Tfe731 5br LMM

RELEASED FOR THE EXCLUSIVE USE BY: JET MX
LIGHT MAINTENANCE MANUAL

TFE731-5BR (ATA NUMBER 72-02-96)
TEMPORARY REVISION NO. 79-11

TO HOLDERS OF TURBOFAN AIRCRAFT ENGINE LIGHT MAINTENANCE MANUAL 72-02-96, REVISION
11, DATED 11 MAY 2007. THIS TR IS ALSO APPLICABLE TO THE CD-ROM TFE731-5L AND THE CD-
ROM TFE731-5H.
WARNING: READ EACH PAGE CAREFULLY. PUT THE PAGE INTO THE APPLICABLE SECTION AS
SHOWN. THIS TEMPORARY REVISION CAN CONTAIN PAGES THAT REFER TO
DIFFERENT SECTIONS OF THIS CHAPTER. MAKE SURE THAT THE TEMPORARY
REVISION IS CORRECTLY ADDED INTO THE MANUAL. IF YOU DO NOT OBEY THESE
INSTRUCTIONS, THERE IS A RISK THE MAINTENANCE PROCEDURE WILL NOT BE
DONE CORRECTLY.
INSERT THIS PAGE AS THE FIRST PAGE OF THE MANUAL.
Temporary
Revision Applicable Chapter/Section/Subject
Number Number, Page Number
79-11 79-20-10, 203
79-20-11, 207
79-20-11, 209
79-20-11, 210
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PROPERTY OF HONEYWELL INTERNATIONAL INC., ARE PROVIDED IN CONFIDENCE, AND MAY BE
USED BY PERSONS REQUIRED BY FEDERAL AVIATION REGULATION PART 21.50 TO COMPLY
WITH ANY OF THE TERMS OF THESE INSTRUCTIONS. EXCEPT AS SET FORTH ABOVE, NO
PERSON MAY, IN WHOLE OR IN PART, USE, DUPLICATE OR DISCLOSE THIS INFORMATION FOR
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Copyright 2020 Honeywell International Inc. All rights reserved.
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All other marks are owned by their respective companies.
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11, DATED 11 MAY 2007. THIS TR IS ALSO APPLICABLE TO THE CD-ROM TFE731-5L AND THE
CD-ROM TFE731-5H.
DONE CORRECTLY.
Temporary
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INSERT PAGE 1 OF 103 THRU PAGE 3 OF 103 AS THE FIRST PAGES OF THE MANUAL.
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11, DATED 11 MAY 2007. THIS TR IS ALSO APPLICABLE TO THE CD-ROM TFE731-5H AND THE
CD-ROM TFE731-5L.
DONE CORRECTLY.
INSERT PAGE 1 OF 13 THRU 2 OF 13 AS THE FIRST PAGES OF THE MANUAL.
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PCR RTM-0058
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DONE CORRECTLY.
THIS TEMPORARY REVISION REPLACES TR 72-178 AND TR 72-200.
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TEMPORARY REVISION HIGHLIGHTS-1

TO: HOLDERS OF TURBOFAN AIRCRAFT ENGINE LIGHT MAINTENANCE MANUAL 72-02-96,
REVISION 11, DATED MAY 11, 2007. INSERT FACING PAGE 1 OF 4, HIGHLIGHTS. THIS
TR IS ALSO APPLICABLE TO THE CD-ROM TFE731-5L AND THE CD-ROM TFE731-5H.
Reason: To add aircraft application Hawker 850XP to HIGHLIGHTS.
Add the Hawker 850XP aircraft application for engine Part No. 3075160-3/-4,
Model No. TFE731-5BR-1H, as follows:
3075160-3/-4 TFE731-5BR-1H Hawker 800XP/850XP
Honeywell -- Confidential
USED BY PERSONS REQUIRED BY FEDERAL AVIATION REGULATION PART 21.50 TO COMPLY WITH
ANY OF THE TERMS OF THESE INSTRUCTIONS. EXCEPT AS SET FORTH ABOVE, NO PERSON MAY,
IN WHOLE OR IN PART, USE, DUPLICATE OR DISCLOSE THIS INFORMATION FOR ANY PURPOSE
WITHOUT THE PRIOR WRITTEN PERMISSION OF HONEYWELL INTERNATIONAL INC.
72-02-96-HIGHLIGHTS (FAA APPROVED)

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Oct 5/07
E Honeywell International Inc. Do not copy without express permission of Honeywell.
Honeywell International Inc.

111 S. 34th St.
Phoenix, AZ 85034-2802
U.S.A.
CAGE: 99193
Telephone: (800) 601-3099 (U.S.A.)
Telephone: (602) 365-3099 (International)
Web site: http://portal.honeywell.com/wps/portal/aero
TO: HOLDERS OF TURBOFAN AIRCRAFT ENGINE LIGHT MAINTENANCE MANUAL 72-02-96

REVISED NOVEMBER 30, 2006
THIS REVISED PUBLICATION IS ISSUED FOR USE IN SUPPORT OF THE FOLLOWING AIRCRAFT.
ENGINE PART NO. ENGINE MODEL NO. AIRCRAFT APPLICATION

3075330-3/-4/-5 TFE731-5BR-1C Falcon 900B
3075370-2/-3 TFE731-5BR-2C Falcon 20-5
3075160-3/-4 TFE731-5BR-1H Hawker 800XP
REVISION NO. 11 DATED MAY 11, 2007
This is a PARTIAL revision. Pages revised are listed below, together with the Highlights of the revision.
When a change has been made within a section, the entire affected page number block(s) has been
provided. Please remove and discard all of the affected page number block(s) and insert the entire
revised block(s). Record the revision date of the inserted page number block(s) on the Record of
Revisions page. Also remove and discard the yellow Temporary Revision pages for TR’s 72-167
through 72-170 and 73-5, which were incorporated in this revision.
WHEN INSERTING REVISED PAGES, PLEASE USE THE LIST OF EFFECTIVE PAGES IN THIS
REVISION TO ENSURE THAT ONLY CURRENT PAGES ARE RETAINED AND ALL NON-CURRENT
PAGES ARE REMOVED FROM THE PUBLICATION.
HIGHLIGHTS
The following changes were made throughout the manual and are not listed as technical changes.
Changes in terminology, correction of typographical errors, and repagination.
Changed all instances of the word “Bypass” to “By-pass” throughout the manual.
Temporary Revisions 72-167 through 72-170 and 73-5 have been incorporated into this manual. The
subject of each Temporary Revision is listed below.
72-167 To revise Trouble Shooting Procedure 33.
72-168 To add an impending fuel filter by-pass indication check.
72-169 To change Paragraph 20 to Paragraph 21.
72-170 To add a reference for the impending fuel filter by-pass indication check.
73-5 To revise the fuel pump inspection/check procedures.
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Chapter/Section/Pages Description of Change

72-02-96
VOLUME I
Title Page Updated to reflect current revision.
Safety/Warranty/Liability Advisory Reissued to reflect safety/warranty/liability advi-
sory statement is current.
List of Effective Pages Updated to reflect current revision.
Record of Revisions Updated to reflect current revision.
Service Bulletin List Updated service bulletin list.
72-00-00
Engine
Record of Temporary Revisions Added TR’s 72-167 through 72-170.
Trouble Shooting
Table of Contents − Page 5 Incorporated TR 72-170.
Page 162C Incorporated TR 72-167.
Pages 198.52, 198.52A, and Incorporated TR 72-168.
198.52B
Page 198.53 Incorporated TR 72-169.
Inspection/Check
Pages 615 and 616 Updated paragraph references in Table 605.
Page 620 Updated paragraph reference in Table 608.
72-40-00
Combustion Section
72-40-03
Page 205 Updated Step 2.B.(1).
72-60-00
Accessory Drives Section
72-60-02
Page 203 Updated Paragraph 1.B.
Pages 206 and 207 Updated Figure 202 and Key to Figure.
Page 217 Updated Paragraph 1.I.
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Chapter/Section/Pages Description of Change

72-60-03
Page 212 Updated Step 1.B.(3)(f).
72-70-00
By-Pass Section
72-70-03
Page 216A Updated Step 2.A.(2)(c)1 NOTE.
Page 216E Added Step 2.A.(2)(d). Updated step reference in
Step 2.A.(2)(e).
VOLUME II
Title Page Updated to reflect current revision.
73-00-00
Engine Fuel and Control
Record of Temporary Revisions Added TR 73-5.
73-10-04
Page 204 Updated WARNING and Step 2.A.(2)(a)1.
73-21-02
Pages 211 through 214 Incorporated TR 73-5.
79-00-00
Oil
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111 S. 34th St.
U.S.A.
CAGE: 99193
Telephone: (800) 601-3099 (U.S.A.)
VOLUME I
TURBOFAN AIRCRAFT ENGINE
PART NO. MODEL NO.

