record all data.

d. Confirm that the hydraulic pressure indication remains at 1,500 + 50/ - 150 psi (105.5 + 3.5/ - 10.5 kg/cm 2) with
both engines operating at 85% N2 rpm.

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Chart 206
ENGINE PERFORMANCE CHECK

BLEED AIR CAPPED OFF DATE ____________________

AIRPLANE S/N _______________ LH/RH ENGINE S/N _________ (3) NOZZLE CLASS _________

(1) OAT ___________________°C PA _______________________ (4) VWIND _______________ kts

(2) TARGET N1 _____________% LIMIT N2 ________________% LIMIT ITT ________________°C

FUEL TEMP _______________ °C

N1 N1 N2 ITT Wf POIL TOIL VIB OAT

(%) (%) (°C) (PPH) (PSIG) (°C) (°C)

N1 TARGET

N1 TARGET
-2

N1 TARGET
-4
N1 TARGET
-6

N1 TARGET
-10

(1) OAT to be recorded using an externally mounted thermometer shielded from direct sunlight.
(2) Determine TARGET N1, LIMIT N2 and ITT (Ref. Figure 206). Refer to Chart 201 for Start and Operating
Limitations.

(3) Record nozzle class from tailpipe label.

(4) Position airplane into prevailing wind.

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 MODEL 400/400A MAINTENANCE MANUAL

EFC AUTHORITY
NOTE: Select bleed air to OFF or cap off (Ref. Figure 210).

Confirm that the Electronic Fuel Control (EFC) authority is within ± 3% of the N1% value for the prevailing ambient
conditions as follows (Ref. Figure 212):

a. Position the airplane into the wind.

b. Accomplish a prestart check. Refer to EXTERIOR INSPECTION and BEFORE STARTING ENGINES under
ENGINE GROUND OPERATING procedure.

c. Accomplish an engine start. Refer to the approved Airplane Flight Manual.

d. Using ambient temperature, determine the maximum allowable percentage N1 fan speed and the corresponding
N2 and T5 (ITT) limits (Ref. Figure 206).

e. Advance the thrust lever to NORM T.O. and stabilize the engine for one minute.
CAUTION: Do not exceed the maximum values of N2 and T5 (ITT) previously determined (Ref. Figure 206).

f. Record N1% (ENG EFC ON), ambient temperature and barometric pressure.

g. Turn the ENG EFC switch OFF and stabilize the engine for three minutes.

h. Record the indicated N1%.

i. Calculate Psd N1% = N1 (EFC ON) - N1 (EFC OFF) from the values obtained in Steps f. and h.. Compare this
calculated value against the Psd N1% value using the temperature and pressure recorded in Step f. (Ref. Figure
212).
NOTE: Psd is Bypass Static minus inlet total pressure.

j. If the Psd N1% values do not agree within ±

k. 3%, remove the split pin and adjust the pressure regulating valve clockwise on the hydromechanical metering
unit (HMU) to reduce EFC authority and counterclockwise to increase EFC authority (Ref. Figure 213).
NOTE: Adjustment must be carried out with the high (engine) rotor at rest. Total travel for the pressure regulating
valve adjustment is six turns from stop to stop (1/4 turn = 0.75 N1).

l. Repeat Steps b. thru j. until the required EFC authority is obtained.

m. Proceed directly to MINIMUM FUEL FLOW and perform the minimum fuel flow check.

n. Replace and lock the split pin in the pressure regulating valve.

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Capped Off Ports

Figure 210

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Engine Calibration and Performance Check Curve

Figure 211

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This Page Intentionally Left Blank

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Engine Performance Check Limits Determination

Figure 212

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HMU Minimum Fuel Flow Check

Figure 213 (Sheet 1 of 2)

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 MODEL 400/400A MAINTENANCE MANUAL

HMU Minimum Fuel Flow Check

Figure 213 (Sheet 2 of 2)

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 MODEL 400/400A MAINTENANCE MANUAL

MINIMUM FUEL FLOW

Confirm that the minimum fuel flow setting will give an N2 speed within the acceptable range for the particular
pressure altitude as follows (Ref. Figure 214):

NOTE: Turn the CABIN PRESS switch OFF or cap off (Ref. Figure 210).

a. Remove the P3 air tube (5) from the combustion chamber drain valve assembly (6) and the tee fitting (7) (Ref.
Figure 213).

b. Install cap on combustion chamber drain valve nipple (8).

NOTE: The tee fitting (7) on the HMU must remain open to the atmosphere.

c. Position the airplane into the wind.

d. Accomplish a prestart check. Refer to EXTERIOR INSPECTION and BEFORE STARTING ENGINES under
ENGINE GROUND OPERATING procedure.

e. Accomplish an engine start. Refer to the approved Airplane Flight Manual.

f. Turn the ENG EFC switch OFF and allow the engine to stabilize for three minutes.

g. Record N2 and the pressure altitude and compare with Figure 214.

h. Perform engine shutdown. Refer to the approved Airplane Flight Manual.

i. If N2 falls within the acceptable range, proceed to next step. If N2 does not fall within the acceptable range,
replace the HMU. Refer to the Pratt & Whitney JT15D Maintenance Manual.

j. Record the results (Ref. Chart 207).

k. Remove cap from combustion chamber drain valve nipple (8) (Ref. Figure 213).

l. Install P3 air tube (5) between the combustion chamber drain valve assembly (6) and the tee fitting (7).

m. Torque the tubing fittings to 90 to 100 in.-lbs (104 to 115 kg-cm). Install lockwire to fitting nuts.

Chart 207
MINIMUM FUEL FLOW CHECK

L/H Engine N2_________ Press Alt.____________ R/H Engine N2________ Press Alt.____________

NOTE
If idle N2 values do not meet the criteria proceed to Step i. (Ref. Figure 214). After replacement record:

L/H Engine N2_________ Press Alt.____________ R/H Engine N2________ Press Alt.____________

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60

58

56

54

MAXIMUM

52

50

48

46 ACCEPTABLE RANGE

44

42 MINIMUM

40

38

36

34
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000

PRESSURE ALTITUDE (FT) RK71B

024270AA.AI

HMU Fuel Flow Chart

Figure 214 (Sheet 1 of 3)

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 MODEL 400/400A MAINTENANCE MANUAL

62

60

58

56

MAXIMUM
54

52

50
ACCEPTABLE RANGE

48

46

44
MINIMUM

42

40

38

36

0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
PRESSURE ALTITUDE (FT)
RK71B
024269AA.AI

HMU Fuel Flow Chart

Figure 214 (Sheet 2 of 3)

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 MODEL 400/400A MAINTENANCE MANUAL

64

62

60

58

MAXIMUM

56

54

52
ACCEPTABLE RANGE

50

48

46 MINIMUM

44

42

40

38
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000

PRESSURE ALTITUDE (FT) RK71B

024268AA.AI

HMU Fuel Flow Chart

Figure 214 (Sheet 3 of 3)

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THRUST LEVERS AGREEMENT

NOTE: Turn the CABIN PRESS switch to BOTH and the MASTER GEN switch to the ON position.

a. Obtain an N1 setting equal to takeoff power (Ref. Figure 205).

b. Ensure that the thrust levers match within 1/4 knob at takeoff power with the ENG EFC switch ON.

NOTE: The thrust levers check should be made after forward movement only.

ENGINE INSTRUMENT AGREEMENT

NOTE: Turn the CABIN PRESS switch to BOTH and turn the MASTER GEN switch to ON.

a. Obtain an N1 setting equal to takeoff power (Ref. Figure 205).

b. Advance the thrust levers to the N1 obtained in Step a..

c. Turn ENG SYNC switch to FAN.

d. Verify agreement for the following engine instruments:

1. N1 should agree within 0.5%.

2. N2 should agree within 1.5%.

3. Oil pressure should agree within 10 psi (0.7 kg/cm2).

4. Fuel flow should agree within 70 PPH.

ENGINE ACCELERATION CHECK

NOTE: Record the results (Ref. Chart 208).

a. Determine limit N1 as a function of OAT (Ref. Figure 205). The acceleration target N1A = N1 -4%. Start both
engines.

b. The bleed air ports on the test engine should be capped off or all bleed air flows on the test engine should be
OFF. The test engine generator should be OFF and the ignition is to be ON.

c. Confirm that the ENG EFC switch is ON.

d. Stabilize the engine at 52% N2 for a minimum of 2 minutes prior to the acceleration check. Record acceleration
time beginning with the initial thrust lever movement and ending when engine N1 reaches N1A. Advance the
thrust lever smoothly to the maximum stop within one second. Repeat three times. Stall, surges, or flameout
characteristics, to a hazardous degree, should not be present.

CAUTION: Retard the thrust lever immediately when N1 reaches N1A to avoid engine overspeed.

e. Turn the ENG EFC switch OFF.

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f. Stabilize the engine for a minimum of two minutes prior to the acceleration check. Record acceleration time
beginning with initial thrust lever movement and ending when engine N1 reaches N1A. Advance the thrust lever
smoothly to the maximum stop within one second. Repeat three times. Stall, surges, or flameout characteristics,
to a hazardous degree, should not be present.