3075330-3/-4/-5 TFE731-5BR-1C
3075370-2/-3 TFE731-5BR-2C
3075160-3/-4 TFE731-5BR-1H
This document contains technical data and is subject to U.S. export regulations. These commodities,
technology, or software were exported from the United States in accordance with the export
administration regulations. Diversion contrary to U.S. law is prohibited.
ECCN: 9E991 or EAR99, no license required.
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Revised May 11/07

Honeywell − Confidential
PROPERTY OF HONEYWELL INTERNATIONAL INC., ARE PROVIDED IN CONFIDENCE, AND
MAY BE USED BY PERSONS REQUIRED BY FEDERAL AVIATION REGULATION PART 21.50 TO
COMPLY WITH ANY OF THE TERMS OF THESE INSTRUCTIONS. EXCEPT AS SET FORTH
ABOVE, NO PERSON MAY, IN WHOLE OR IN PART, USE, DUPLICATE OR DISCLOSE THIS
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Revised May 11/07

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Copyright − Notice
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SAFETY ADVISORY
WARNING: BEFORE THE MATERIALS CALLED OUT IN THIS PUBLICATION ARE

USED, KNOW THE HANDLING, STORAGE AND DISPOSAL
PRECAUTIONS RECOMMENDED BY THE MANUFACTURER OR
SUPPLIER. FAILURE TO OBEY THE MANUFACTURERS’ OR
SUPPLIERS’ RECOMMENDATIONS CAN RESULT IN PERSONAL
INJURY OR DISEASE.
This publication describes physical and chemical processes which can make it necessary to use chemi-
cals, solvents, paints, and other commercially available materials. The user of this publication must get
the Material Safety Data Sheets (OSHA Form 20 or equivalent) from the manufacturers or suppliers of
the materials to be used. The user must know the manufacturer/supplier data and obey the
procedures, recommendations, warnings and cautions set forth for the safe use, handling, storage, and
disposal of the materials.
WARRANTY/LIABILITY ADVISORY
WARNING: HONEYWELL ASSUMES NO RESPONSIBILITY FOR ANY

HONEYWELL EQUIPMENT WHICH IS NOT MAINTAINED AND/OR
REPAIRED IN ACCORDANCE WITH HONEYWELL’S PUBLISHED
INSTRUCTIONS AND/OR HONEYWELL’S FAA/SFAR 36 REPAIR
AUTHORIZATION. NEITHER DOES HONEYWELL ASSUME
RESPONSIBILITY FOR SPECIAL TOOLS AND TEST EQUIPMENT
FABRICATED BY COMPANIES OTHER THAN HONEYWELL.
INCORRECTLY REPAIRED COMPONENTS CAN AFFECT
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OR TEST EQUIPMENT CAN RESULT IN DAMAGE TO PRODUCT
COMPONENTS OR GIVE UNSATISFACTORY RESULTS.
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List of Effective Pages
CHAPTER/ CHAPTER/
SECTION PAGE DATE SECTION PAGE DATE
Volume I Table of 1 Apr 22/05
Title Page 1 May 11/07 Contents 2 Apr 22/05
2 May 11/07
3 May 11/07 Introduction 1 Nov 30/06
4 May 11/07 2 July 31/95
Safety/ 3 July 31/95
Warranty/ 4 Nov 30/06
Liability 1 May 11/07
5 Nov 26/03
Advisory 2 May 11/07
6 Nov 30/05
List of 7 Nov 30/05
Effective 1 May 11/07 8 Nov 30/05
Pages 2 May 11/07 9 Aug 23/02
10 Nov 26/03
Record of 1 May 11/07 11 Nov 30/06
Revisions 2 Apr 22/05 12 Apr 28/00
13 Nov 30/06
Record of
14 Apr 28/00
Temporary 1 Apr 22/05
Revisions 2 Apr 22/05
Service 1 Nov 30/06

Bulletin 2 Nov 30/05
List 3 Nov 30/05
4 Nov 30/05
5 Nov 30/05
6 Nov 30/05
7 June 9/06
8 Nov 30/05
9 June 9/06
10 May 11/07
11 May 11/07
12 May 11/07
13 May 11/07
14 May 11/07
15 May 11/07
16 June 9/06
List of 1 Apr 22/05

Chapters 2 Apr 22/05
INTRODUCTION − Tab
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RECORD OF REVISIONS
REV ISSUE DATE REV ISSUE DATE
NO. DATE INSERTED BY NO. DATE INSERTED BY
1 Sept 21/92
2 Mar 15/94
3 July 31/95
4 Apr 28/00
5 Aug 23/02
6 Nov 26/03
7 Apr 22/05
8 Nov 30/05
9 June 9/06
10 Nov 30/06
11 May 11/07
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RECORD OF TEMPORARY REVISIONS
CHAP/SEC/ INCORPO-
SUBJ RATED INTO
REV DATE DATE DATE MANUAL BY
NO. PAGE NO. ISSUED INSERTED BY REMOVED BY REV NO.
TR H-1 Oct 5/07 Jun 11/12 H
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SERVICE BULLETIN LIST
NOTE: A date listed in the “Incorp.” column is the latest date this report was revised to
include changes to text/illustrations caused by the Service Bulletin or its revi-
sion. When the words “No Effect” are listed, the Service Bulletin caused no
changes within this report.
Service
Bulletin Incorp. Title
TFE731-72-3001, Apr 28/00 ENGINE − SERVICE LIFE − Service Life Limits of Critical Life
Rev 51 Limited Components
TFE731-72-3219, Apr 28/00 ENGINE − TURBINE SECTION − Identification of LP and HP

Rev 4 Turbine Rotor Assemblies when Blades, Discs or Rotors are
Replaced
TFE731-72-3263, July 31/95 ENGINE − INSPECTION INTERVALS − Establishing Periodic

Rev 14 Inspection Intervals
TFE731-72-3334, July 31/95 ENGINE − COMPRESSOR SECTION − Replacement of No.

Rev 3 3 Compressor Bearing Retainer Nut, Carbon Oil Seal and
Spacer
TFE731-72-3397, Sept 21/92 ENGINE − Initiate Component Maintenance/Modification

Rev 2 Record Card (Card-Log Book)
TFE731-72-3405, No Effect ENGINE − TURBINE SECTION − Replace Shroud Retaining

Rev 4 Sleeve, Part No. 3070023-1 with Part No. 3070023-3 or
3070023-4
TFE731-72-3416, No Effect ENGINE − COMPRESSOR SECTION − Install HP Impeller

Rev 6 Shroud with an Improved Aluminum Abradable Coating
TFE731-72-3420, July 31/95 ENGINE − TURBINE SECTION − Installation of Turbine

Rev 2 Interstage Transition Duct Installed with a Bolted on Engine
Mount
TFE731-72-3421 No Effect ENGINE − COMPRESSOR SECTION − Install LP Compres-

sor Bearing Housing, Part No. 3071691-7 or 3077043-3
TFE731-72-3433, No Effect Convert Engine Model TFE731-5BR-2C to TFE731-5BR-3C

Rev 2 (INACTIVE FOR FURTHER ACCOMPLISHMENT)
TFE731-72-3436, Mar 15/94 ENGINE − BY-PASS SECTION − Install Fan Shaft and Ring
Rev 3 Gear with New Retaining Ring (INACTIVE FOR FURTHER
ACCOMPLISHMENT, REFER TO SB TFE731-72-3465)
TFE731-72-3437, No Effect ENGINE − Convert Engine Model TFE731-5AR to

Rev 3 TFE731-5BR
72-02-96
UP833486
S-B-LIST
Page 1
Nov 30/06

SERVICE BULLETIN LIST (CONT)
Service
TFE731-72-3438, No Effect ENGINE − COMPRESSOR SECTION − Replacement of No.

Rev 2 3 Compressor Bearing Retainer Nut, Part No. 3073533-5, on
Specific Identified Engines
TFE731-72-3439, No Effect ENGINE − TURBINE SECTION − Replace HP Turbine

Rev 1 Nozzle Anti-Rotation Ring, Part No. 3072746-4 with Part No.
3072746-6 or 3072746-8
TFE731-72-3442, Apr 28/00 ENGINE − BY-PASS SECTION − Replace Fan Windage

Rev 1 Baffle Screw, Part No. MS35207-263 with Bolt, Part No.
MS9489-06 (INACTIVE FOR FURTHER ACCOMPLISH-
MENT, REFER TO SB TFE731-72-3464)
TFE731-72-3447, Apr 28/00 ENGINE − ACCESSORY DRIVES − Repair of Accessory

Rev 1 Drive Gearbox Assembly Air-Oil Seals (INACTIVE FOR FUR-
THER ACCOMPLISHMENT)
TFE731-72-3449 No Effect ENGINE − COMPRESSOR SECTION − Install Washers, Part

No. S8154-2P025, on Bolts that Secure HP Shroud to HP
Compressor Diffuser
TFE731-72-3454, Apr 28/00 ENGINE − COMPRESSOR SECTION − Replace Number 4

Rev 3 and 5 HP Rotor Carbon Face Seal and Air-Oil Seal Rotors
(INACTIVE FOR FURTHER ACCOMPLISHMENT, REFER
TO SB TFE731-72-3541)
TFE731-72-3455, Apr 28/00 ENGINE − ACCESSORY DRIVES − Install Packings, Part

Rev 3 No. S9413-036, and Seals, Part No. 3075506-2, on Tower
Shaft Oil Transfer Tube
TFE731-72-3456 No Effect ENGINE − TURBINE SECTION − Replace/Rework Air Seal,

Part No. 3074754-1 to 3074754-2 on Specific Identified
Engines
TFE731-72-3458, Apr 28/00 ENGINE − BY-PASS SECTION − Provide Eddy Current

Rev 11 Inspection Instructions for the Fan Rotor Assembly Disc
Dovetail Slots
TFE731-72-3459, July 31/95 ENGINE − Reference Maintenance Instructions to Maintain

Rev 1 Engine Models TFE731-5AR-3C/-4C and TFE731-5BR-1C/
-2C/-3C (INACTIVE FOR FURTHER ACCOMPLISHMENT)
TFE731-72-3464, No Effect ENGINE − BY-PASS SECTION − Remove Fan Windage

Rev 2 Baffle, Part No. 3075418-1 and Associated Hardware
(INACTIVE FOR FURTHER ACCOMPLISHMENT)
72-02-96
UP833486
S-B-LIST
Page 2
Nov 30/05

Service
TFE731-72-3465, July 31/95 ENGINE − BY-PASS − Install Fan Shaft and Ring Gear with
Rev 1 New Retaining Ring
TFE731-72-3467, July 31/95 ENGINE − BY-PASS SECTION − Inspection of Fan Rotor

Rev 2 Assembly Containing Disc and Hub, Part No. 3074621-1/-3/
3075163-1/-3
TFE731-72-3468, Aug 23/02 ENGINE − BY-PASS SECTION − Replace No. 1 Carbon Face
Rev 3 Seal and Seal Rotor (INACTIVE FOR FURTHER ACCOM-
PLISHMENT)
TFE731-72-3469, Aug 23/02 ENGINE − COMPRESSOR SECTION − Replace No. 3 Car-

Rev 3 bon Face Seal and Seal Rotor (INACTIVE FOR FURTHER
ACCOMPLISHMENT)
TFE731-72-3470, Sept 21/92 ENGINE − Convert Engine Model TFE731-5BR to

Rev 1 TFE731-5AR (INACTIVE FOR FURTHER ACCOMPLISH-
MENT)
TFE731-72-3476, No Effect ENGINE − TURBINE SECTION − Install HP Turbine Piston

Rev 1 Ring Seal, Part No. 3000002-10
TFE731-72-3477 No Effect ENGINE − ACCESSORY DRIVES − Replace Accessory

Drive Gearbox Gasket
TFE731-72-3479, Apr 28/00 ENGINE − Covert Engine Part Numbers 3075150-1/

Rev 4 3075330-2 to 3075330-3 and 3075220-1/3075370-1 to
3075370-2 (INACTIVE FOR FURTHER ACCOMPLISH-
MENT)
TFE731-72-3480 No Effect ENGINE − Incorporation of New Engine Log Book
TFE731-72-3487, Apr 28/00 ENGINE − BY-PASS SECTION − Inspect/Rework Fan Blade

Rev 3
TFE731-72-3488, Apr 28/00 ENGINE − TURBINE SECTION − Provide for Installation of

Rev 3 Different Part Numbered HP Turbine Shroud Segments
TFE731-72-3494, Apr 28/00 ENGINE − TURBINE SECTION − High Pressure Turbine

Rev 8 (HPT) and Low Pressure Turbine (LPT) Blade Hour Tracking
and Turbine Blade Life Limits
TFE731-72-3495, Aug 23/02 ENGINE − BY-PASS SECTION − Install Component Parts to

Rev 4 Prevent Oil Leakage in the No. 1 Oil Seal Region
(INACTIVE FOR FURTHER ACCOMPLISHMENT)
72-02-96
UP833486
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Page 3
Nov 30/05

Service
TFE731-72-3497, No Effect ENGINE − COMPRESSOR SECTION − Install LP Compres-

Rev 2 sor Fourth Stage Stator
TFE731-72-3500 No Effect ENGINE − COMPRESSOR SECTION − Install/Rework Main

Support Frame Assembly That Incorporates Water Wash
Bosses
TFE731-72-3516, No Effect ENGINE − BY-PASS SECTION − Inspect for Suspect

Rev 1 Planet Gear
TFE731-72-3522, No Effect ENGINE − BY-PASS SECTION − Inspect for and Replace

Rev 1 Fan Spinners with Puller Holes in the Attachment Bolt Coun-
terbores (Used for Fan Spinner Removal)
TFE731-72-3523, No Effect ENGINE − COMPRESSOR SECTION − Install LP Fourth

Rev 2 Stage Compressor Rotor Assembly Incorporating a Shoul-
dered Shaft with an Interference Fit
TFE731-72-3525, Apr 28/00 ENGINE − TURBINE SECTION − Replace LP First Stage

Rev 1 Turbine Nozzle Air (A5) Seal, Part No. 3074741-5/-7
(INACTIVE FOR FURTHER ACCOMPLISHMENT, REFER
TO SB TFE731-72-3534)
TFE731-72-3531, Nov 26/03 ENGINE − BY-PASS SECTION − Installation of Fan Blades

Rev 4 and Identification of Fan Rotor Assemblies
TFE731-72-3534, July 31/95 ENGINE − TURBINE SECTION − Install/Rework Low Pres-

Rev 1 sure First Stage Turbine Nozzle Assembly with an Improved
Air (A5) Seal Assembly Installed and Associated Parts
TFE731-72-3537 July 31/95 ENGINE − COMPRESSOR SECTION − Install LP First Stage

Compressor Rotor Assembly Incorporating a Shouldered
Shaft with an Interference Fit
TFE731-72-3539 Apr 28/00 ENGINE − BY-PASS SECTION − Install Fan Spinner, Part
No. 3074623-3 or 3075212-2 (As Applicable)
TFE731-72-3541, Apr 28/00 ENGINE − COMPRESSOR SECTION − Improved No. 4 and

Rev 4 5 Bearing Sump Scavenge
TFE731-72-3542, No Effect ENGINE − COMPRESSOR SECTION − Install LP Second

Rev 2 Stage Compressor (LPC2) Rotor Assembly with Frequency
Inspected Rotor Blades
72-02-96
UP833486
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Page 4
Nov 30/05

Service
TFE731-72-3543 July 31/95 ENGINE − BY-PASS SECTION − Provide a Replacement

Gasket for the Fan By-Pass Vane Assembly Outer Mount Bolt
Holes
TFE731-72-3551 No Effect ENGINE − COMPRESSOR SECTION − Installation of Bolts

(That Do Not Require Lockwire) at the LP Compressor Case
to Main Support Frame and Intermediate Case Assembly
Interface
TFE731-72-3558 Apr 28/00 ENGINE − TURBINE SECTION − Install/Maintain Rear Bear-

ing Support Assembly with a Replaceable Bearing Housing
and Associated Hardware
TFE731-72-3560, No Effect ENGINE − COMPRESSOR SECTION − LP First Stage Com-

Rev 1 pressor Rotor Assembly Blades
TFE731-72-3561, No Effect ENGINE − COMPRESSOR SECTION − LP Second Stage

Rev 2 Compressor (LPC2) Rotor Assembly Blades
TFE731-72-3562, No Effect ENGINE − COMPRESSOR SECTION − LP Third Stage Com-

Rev 1 pressor Rotor Assembly Blades
TFE731-72-3563, No Effect ENGINE − COMPRESSOR SECTION − LP Fourth Stage

Rev 1 Compressor Rotor Assembly Blades
TFE731-72-3564, No Effect ENGINE − Bank/Spare Engine Conversions

Rev 7
TFE731-72-3566, Nov 26/03 ENGINE − Install Alternate Fittings with a Ring Seal
Rev 4
TFE731-72-3571, Apr 28/00 ENGINE − TURBINE SECTION − Inspect/Rework First Stage

Rev 1 LP Turbine Rotor Assembly, Part No. 3075430-2, on Specifi-
cally Identified Engines (INACTIVE FOR FURTHER ACCOM-
PLISHMENT, REFER TO SB TFE731-72-3576)
TFE731-72-3572 July 31/95 ENGINE − Maintenance Instructions for Maintaining LP Tur-

bine Assembly (Module), Part No. 3074740-5 and Part No.
3075350-3/-5
TFE731-72-3575, Apr 28/00 ENGINE − ACCESSORY DRIVES − Install/Rework Transfer

Rev 1 Gearbox Assembly, Part No. 3070093-4 to Part No.
3070093-11
72-02-96
UP833486
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Page 5
Nov 30/05

Service
TFE731-72-3576, Apr 28/00 ENGINE − TURBINE SECTION − Replace First Stage LP

Rev 4 Turbine Rotor Assembly and Second Stage LP Turbine
Rotating Seal on Specifically Identified Engines
TFE731-72-3579, July 31/95 ENGINE − COMBUSTION SECTION − Install Combustion

Rev 2 Chamber and Inner Transition Liner (Controlled Fit/Low
Smoke)
TFE731-72-3580 July 31/95 ENGINE − Convert Engine Part No. 3075160-1/-2 to Part No.
3075160-3
TFE731-72-3581, Aug 23/02 ENGINE − COMPRESSOR SECTION − Improved No. 4 and

Rev 1 5 Bearing Sump Scavenge (INACTIVE FOR FURTHER
ACCOMPLISHMENT)
TFE731-72-3582, Apr 28/00 ENGINE − BY-PASS SECTION − Install Component Parts to

Rev 1 Reduce Oil Leakage in the No. 1 Seal Region (INACTIVE
FOR FURTHER ACCOMPLISHMENT, REFER TO SB
TFE731-72-3589)
TFE731-72-3584 Apr 28/00 OIL − DISTRIBUTION − Replace Elbow Adapter for Buffer Air
Transfer Tube on the LP Compressor Case
TFE731-72-3587, No Effect ENGINE − TURBINE SECTION − Rework/Install LP Third

Rev 1 Stage Turbine (LPT3) Rotor Assembly Incorporating
Screened (Specially Inspected) LPT3 Blades, Part No.
3060788-1
TFE731-72-3588 No Effect ENGINE − TURBINE SECTION − Rework/Install Turbine

Interstage Transition Duct, Part No. 3075292-1 to 3075292-3
and 3074766-1 to 3077063-1
TFE731-72-3589, No Effect ENGINE − BY-PASS SECTION − Install No. 1 Seal Rotor,

Rev 1 Part No. 3071980-7, Ring Spacer, Part No. 3075289-1, and
Packing, Part No. S9413-045 or M83248-1-045
TFE731-72-3590 No Effect ENGINE − TURBINE SECTION − Provide for Installation of

HP Turbine Blade, Part No. 3074785-5
TFE731-72-3595, Apr 28/00 ENGINE − TURBINE SECTION − Install LP Second Stage

Rev 1 Turbine Rotor Assembly, Part No. 3075426-3
TFE731-72-3597, Aug 23/02 ENGINE − Replace Mainshaft Carbon Ring Seals and Asso-
Rev 7 ciated Vent/Oil System Components (INACTIVE FOR FUR-
72-02-96
UP833486
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Page 6
Nov 30/05