CAUTION: Retard the thrust lever immediately when N1 reaches N1A to avoid engine overspeed. Maximum
acceleration time allowed, for EFC ON and EFC OFF, is eight seconds.

MAX POWER CHECK IN REVERSION MODE

a. Determine the takeoff % N1 (Ref. Figure 205).

b. Turn the CABIN PRESS switch to BOTH and turn the MASTER GEN switches ON.

c. Confirm that the ENG EFC switch is ON.

d. Advance the thrust lever to obtain limit % N1 as determined by Step a..

e. Turn the ENG EFC switch OFF.

f. Advance the thrust lever to obtain limit % N1 as determined by Step a..

NOTE: The engine should be able to reach limit % N1 with the EFC OFF.

EFC TEST SYSTEM CHECK

a. Set the thrust levers to obtain approximately 66% N2 rpm.

b. Momentarily press the L and R EFC TEST switches. Check for a slight reduction of N2 RPM and an illumination
of the L and R ENG EFC OFF annunciators.

c. Turn the L and R ENG EFC switches OFF, then ON to reset.

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Chart 208
ENGINE ACCELERATION TIME CHECKS

EFC ON AIRPLANE S/N ______________________________

L/H ENGINE S/N _____________________________ R/H ENGINE S/N ____________________________

DATE _____________________________________ DATE _____________________________________

OAT ____________________________________ °C OAT ____________________________________ °C

TARGET N1 _______________________________% TARGET N1 _______________________________%

ACCEL. FROM _________%N2 TO _________%N1 ACCEL. FROM _________%N2 TO _________%N1

ACCEL. TIME (3 CKS.) ACCEL. TIME (3 CKS.)

_______ _______ _______ SECS. _______ _______ _______ SECS.

AVG. ACCEL. TIME _____________________ SECS. AVG. ACCEL. TIME _____________________ SECS.
EFC OFF

L/H ENGINE S/N _____________________________ R/H ENGINE S/N ____________________________

DATE _____________________________________ DATE _____________________________________

OAT ____________________________________ °C OAT ____________________________________ °C

TARGET N1 _______________________________% TARGET N1 _______________________________%

ACCEL. FROM _________%N2 TO _________%N1 ACCEL. FROM _________%N2 TO _________%N1

ACCEL. TIME (3 CKS.) ACCEL. TIME (3 CKS.)
_______ _______ _______ SECS. _______ _______ _______ SECS.

AVG. ACCEL. TIME _____________________ SECS. AVG. ACCEL. TIME _____________________ SECS.

NOTE
Maximum acceleration time allowed for acceleration checks is eight seconds.

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ENGINE BUILDUP
When building up an engine, determine whether the engine will be installed in a left or a right nacelle. The
maintenance procedures are separated; the basic buildup applies to both engines and the peculiar components
buildup applies to each engine individually.

ENGINE BUILDUP PRECAUTIONS

The following installation precautions will not be repeated in the buildup instructions but should be followed
throughout the engine buildup.

a. Take extreme care to prevent dirt, hardware, tools or other foreign material from entering the engine.

b. Do not remove packings and gaskets from their packages until needed for assembly purposes.

c. Clean packings and gaskets prior to installation with dry air under pressure or with clean, lint-free rags. Do not
use solvents.

d. Visually inspect all packings and gaskets for cuts, nicks and other flaws prior to installation. In any case, do not
use packing and gaskets which have been damaged or altered.

e. Lubricate the gaskets, packings and back-up rings with the appropriate system fluid before installation.

f. Handle the fuel and oil lines carefully to avoid denting or scratching them. Be especially careful not to damage
the threads on the fittings and line coupling nuts.

g. Caps should not be removed from the lines until immediately before installation. If the lines are disconnected
for any reason, they should be capped until ready for reconnection. All installed lines, ducts and electrical
connectors that terminate with open ends should be capped or covered in a suitable manner to prevent the
entrance of dirt and foreign objects.

h. Before installing any part, be sure it is thoroughly clean. Brushes used for cleaning should not mar or scratch
the surface.

i. When making fuel and oil connections, apply anti-seize compound (1, Chart 2, 71-00-00) sparingly to male
threads. Do not allow the anti-seize compound to enter into the lines.

j. Do not twist the hose assemblies when installing. The stripe on the sides of the hose will show if any twist exists.
A twisted hose under pressure may fail or loosen.

k. It is important to use the correct size and type of clamps when securing hoses, tubing and wire bundles directly
to the engine or to the engine with brackets. If clamps of insufficient size are tightened excessively, the line may
be damaged and may not be able to slip through the clamps when the engine enlarges because of thermal
expansion. Route and clamp all lines as shown. This will aid in keeping line chafing to a minimum after engine
installation.

l. All electrical bonding, grounded and mating surfaces shall be clean metal surfaces free of anodic films, oxides,
grease, paint or other high resistance films. Whenever paint has been removed to make connections, the
connections other than actual terminal contacts should be refinished to prevent corrosion.

m. Use lockwire to secure bolts and fittings where required.