Service
TFE731-72-3599 No Effect ENGINE − BY-PASS SECTION − Replace Specific Identified

Quill Shaft (Sungear) Assembly Locknut, Part No. 3075529-1
TFE731-72-3600 No Effect ENGINE − COMPRESSOR SECTION − Install LP Compres-

sor Stator Shim, Part No. 3060360-1 thru -11
TFE731-72-3602 Apr 28/00 ENGINE − TURBINE SECTION − Perform One Time Inspec-
tion of Anti-Rotation Tangs on HP Turbine Nozzle Segments
Part No. 3072844-X, 3074783-X and 3077089-X
TFE731-72-3604, Apr 28/00 ENGINE − ACCESSORY DRIVES − Rework Transfer Gear-

Rev 4 box Assembly, Part No. 3070093-X to Part No.
3070093-12/-14
TFE731-72-3605, Nov 26/03 ENGINE − ACCESSORY DRIVES − Install/Rework Acces-

Rev 4 sory Drive Gearbox Assembly with an Improved Air-Oil Sepa-
rator and a New Air Breather Valve Assembly
TFE731-72-3611 No Effect ENGINE − TURBINE SECTION − Inspection/Removal of LP

Turbine Third Stage Blades with Specific Casting Lot Codes
TFE731-72-3613, Apr 28/00 ENGINE − Replace No.1 and No. 3 Carbon Ring Seals and
Rev 7 Associated Vent/Oil System Components
TFE731-72-3617, No Effect ENGINE − TURBINE SECTION − Provide Improved High

Rev 2 Pressure Turbine Nozzle Segments
TFE731-72-3618 No Effect ENGINE − COMPRESSOR SECTION − Provide an Alternate

LP Compressor Fourth Stage Stator Seal, Part No.
3060334-1, with Required Washers, Part No. 3060367-1
TFE731-72-3620, No Effect ENGINE − TURBINE SECTION − Install Low Pressure Tur-

Rev 2 bine (LPT) First (ITT Duct) and Second Stage Turbine Nozzle
and Rotor Assemblies for Improved LP Turbine Efficiency
TFE731-A72-3624 No Effect ENGINE − One Time Oil Filter Resample
TFE731-72-3635 No Effect ENGINE − ACCESSORY DRIVES SECTION − Inspect/

Rework/Install Oil Filter Cover, Part No. 3072231-1 to Part
No. 3072231-4
TFE731-A72-3636, No Effect ENGINE − Review Engine Log Book and Supply Data for
Rev 1 Specific HP Compressor Impellers (INACTIVE FOR FUR-
72-02-96
UP833486
S-B-LIST
Page 7
June 9/06

Service
TFE731-72-3637, Nov 26/03 ENGINE − BY-PASS SECTION − Install Fan Shaft Assembly,
Rev 3 Part No. 3071955-6 or 3074641-4 (As Applicable)
TFE731-72-3638 Apr 28/00 ENGINE − ACCESSORY DRIVES SECTION − Installation of

Transfer Gearbox Housing Assembly, Part No. 3070429-8
TFE731-72-3640, Apr 28/00 ENGINE − Servicing with Mobil 254 Oil (INACTIVE FOR
Rev 4 FURTHER ACCOMPLISHMENT)
TFE731-A72-3641, No Effect ENGINE − COMPRESSOR SECTION − Perform Eddy Cur-

Rev 6 rent Inspection of HP Compressor (HPC) Impeller
TFE731-72-3642, No Effect ENGINE − COMPRESSOR SECTION − Replace No. 3 Seal

Rev 1 Runner Retainer, Part No. 3075684-1/-2, with Part No.
3075745-2 (INACTIVE FOR FURTHER ACCOMPLISH-
MENT)
TFE731-72-3644, No Effect ENGINE − COMPRESSOR SECTION − Install HP Impeller

Rev 2 Shroud, Part No. 3074567-1
TFE731-72-3645, No Effect ENGINE − TURBINE SECTION − Replace “Reworked” HP

Rev 1 Turbine Nozzle Segments, Part No. 3074783-7/-8/-9
TFE731-72-3650 Apr 28/00 ENGINE − ACCESSORY DRIVES SECTION − New Name-

plate, Part No. S20048-1, for Transfer Gearbox Assembly
TFE731-72-3652, Apr 28/00 ENGINE − BY-PASS SECTION − Install Fan Stator Vane
Rev 1 Assembly, Part No. 3075723-1
TFE731-72-3653 No Effect ENGINE − TURBINE SECTION − Replace Specific Identified

LP Turbine 2nd Stage Rotating Air Seal, Part No. 3075589-1
or 3075596-1
TFE731-72-3655 Aug 23/02 ENGINE − TURBINE SECTION − Install LP First Stage Tur-
bine Nozzle Two-Piece Deflector
TFE731-72-3657 No Effect ENGINE − TURBINE SECTION − Install LP Third Stage Tur-

bine Rotor Assembly, Part No. 3075574-1/-2 or 3075189-6
(As Applicable)
TFE731-72-3662, No Effect ENGINE − Replace No. 4 and No. 5 Carbon Ring Seals and
Rev 6 Associated Vent/Oil System Components
72-02-96
UP833486
S-B-LIST
Page 8
Nov 30/05

Service
TFE731-72-3664 No Effect ENGINE − COMPRESSOR SECTION − Inspection/

Replacement (As Required) of Threaded Ends Tie Rod, (Low
Pressure (LP) Tie Rod) Part No. 3073049-1 and 3074744-1
TFE731-72-3671, Apr 22/05 ENGINE − COMPRESSOR SECTION − Install Redesigned

Rev 1 Combustion Chamber Plenum Case
TFE731-72-3672 No Effect ENGINE − TURBINE SECTION − Provide a Low Pressure 1st

Stage Turbine (LPT1) Nozzle without the Air (A5) Seal As-
sembly Attached
TFE731-72-3674, No Effect ENGINE − COMPRESSOR SECTION − Inspection of Specif-

Rev 2 ic Identified Main Support Frame Assemblies
TFE731-72-3677, No Effect ENGINE − COMPRESSOR SECTION − Replacement of

Rev 2 Main Support Frame Assembly
TFE731-72-3678, No Effect ENGINE − Consumables Kits

Rev 1
TFE731-72-3686, Nov 26/03 ENGINE − TURBINE SECTION − Inspection of LP 3rd Stage

Rev 2 Turbine (LPT3) Blade, Part No. 3060690-1/-2
TFE731-72-3687 No Effect ENGINE − COMPRESSOR SECTION − Remove Specific

Identified LP Compressor Second Stage (LPC2) Discs
TFE731-72-3689, Nov 30/05 ENGINE − TURBINE SECTION − Rework/Install LP Third

Rev 1 Stage Turbine (LPT3) Rotor Assembly Incorporating
Screened (Specially Inspected) LPT3 Blades, Part No.
3060788-1
TFE731-72-3690 Apr 22/05 ENGINE − TURBINE SECTION − Replace the No. 6 Rear
Bearing Housing
TFE731-72-3691, No Effect ENGINE − TURBINE SECTION − Replace Low Pressure (LP)

Rev 1 3rd Stage Turbine (LPT3) Blades, Part No. 3060690-1/-2 (As
Applicable), on Specific Identified LPT3 Rotor Assemblies
TFE731-72-3692, No Effect ENGINE − TURBINE SECTION − Install High Pressure Tur-

Rev 1 bine (HPT) Assembly, Part No. 3075777-1 or 3075778-1 (As
Applicable)
TFE731-72-3693, No Effect ENGINE − TURBINE SECTION − Replace Specific Identified

Rev 1 High Pressure Turbine (HPT) Tie Shaft Plain Round Nuts,
Part No. 3070151-4
72-02-96
UP833486
S-B-LIST
Page 9
June 9/06

Service
TFE731-72-3695, No Effect ENGINE − COMPRESSOR SECTION − Replace Specific

Rev 3 Identified 2nd Stage Low Pressure Compressor (LPC2) Rotor
Assemblies
TFE731-72-3696 No Effect ENGINE − ACCESSORY DRIVES SECTION − Install Air-Oil

Separator, Part No. 3075781-1
TFE731-72-3697, No Effect ENGINE − TURBINE SECTION − Install Screened (Specially

Rev 1 Inspected) LP Third Stage Turbine (LPT3) Blades, Part No.
3060788-1
TFE731-72-3698 Apr 22/05 ENGINE − TURBINE SECTION − Install Blade Retainers,

Part No. 3060649-4/3074770-7, on the Low Pressure First
Stage Turbine (LPT1) Rotor Assembly
TFE731-72-3699 No Effect ENGINE − TURBINE SECTION − Remove Specific Identified

High Pressure Turbine (HPT) Rotor Discs
TFE731-72-3708 No Effect ENGINE − TURBINE SECTION − Replace Specific Identified

LP Second Stage Turbine Blades (LPT2), Part No. 3075424-1
TFE731-72-3709 No Effect ENGINE − COMPRESSOR SECTION − Replace No. 3 Seal

Runner Retainer, Part No. 3075684-1/-2 or 3075745-2/-3,
with Part No. 3075827-1
TFE731-72-3711, No Effect ENGINE − COMPRESSOR SECTION − Install Improved 2nd

Rev 4 Stage Low Pressure Compressor (LPC2) Rotor Disc
TFE731-72-3714, No Effect ENGINE − COMPRESSOR SECTION − One Time Inspection

Rev 5 of Main Support Frame Assembly, Part No. 3075770-1
TFE731-72-3720 No Effect ENGINE − TURBINE SECTION − Inspect/Replace (If Re-

quired) Specific Identified High Pressure (HP) Turbine Rotor
Discs, Part No. 3075772-1
TFE731-73-3106, July 31/95 ENGINE FUEL AND CONTROL − DISTRIBUTION − Re-