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BASIC ENGINE BUILDUP

NOTE: The shipping cover plates, caps and plugs should be removed only when ready to install components at the
location.

a. Install the vibration accelerometer. Refer to Chapter 77-31-00, ENGINE VIBRATION ACCELEROMETER
INSTALLATION procedure.

b. Install the fuel flow transmitter. Refer to Chapter 73-30-00, FUEL FLOW TRANSMITTER INSTALLATION
procedure.

c. Install the oil pressure transmitter. Refer to Chapter 79-30-00, OIL PRESSURE TRANSMITTER
INSTALLATION procedure.

d. Install the oil temperature transmitter. Refer to Chapter 79-30-00, OIL TEMPERATURE TRANSMITTER
INSTALLATION procedure.

e. Install the hydraulic pump. Refer to Chapter 29-10-00, HYDRAULIC PUMP INSTALLTION procedure.

f. Install the fire detector sensor cable. Refer to Chapter 26-10-00, FIRE DETECTOR CABLE INSTALLATION
procedure.

g. Install the drain lines and overboard breather line. Refer to Chapter 71-70-00, ENGINE DRAIN LINES
INSTALLATION (RJ-1 AND AFTER; RK-1 THRU RK-18 WITHOUT KIT NO. 128-9001-1 INSTALLED
procedure or ENGINE DRAIN LINES INSTALLATION (RJ-1 AND AFTER; RK-1 THRU RK-18 WITH KIT NO.
128-9001-1 INSTALLED; RK-19 AND AFTER) procedure.

POWER PLANT PECULIAR COMPONENTS BUILDUP

NOTE: Perform the basic engine buildup prior to or concurrent with the peculiar components buildup. Peculiar
components include identical components to the left and right engine, but have peculiar installation.

a. Install the starter-generator. Refer to Chapter 80-10-00, STARTER-GENERATOR INSTALLATION (RJ-1 AND
AFTER; RK-1 THRU RK-23 WITHOUT KIT NO. 128-3004 INSTALLED procedure or STARTER-GENERATOR
INSTALLATION (RJ-1 AND AFTER; RK-1 THRU RK-23 WITH KIT NO. 128-3004 INSTALLED; RK-24 AND
AFTER).

b. Install the fuel lines. Refer to Chapter 73-10-00, FUEL LINES INSTALLATION procedure.

c. Install the bleed air ducts. Refer to ENGINE INSTALLATION.

d. Install the engine electrical harness. Refer to Chapter 71-50-00, ENGINE ELECTRICAL HARNESS
INSTALLATION procedure.

NOTE: The oil filter assembly is supplied with the engine.

e. Install the oil filler neck assembly on the outboard side. Refer to the Pratt & Whitney JT15D-5 Engine
Maintenance Manual.

f. Install the forward and rear isolators on engine. Refer to the appropriate Chapter 71-20-00, ENGINE MOUNTS
- MAINTENANCE PRACTICES.

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ENGINE TEARDOWN
Prior to shipment, the engine should be preserved. For preservation of the engine, refer to the Pratt & Whitney
JT15D-5 Engine Maintenance Manual.

The following maintenance practices describe preparation of the engine for shipment. After the components are
removed, all openings should be covered with a cover plate, cap or plug.

a. Remove the exhaust duct (tailcone assembly). Install the bolts and the lifting bracket to the outer bypass duct.

b. Remove the starter-generator. Install the gasket and shipping cover plate.

c. Remove the fan tach-generator. Install the gasket and shipping cover plate.

d. Remove the turbine tach-generator. Install the gasket and shipping cover plate.

e. Remove the oil temperature transmitter. Install the plug.

f. Remove the oil pressure transmitter. Install the plug.

g. Remove the hydraulic pump. Install the coupling in place of the fuel flow transmitter.

h. Remove the bleed air elbows from the inboard and outboard sides. Install the gaskets and shipping cover plate.

i. Remove the fuel motive line and union from the fuel pump. Remove the fuel feed line and union from the fuel
pump. Install a plug in the fuel pump.

NOTE: On the RH engine only, remove the fuel feed line, elbow and unions from the fuel pump.

j. Remove the fire detection cable, cable supports and support brackets. Refer to Chapter 26-10-00.

k. Remove the drain lines and fittings. Refer to Chapter 71-70-00.

l. Remove the engine electrical harness. Refer to Chapter 71-50-00.

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