Rev 2 placement of Ball and Spring Assembly in Fuel Heater Check
Valve when Unit Fails Internal Leakage Check
TFE731-73-3108, July 31/95 ENGINE FUEL AND CONTROL − DISTRIBUTION − Install

Rev 1 Fuel Control P3 Sense Line Gasket, Part No. 3075481-1/-3
TFE731-73-3109, July 31/95 ENGINE FUEL AND CONTROL − DISTRIBUTION − Install

Rev 1 Service Tube Clamps, Part No. 3073542-2 and Part No.
3073543-2
72-02-96
UP833486
S-B-LIST
Page 10
May 11/07

Service
TFE731-73-3110, No Effect ENGINE FUEL AND CONTROL − DISTRIBUTION − Replace

Rev 1 Secondary Flexible Hose Assembly (As Required) on Specific
Identified Fuel Manifold Assemblies
TFE731-73-3112 No Effect ENGINE FUEL AND CONTROL − CONTROLLING − Inspect

and Replace Identified Fuel Control Variable Resistor (Power
Lever Potentiometer) as Required at Component Overhaul/
Repair Facility
TFE731-73-3113 July 31/95 ENGINE FUEL AND CONTROL − DISTRIBUTION − Replace

Fuel Heater Outlet Adapter and Oil Transfer Tube
TFE731-73-3114 No Effect ENGINE FUEL AND CONTROL − CONTROLLING − Replace

Metering Valve Adjustment Shaft and Threaded Restrictor at
Component Overhaul/Repair Facility
TFE731-73-3115, No Effect ENGINE FUEL AND CONTROL − CONTROLLING − Install

Rev 1 an Improved Fuel Control Incorporating a Minimum Modifica-
tion Configuration Standard
TFE731-73-3119 No Effect ENGINE FUEL AND CONTROL − CONTROLLING −

Replace/Rework Governor Flyweight Assembly at Compo-
nent Overhaul/Repair Facility
TFE731-73-3121 No Effect ENGINE FUEL AND CONTROL − DISTRIBUTION − Replace

Secondary Flexible Hose Assembly (As Required) on Specific
Identified Fuel Manifold Assemblies
TFE731-73-3122, Apr 28/00 ENGINE FUEL AND CONTROL − CONTROLLING − Install

Rev 5 Fuel Pump, Part No. 3060710-2/-7/-12/-16/-17/-20/-22/-23/-24
(As Applicable), and Associated Plumbing
TFE731-73-3123 Apr 28/00 ENGINE FUEL AND CONTROL − CONTROLLING − Provide

for Installation of an Alternate Fuel Pump Electrical
Differential Pressure Indicator
TFE731-73-3124 Apr 28/00 ENGINE FUEL AND CONTROL − CONTROLLING − Replace

Fuel Pump Differential Pressure Indicator

Temperature Fittings
72-02-96
UP833486
S-B-LIST
Page 11
May 11/07

Service
TFE731-73-3131, No Effect ENGINE FUEL AND CONTROL − CONTROLLING − One

Rev 2 Time Inspection of Specific Identified Fuel Control Compres-
sor Discharge Sensor Bellows, Part No. 3074139-2, and Re-
placement (As Required) of the Metering Valve Assembly
TFE731-73-3134, No Effect ENGINE FUEL AND CONTROL − CONTROLLING − Replace

Rev 2 Specific Identified Fuel Control Assemblies Having Suspect
Torque Motors
TFE731-73-3136, Nov 26/03 ENGINE FUEL AND CONTROL − DISTRIBUTION − Incorpo-

Rev 3 rate Improved Primary and Secondary Manifold Fuel Feeder
Tube Assemblies

the Fuel Heater Check Valve, Part No. 3073932-5 with Part
No. 3073932-6, and Connecting Metal Tube Assemblies

Fuel Nozzle Gaskets
TFE731-73-3139 Aug 23/02 ENGINE FUEL AND CONTROL − CONTROLLING − To Pro-

vide an Alternate Electrical Differential Pressure Indicator,
Part No. 5911442-1

Specific Identified Fuel Control Assemblies Having a Suspect
Overspeed and/or Manual Mode Solenoid Valve Installed
TFE731-73-3145 Apr 22/05 ENGINE FUEL AND CONTROL − CONTROLLING − Install

Electrical Differential Pressure Indicator, Part No. 5913809-1
TFE731-73-3147 No Effect ENGINE FUEL AND CONTROL − CONTROLLING − Re-

place Specific Identified Main Turbine Engine Fuel Controls
with a Suspect Overspeed Governor Assembly Installed
TFE731-73-3149 No Effect ENGINE FUEL AND CONTROL − CONTROLLING − Re-

place Main Turbine Engine Fuel Pump Fuel Filter Element
with Fuel Filter Element, Part No. 897830-1

Specific Identified Main Turbine Engine Fuel Pumps (Fuel
Pump), Part No. 3060710-7/-16/-20/-23/-24
72-02-96
UP833486
S-B-LIST
Page 12
May 11/07

Service

Specific Identified Fuel Control Assemblies Having a Suspect
Overspeed and/or Manual Mode Solenoid Valve Installed

Anti-Ice Valve in Main Turbine Engine Fuel Pumps (Fuel
Pump), Part No. 3060710-2/-7/-16/-17/-19/-20/-23/-24
TFE731-74-3003, No Effect ENGINE − IGNITION − Install Ignition Unit with Redundant

Rev 5 Firing Circuits
TFE731-74-3007, July 31/95 IGNITION − GENERAL − Inspect Iridium Igniter Plugs, Part
Rev 1 No. 3074541-1 (Champion CH31815) for Loose Center Firing
Tip Electrode
TFE731-76-3053 No Effect ENGINE − CONTROLS − Install Digital Electronic Engine

Control (DEEC), Part No. 2118002-52
TFE731-76-3054, July 31/95 ENGINE − CONTROLS − Install Surge Control Gasket, Part
Rev 1 No. 3075481-1/-3
TFE731-76-3057, July 31/95 ENGINE − CONTROLS − Install N1 Control Digital Electronic

Rev 2 Engine Control (DEEC), Part No. 2118002-60
TFE731-76-3065, Nov 26/03 ENGINE − CONTROLS − Install Digital Electronic Engine

Rev 9 Control (N1 DEEC)
TFE731-76-3072, Nov 26/03 ENGINE CONTROLS − POWER CONTROL − Install

Rev 1 Improved Surge Bleed Valve, Part No. 978812-7-1
TFE731-76-3075 No Effect ENGINE − POWER CONTROL − Replace Specific Identified

N1 DEECS
TFE731-A76-3079 No Effect ENGINE CONTROLS − POWER CONTROL − Replace Spe-

cific Identified N1 Digital Electronic Engine Controls (DEEC),
Part Number 2119010 and 2119020
TFE731-A76-3080 No Effect ENGINE CONTROLS − POWER CONTROL − Replace Spe-

cific Identified N1 Digital Electronic Engine Controls (DEEC),
Part Number 2119010 Having Counterfeit Parts Installed
TFE731-78-3001, No Effect EXHAUST − Install Mixer Nozzle Assembly, Part No.

Rev 4 3074953-4
72-02-96
UP833486
S-B-LIST
Page 13
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Service
TFE731-79-3034, No Effect OIL − DISTRIBUTION − Replacement/Rework of Plug (Chip

Rev 3 Detector)
TFE731-79-3041, No Effect OIL − DISTRIBUTION − Replacement/Rework of Plug (Chip

Rev 1 Detector)
TFE731-79-3046, No Effect OIL − DISTRIBUTION − Remove Oil Scavenge Screen, Part

Rev 1 No. 3072786-1 (INACTIVE FOR FURTHER ACCOMPLISH-
MENT)
TFE731-79-3050, July 31/95 OIL − DISTRIBUTION − Install Transfer Gearbox Oil Scav-
Rev 1 enge Transfer and No. 6 Bearing Oil Scavenge Tubes which
Incorporate a Filter Screen and Add a Fan Gearbox Oil Scav-
enge Screen
TFE731-79-3051 July 31/95 OIL − DISTRIBUTION − Install Metal Gasket, Part No.
3075481-2
TFE731-79-3052 July 31/95 OIL − DISTRIBUTION − Replace Rear Turbine Bearing Oil
Scavenge Elbow Assembly and Gasket
TFE731-79-3054, Apr 28/00 OIL − DISTRIBUTION − Install/Rework Oil Lube and Scav-
Rev 1 enge Pump (Oil Pump) that Incorporates an Improved Regu-
lator Section
TFE731-79-3055, July 31/95 OIL − DISTRIBUTION − Replace Seal, Part No.

Rev 2 3020052-5/-16/-21 with Part No. 3020052-24, in Air
Breather Valve Assembly/Air Breather Valve, and Oil Nozzle
Assembly, Part No. 3072119-1 with Part No. 3072119-2, in
Accessory Gearbox
TFE731-79-3056, Aug 23/02 OIL − STORAGE − Install Oil Tank Liquid Level Gage Gasket,
Rev 2 Part No. 362-600-9200 (INACTIVE FOR FURTHER ACCOM-
PLISHMENT)
TFE731-79-3057, July 31/95 OIL − STORAGE − Install Oil Tank Liquid Level Gage, Part
Rev 3 No. 3075532-/-2
TFE731-79-3058, Aug 23/02 OIL − DISTRIBUTION − Install Oil Jet Strainer, Part No.
Rev 1 894764-11 (INACTIVE FOR FURTHER ACCOMPLISH-
MENT)
TFE731-79-3059, Apr 28/00 OIL − DISTRIBUTION − Install/Rework Oil Lube and Scav-
Rev 1 enge Pump with Improved Scavenge Capabilities
72-02-96
UP833486
S-B-LIST
Page 14
May 11/07

Service
TFE731-79-3060 Apr 28/00 OIL − DISTRIBUTION − Install Flexible Oil Hose Assembly,
Part No. 3074377-1
TFE731-79-3061, Apr 28/00 OIL − AIR/OIL COOLER INSTALLATION − Install Bottom

Rev 1 Panel, Part No. 3071860-10/-11, and Associated Screws and
Washers (As Applicable)
TFE731-79-3062 No Effect OIL − DISTRIBUTION − Replace De-Oil Valve (Check Valve),

Part No. 3074372-1, with Part No. 3074372-2
TFE731-79-3063 Apr 28/00 OIL − DISTRIBUTION − Install No. 6 Bearing Lube Tube As-
sembly, Part No. 3073736-1/3075507-1 (As Applicable)
TFE731-79-3064, No Effect OIL − DISTRIBUTION − Install Oil Lube and Scavenge Pump,
Rev 3 Part No. 3071949-12, that Incorporates an Improved Pres-
sure Regulator Section
TFE731-79-3065, Nov 26/03 OIL − DISTRIBUTION − Install Metal No. 6 Bearing Oil in
Rev 2 Tube Assembly, Part No. 3074393-1, and Metal intermediate
Supply Tube Assembly, Part No. 3074394-1
TFE731-79-3066, Nov 26/03 OIL − DISTRIBUTION − Install Lube with Regulator and
Rev 1 Scavenge Pump (Oil Lube Pump), Part No. 3060785-2
TFE731-79-3069 No Effect OIL − INDICATING − Replace the Oil Filter By-Pass Indicator
Valve
72-02-96
UP833486
S-B-LIST
Page 15
May 11/07

72-02-96
UP833486
S-B-LIST
Page 16
June 9/06

LIST OF CHAPTERS
Chapters Date
70 Standard Practices July 31/95
72 Engine July 31/95
73 Engine Fuel and Control July 31/95
74 Ignition July 31/95
75 Air July 31/95
76 Engine Controls July 31/95
77 Engine Indicating July 31/95
78 Exhaust July 31/95
79 Oil July 31/95

UP833486
72-02-96 CHAPTERS
Page 1
Apr 22/05


UP833486
72-02-96 CHAPTERS
Page 2
Apr 22/05

INTRODUCTION
TABLE OF CONTENTS
SUBJECT PAGE
INTRODUCTION
General 1
How to Use Maintenance Manual 1
General 1
Engine Identification System 4
Effectivity Code System and Configuration Notation System 4
Vendor Codes and Part Numbers 4
Use of Warnings, Cautions, and Notes 5
Applicable Publications 5
Abbreviations 6
Effectivity Code List 9
Applicable Engine Publications List 10
Applicable Component Publications List 11
Microfiche 12
General 12
Revision Service 12
Temporary Revision Service 12
Equipment 12
How to Use Microfiche 13
Manuals Provided on Microfiche 13
UP833486
72-02-96 CONTENTS
Page 1
Apr 22/05


UP833486
72-02-96 CONTENTS
Page 2
Apr 22/05

INTRODUCTION
1. General
This publication provides maintenance instructions for support of engines manufactured by

Honeywell International Inc., 111 S 34th St, P.O. Box 52181, Phoenix, AZ 85072-2181. Specific
engines covered in this publication are listed on the title page.
This publication is prepared generally in accordance with Air Transport Association Specification
No. 100. Definitions of words and terms used in this publication are as stipulated therein.
The introduction section consists of How to Use Instructions, an Effectivity Code List, Table 1, and
an Applicable Publications List, Tables 2 and 3.
2. How to Use Maintenance Manual
A. General
In accordance with Air Transport Association Specification No. 100, this manual is divided
into chapters, sections, and subjects by a numbering system which consists of a three-
element number separated by dashes:
First and second digits - System/Chapter (Assigned by specification)
Third and fourth digits - Sub-System/Section (Assigned by specification)
Fifth and sixth digits - Unit/Subject (Assigned by manufacturer)
The following example illustrates and describes use of each element of the number:
Typical Chapter - Section - Subject Number - 73-10-01
73- This number designates a major system. Chapter 73 is “Engine Fuel and Control”.
-10- This number designates a section or sub-system breakdown of material in Chapter 73.
In this example: “Distribution”.
-01- This number designates a specific component or unit of a section. In this case, -01
represents “Fuel Manifold and Splash Shields Installation”.
The complexity and volume of material contained in the maintenance manual dictates the
need for breaking the subjects within manual chapters down into reasonably small topics for
ready reference and ease of revision.
UP833486
72-02-96-INTRO Page 1
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To accomplish this, page number blocks in the chapters are used to separate subjects into
topics. It is necessary to use a standard page block system so that topics may be broken out
for special distribution. Page number blocks used are as follows:
Description and Operation 1 through 99

Trouble Shooting 101 through 199
Servicing 301 through 399
Removal/Installation 401 through 499
Adjustment/Test 501 through 599
Inspection/Check 601 through 699
Cleaning/Painting 701 through 799
In the case of relatively simple components, coverage for description and operation and other
topics may not be required. In such cases the unused page number blocks are omitted.
When topics are brief they are combined into one topic entitled, for example, Fuel System
Installation. Topics covered in this manner are page numbered within the 201 through 299
page number blocks. Sections consist of a combination of the following topics: Servicing,
Removal/Installation, Adjustment/Test, Inspection/Check, Cleaning/Painting, and Approved
Repairs.
Maintenance procedures for components and systems are located in various chapters and
sections within the manual as outlined in the following list.
(See Air Transportation Association Specification No. 100 for a complete listing of all Chapter/
Section numbers.)
Chapter 70 - Standard Practices - Engine
Chapter 72 - Engine
72-00-XX General
72-20-XX Air Inlet Section
72-30-XX Compressor Section
72-40-XX Combustion Section
72-50-XX Turbine Section
72-60-XX Accessory Drives
72-70-XX By-Pass Section
UP833486
July 31/95


Chapter 73 - Engine Fuel and Control
73-00-XX General
73-10-XX Distribution
73-20-XX Controlling
Chapter 74 - Ignition
74-00-XX General
Chapter 75 - Air
75-00-XX General
75-10-XX Engine Anti-Icing
75-40-XX Engine Indicating
Chapter 76 - Engine Controls
76-00-XX General
76-10-XX Power Control
Chapter 77 - Engine Indicating
77-00-XX General
77-10-XX Power
77-20-XX Temperature
Chapter 78 - Exhaust
78-00-XX General
78-10-XX Nozzle
Chapter 79 - Oil
79-00-XX General
79-10-XX Storage
79-20-XX Distribution
79-30-XX Indicating
Index tab sheets are used to subdivide this publication for ease in locating specific informa-
tion. Yellow tab sheets are used to index the introduction and each separate chapter. White
tab sheets are used to subdivide Chapter 72. Green tab sheets are used to subdivide
Trouble Shooting Section of Chapter 72. A table of contents follows each yellow and white
tab to list significant material and location within the tabbed section.
UP833486
July 31/95


2. B. Engine Identification System
Each engine is provided with a nameplate for identification of the engine. Information
supplied on the engine nameplate includes model number, part number, and serial number.
The model number defines significant features and specification ratings. The part number
defines a group of specific configurations. All engines with the same part number are inter-
changeable. The part number is supplemented by a series number, and if applicable, change
numbers to define a specific configuration. A series number is assigned at each manufacture
or overhaul to identify product improvement changes incorporated beyond the initially man-
ufactured configuration. Individual changes incorporated which are not within the series
grouping are identified separately by change numbers. Changes represented by series and
change numbers are product improvements and do not affect interchangeability of the en-
gine. Refer to the engine log book for changes incorporated since engine production which
are not separately identified on the nameplate.
Each assembly of the engine which is a complete unit has a separate nameplate carrying part
number, serial number, and product improvement change information. Any assembly is
interchangeable with assemblies having the same part number.
C. Effectivity Code System and Configuration Notation System
Maintenance procedures within this publication pertain to specific engine models, applica-
tions, or service bulletins. When maintenance procedures need to be identified for a specific
engine application, an identifier will be placed at the beginning of the procedure. The identifi-
er will be enclosed in brackets and in bold print. (For example: service bulletins [Pre or Post
SB], effectivity codes [5BR-1C, 5BR-1H], or applications [900B or F-20-5].) An identifier can
consist of more than one component. (For example: [5BR-2C, Pre SB].)
Each engine model number is assigned an effectivity code as specified in the Effectivity Code
List, Table 1.
When a group of engines have similar configurations, the effectivity codes are the same.
D. Vendor Codes and Part Numbers
The inclusion of vendor codes and part numbers in this publication shall not be construed as
an authorization of the vendor, pursuant to FAA regulations, to ship directly to the user. Nei-
ther shall it be construed as a certification by Honeywell that parts shipped by vendors direct-
ly to users will conform to the type design or that such parts are airworthy or safe for installa-
tion.
UP833486
Nov 30/06


2. E. Use of Warnings, Cautions, and Notes
Warnings, Cautions, and Notes are found throughout this manual preceding the applicable
procedures. The following definitions apply to Warnings, Cautions, and Notes:
WARNING: PROCEDURES THAT MAY RESULT IN PERSONAL INJURY OR

LOSS OF LIFE IF NOT CAREFULLY FOLLOWED.
CAUTION: PROCEDURES THAT MAY RESULT IN DAMAGE TO EQUIP-

MENT IF NOT CAREFULLY FOLLOWED.
NOTE: Procedures that are considered essential to emphasize.
F. Deleted
3. Applicable Publications
Publications applicable to equipment specified in this publication are listed in Tables 2 and 3, along
with nomenclature and part number of the equipment covered.
UP833486
Nov 26/03


4. Abbreviations
Abbreviations used with this publication are as follows.

Abbreviation Term Abbreviation Term
AC Alternating Current deg degree
accel acceleration, accelerate dia diameter
access. accessory diff differential
acft Aircraft dim. dimension
AE effective area disch discharge
AGB accessory gearbox div divider
A-I anti-ice, anti-icing dr drive, drain
altn alternate DVM Digital Voltmeter
API American Petroleum EFR Engine Flat Rate
Institute e.g. for example
approx approximate elec electrical
APR Automatic Performance elek electronic
Reserve
eng engine
assy assembly
enrich enrichment
AUX auxiliary
equiv equivalent
BITE Built In Test Equipment
F Fahrenheit
brthr breather
FAA Federal Aviation
C Centigrade (Celsius) Administration
ccp corrected calculated FGB fan gearbox
parameter
Fig. Figure
Chap Chapter
fl flow
chk check
fld field
ckpt cockpit
FR Flat Rate
ckt circuit
ft feet
CMM Component Maintenance
fwd forward
Manual
gal/hr gallons per hour
CMM/IPL Component Maintenance
Manual with Illustrated GEM Ground Equipment Manual
Parts List GEM/IPL Ground Equipment Manual
conn connector with Illustrated Parts List
cont continued gnd ground
cprsr compressor grbx gearbox
Cres Corrosion Resistant Steel harn harness
dc direct current Hg Mercury
decel deceleration HP high pressure
decr decrease HPC High Pressure Compressor
DEEC Digital Electronic Engine HPT High Pressure Turbine
Control ID inside diameter
UP833486
Nov 30/05


i.e. that is MM Maintenance Manual
ign ignition, igniter Mn Maximum speed
illum illuminate mnl manual
in. inch MPR Manual Performance
incr increase Reserve
ind indicator, indicating N/A not applicable
insp inspection no. number
insul insulate, insulation norm normal
intstg interstage N1 low pressure rotating
IPC Illustrated Parts Catalog group speed
IPL Illustrated Parts List N2 high pressure rotating
group speed
IRM Inspection/Repair Manual
OAT, T1 outside air temperature
ITL Inner Transition Liner
OD outside diameter
ITT, TT5, T5 Interstage Turbine
Temperature OH Overhaul Manual
K thousand opn operation
lb pound O/S overspeed
LP low pressure OTL Outer Transition Liner
LPC1 Low Pressure First Stage overtemp overtemperature
Compressor ovsp overspeed
LPC2 Low Pressure Second PA pressure altitude
Stage Compressor
para paragraph
LPC3 Low Pressure Third Stage
Pbar barometric pressure
Compressor
PC Control Pressure
LPC4 Low Pressure Fourth Stage
Compressor PCD compressor discharge
pressure (P3)
LPT Low Pressure Turbine
PN part number
LPT1 Low Pressure First Stage
Turbine posn position
LPT2 Low Pressure Second pot. potentiometer
Stage Turbine PPH pounds per hour
LPT3 Low Pressure Third Stage press. pressure, pressurizing
Turbine pri primary
LRU Line Replaceable Unit psi pounds per square inch
lt light psig pounds per square inch
ma milliamperes gage
manf manifold Ps2.35 LP compressor discharge
max maximum static pressure
MDR manual data reduction PT2 inlet pressure
min minimum pwr power
UP833486
Nov 30/05


P3 compressor discharge TBC Thermal Barrier Coating
pressure (PCD) tc thermocouple
P7 LP turbine discharge temp temperature
total pressure
TFE Turbofan Engine
rad radius
TFR Temperature Flat Rate
ref reference
TP Test Point
reg regulator
Ts2.35 LP compressor discharge
repl replace total temperature
reqd required TT2, T2 inlet temperature
res resistance TT5, T5, ITT Interstage Turbine
rev revision Temperature
rpm revolutions per minute turb turbine
RPR Restricted Performance typ typical
Reserve T1, OAT outside air temperature
rqmt requirement T3.5 LP compressor discharge
SB Service Bulletin total temperature
scope oscilloscope T7 LP turbine discharge
sec seconds, secondary total temperature
sect section UUT Unit Under Test
S.G. acceleration adjustment vdc volts direct current
shld shield vs versus
SN serial number wrg wiring
sol solenoid xdcr transducer
subj subject xfr transfer
subq subsequent & and
sw switch # number
TA ambient temperature % percent
UP833486
Nov 30/05


Table 1. Effectivity Code List

Engine Model No. Engine Part No. Effectivity Code
TFE731-5BR-1C 3075330-3/-4/-5 5BR-1C
TFE731-5BR-2C 3075370-2/-3 5BR-2C
TFE731-5BR-1H 3075160-3/-4 5BR-1H
UP833486
Aug 23/02


Table 2. Applicable Engine Publications List

Model No. Part No. Publication Type
TFE731-5BR-1C 3075330-3/-4/-5 72-02-95 IPC
72-02-71 HMM
TFE731-5BR-2C 3075370-2/-3 72-02-95 IPC
72-02-71 HMM
TFE731-5BR-1H 3075160-3/-4 72-02-95 IPC
72-02-71 HMM
UP833486
Nov 26/03


Table 3. Applicable Component Publications List

Nomenclature Part No. Publication Type
Portable Thrust Test Stand 831013-3 72-GE-15 GEM/IPL
Inspection/Repair Manual − 72-IR-02 IRM
Fuel Manifold Assembly 3074873-X 73-10-31 CMM/IPL
Flow Divider Valve 394396-X-X 73-10-32 CMM/IPL
Fuel Control Assembly 3070800-X 73-21-01 CMM/IPL
Pressure Limiter Valve 3070685-X 73-21-30 CMM/IPL
Solenoid Valve Assembly 394344-X-X 73-21-31 CMM/IPL
394370-X-X
Fuel Pump Assembly 3070850-X 73-21-32A CMM/IPL
Solenoid Controller Valve 109696-X-X 76-10-31 CMM/IPL
Breather Pressurizing Valve 3071564-X 79-20-02 CMM/IPL
3075323-X
Lube and Scavenge Pump 3071432-X 79-20-03 CMM/IPL
3071949-X
Oil Temperature Regulator 158610-X 79-20-30 CMM/IPL
Surface Type Oil Cooler 158600-X 79-20-31 CMM/IPL
Fuel Heater 158670-X 79-20-32 CMM/IPL
Oil Temperature Control Valve 158465-X 79-20-36 CMM/IPL
Surface Type Oil Cooler 159900-X 79-20-37 CMM
Surface Type Oil Cooler 159910-X 79-20-38 CMM
UP833486
Nov 30/06


5. Microfiche
A. General
Honeywell technical publications are furnished in microfiche form. As with most changes, this
change will require some adjustments by the users of the publications. The many advan-
tages of microfiche will outweigh inconveniences encountered during the initial transition from
the printed publication to the microfiche form. Although a few problems are expected for
those inexperienced with microfiche, acceptance of the microfiche form is important to its
successful use. A few points are emphasized in the following paragraphs which should
smooth the initial transition to the use of Honeywell microfiche publications.
B. Revision Service
Microfiche will vastly reduce the time required to maintain the technical library. The time
consuming task of inserting new revision pages into a printed publication is not required with
microfiche, since each revision to a microfiche publication is complete with itself - the entire
publication is refilmed. Whenever a revision to a publication is received, all of the old micro-
fiche sheets of the publication are replaced. A printed page is included with each microfiche
package which identifies the contents.
C. Temporary Revision service
To ensure timely distribution of Temporary Revision to a microfiche publication, only the indi-
vidual sheets affected by the change are replaced when a Temporary Revision is issued. The
user receives a printed page describing the Highlights of the changes included on each mi-
crofiche sheet issued with a Temporary Revision.
D. Equipment
(1) A microfiche reader or reader/printer is required in the use of microfiche publications.

To obtain a single full size page from a microfiche sheet, a microfiche printer is re-
quired. For users not already using microfiche publications, this requires a new piece
of equipment.
(2) (Readers and Reader/Printers) All Honeywell microfiche is produced at a 24:1 ratio of
reduction. This requires that a lens with a corresponding 24:1 ratio be used in the
reader and reader/printer. The number and variety of readers and reader/printers
available throughout the industry is quite large. Most are either equipped with a 24:1
lens or may have one installed. Power requirements, methods of holding the micro-
fiche sheet, projection technique, and any special controls available vary substantially
from model to model. The proper reduction ratio (24:1) lens, however, is necessary for
use with microfiche.
(3) (Filing and Storing Systems) Many different products are marketed for the filing and
storing of microfiche. Inexpensive holder panels are available which can be kept in a
three-ring binder. Each side of a panel provides several filing slots. When a single
microfiche sheet is filed in each slot, the title blocks of all sheets are visible to provide
easy handling, indexing, and access.
UP833486
Apr 28/00


5. E. How to Use Microfiche
(1) (The Microfiche Sheet) Each microfiche sheet carries a title block at the top of the
sheet for identification, and 98 frames (seven rows of 14 frames each). The 98 frames
are filmed pages of the publication. At the beginning of primary sections, “eyeball”
indicators are provided to subdivide the contents of the publications. (See Figure 1.)
(2) (Microfiche Title Block) The title block at the top of each microfiche sheet identifies the
equipment covered by the publication, the publication type (illustrated parts catalog,
maintenance manual, etc), the report number of the publication, the contents of the
individual microfiche sheet, the revision number and date of the publication, the date of
microfiche sheet, and a sequence number for the microfiche sheet in the package
(FICHE NO. XX). Each sheet has an individual sequence number. The first sheet of
the microfiche publication carries a terminal sheet number to notify the user of the total
number of microfiche sheets in the package (FICHE NO. 1 OF 10, for example).
(3) (List of Effective Microfiche) The first text frame of the first sheet of a microfiche publi-
cation contains a list of effective microfiche. The List of Effective Microfiche lists each
microfiche sheet by sequence number and provides the current microfiche sheet date.
Reference to this list allows the user to verify that the microfiche publication is complete
and current.
(4) (Microfiche “Eyeball” Indicators) Special titles are filed within the microfiche sheet to
subdivide the contents of the publication. Each title frame occupies the space for a
printed page and carries a title large enough to be read without the aid of a microfiche
reader. The title frames are referred to as “eyeball” indicators because only the user’s
unaided eye is required to read the frame. The microfiche sheets include eyeball indi-
cators at the same locations as plastic tabs are included in the printed publications to
identify the start of primary sections. A table of contents is included at the beginning of
each primary section of the publication to specify the detailed contents of the section.
When a section of the publication starts on one microfiche sheet and carries over to a
subsequent sheet, an eyeball indicator is used on the first frame of the subsequent
sheet to indicate a continuation.
F. Manuals Provided on Microfiche
(1) Microfiche is provided on the Illustrated Parts Catalog and Light Maintenance Manual
for your information and convenience.
(2) Microfiche copies of the Illustrated Parts Catalog and/or the Light Maintenance Manual
will be provided at a nominal charge upon request. These publications may be ob-
tained by contacting the following address.

Technical Data Distribution
M/S 64-01/2101-201
P.O. Box 52170
UP833486
Nov 30/06


Typical Honeywell Microfiche Publication

Figure 1
UP833486
Apr 28/00


CHAPTER 70 − STANDARD PRACTICES − ENGINE
TABLE OF CONTENTS
CHAPTER/
SECTION/
SUBJECT SUBJECT PAGE
STANDARD PRACTICES − ENGINE 70-00-00
General 1
Standard Disassembly Procedures 1
Standard Reassembly Procedures 4
Replaceable Components 14
Stud and Insert Replacement 15
Component Handling 16
Curvic Coupling Handling and Inspection 17
Bearing Handling and Inspection 20
Inspection of Tubes and Fittings 30
Removal/Installation of Rivets 34
Care of Special Tools 39
Adapter (Rosan Fitting) Replacement 40
Determining Acceptability/Rejection of Air Seal
Formed by Knife Edges/Abradable or Honeycomb Material 42
Fluorescent Penetrant Inspection 49
Magnetic Particle Inspection 50
Eddy Current Inspection 50
Other Standard Practices 51
HPT and LPT Discs and Seal Plates 51
Routing of Electrical Harnesses 54
Repair of Metal Overbraid on Electrical Wire Harnesses 55
UP833486
70-CONTENTS STANDARD PRACTICES

Page 1
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UP833486
70-CONTENTS STANDARD PRACTICES

Page 2
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CHAPTER/ CHAPTER/
70 STANDARD 29 Nov 30/06
PRACTICES − Tab 30 Aug 23/02
Table of 1 Apr 22/05 31 Apr 28/00
Contents 2 Apr 22/05 32 Apr 28/00
33 Apr 28/00
List of 34 June 9/06
Effective 1 Nov 30/06 35 Apr 28/00
Pages 2 Nov 30/06 36 Apr 28/00
37 Apr 28/00
Record of 38 Apr 28/00
39 Nov 30/05
40 June 9/06
70-00-00 1 Nov 30/05 41 Apr 28/00
2 Apr 28/00 42 Apr 28/00
3 Apr 28/00 43 Apr 28/00
4 June 9/06 44 Nov 30/06
5 Apr 28/00 45 Apr 28/00
6 Apr 28/00 46 Apr 28/00
7 Apr 22/05 47 Apr 28/00
8 Apr 28/00 48 Apr 28/00
9 Apr 28/00 49 Nov 26/03
10 Nov 26/03 50 Nov 26/03
11 Apr 22/05 51 Nov 30/05
12 Apr 28/00 52 Aug 23/02
13 Apr 28/00 53 Nov 26/03
14 Apr 28/00 54 Nov 26/03
15 Nov 30/05 55 June 9/06
16 Apr 28/00 56 Nov 26/03
17 Nov 26/03 57 Nov 26/03
18 Apr 28/00 58 Nov 26/03
19 Apr 28/00 59 Nov 26/03
20 June 9/06 60 Nov 26/03
21 Apr 28/00 61 Nov 26/03
22 June 9/06 62 Nov 26/03
23 Apr 28/00 63 Nov 26/03
24 Apr 28/00 64 Nov 26/03
25 Apr 28/00 65 Nov 26/03
26 Apr 28/00 66 Nov 26/03
27 Apr 28/00
28 Apr 28/00
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CHAP/SEC/ INCORPO-
SUBJ RATED INTO
70-1 thru 70-5 5
70-6 and 70-7 6

70-8 Aug 8/07 Jun 11/12 H
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STANDARD PRACTICES − ENGINE
1. General
The standard practices and general maintenance instructions presented in this chapter are recom-
mended by the engine manufacturer. Frequent reference shall be made to this chapter by person-
nel engaged in maintenance activities outlined in this publication.
2. Standard Disassembly Procedures
Table 1. Materials and Compounds

Material or Compound Manufacturer
CAUTION: ANY SUBSTITUTES USED FOR LISTED SILVER PENCIL, INDUSTRIAL
MARKING INK, OR YELLOW CHINA MARKER SHALL CONTAIN NO
CARBON.
NOTE: Equivalent substitutes may be used for listed items.
Degreaser (Daraclean 282) Magnaflux, A Division of Illinois Tool Works Inc,
3624 W Lake Ave, Glenview, IL 60025
Degreaser (Formula 815 GD) Brulin Corp, P.O. Box 270, 2920 Dr Andrew J
Brown Ave, Indianapolis, IN 46205
Industrial marking ink (Violet, No. 127 1/2) The Pannier Corp, 207 Sandusky St, Pittsburgh,
(Alternate for silver pencil) PA 15212-5823
Marker (Yellow China, No. 170T) Berol Corp, International HQ, 44 Old Ridgeberry
(Alternate for silver pencil) Rd, Danbury, CT 06810
Silver pencil (Berol Verithin, No. 753) Boise Cascade Office Products Corp, 440 N 51
St, Phoenix, AZ 85043
Solvent (MIL-PRF-680) Commercially available
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WARNING: SOME GASKETS MAY CONTAIN METAL REINFORCEMENT OR
OTHER SHARP MATERIALS, WHICH CAN CAUSE HAND INJURIES.
APPROPRIATE HAND PROTECTION SHOULD BE WORN WHEN
HANDLING GASKETS TO PREVENT CUTS AND/OR EMBEDDED
PARTICLES (SPLINTERS). DO NOT ATTEMPT TO TEAR GASKETS
BY HAND WHEN REMOVING OR DISPOSING OF USED GASKETS.
CAUTION: ENSURE PARTS ARE PROTECTED FROM RUST WHENEVER DIS-

ASSEMBLED.
DO NOT INTERMIX NUTS AND NUTPLATES HAVING DIFFERENT

PART NUMBERS. NUTS AND NUTPLATES WITH SELF-LOCKING
FEATURES MAY BE EQUAL IN SIZE BUT VARY IN PART NUMBER
DUE TO MATERIAL DIFFERENCES. PART NUMBERS ARE NOT
STAMPED ON ALL NUTS AND NUTPLATES. THEREFORE DURING
DISASSEMBLY, TO PREVENT INTERMIXING, STORE NUTS AND
NUTPLATES ACCORDING TO PART NUMBER. FAILURE TO DO SO
COULD RESULT IN INTERMIXING. INTERMIXING WILL CAUSE
IMPROPER NUT OR NUTPLATE APPLICATION AND CAN RESULT IN
CORROSION DAMAGE TO ENGINE DUE TO USE OF DISSIMILAR
METALS.
2. A. General Procedures for Disassembly or Removal Operations
(1) Place each part removed from the engine on a clean workbench in the order of disas-
sembly, in preparation for cleaning and inspection. Keep hardware and small parts
together in trays to prevent being mislaid.
(2) Provide proper covering or support to protect shafts, gears, studs or any projecting part
from being bent, scratched, or otherwise damaged.
(3) Do not use steel or lead hammers directly on the assemblies or their parts. Use
cellulose-tipped hammers or fiber or rawhide mallets as specified. Do not clamp parts
directly in the steel jaws of a bench vise. Use a vise having micarta jaws or equivalent.
(4) Spray steel parts with engine oil after disassembly. Cover all parts with plastic sheeting
or suitable plastic closures unless cleaning and inspection are to be accomplished
immediately.
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2. A. (5) Do not disassemble tube assemblies, hose assemblies, riveted assemblies or staked or
press-fit parts (except seals and bearings), or remove nameplates, modification plates,
lubrication plates, decals, or studs or their lockrings, or thread inserts, unless specifical-
ly required in the text or necessary for replacement of a part. If disassembly or removal
is necessary, proceed in a manner consistent with a good shop practice.
(6) Always keep ports, bores, and passages of assemblies or components sealed with
suitable plastic closures between maintenance procedures. Cover large openings with
plastic sheeting. Do not use tape, cardboard, or cloth.
(7) Examine all parts and assemblies for signs of scoring, burning, or other defects during
various stages of disassembly. Note physical conditions which will not be apparent
after cleaning. Tag involved parts before they are cleaned and laid out for detailed
inspection.
(8) Whenever components with knife edge seals are removed from engine, use care to
prevent any handling damage such as dents, nicks, or bends on knife edges.
(9) Note and record number and thickness of all shims or shim washers removed from the
various components of the engine for reference at reassembly.
(10) Record manner of lockwiring for duplication at reassembly.
CAUTION: DO NOT USE ANY MARKING DEVICE CONTAINING CARBON.

SCRIBE MARKS ARE NOT ALLOWED ON ANY ROTATING
PARTS.
MARKING OF PARTS USING ANY METHOD NOT LISTED IN

SECTIONS REQUIRES PRIOR APPROVAL FROM HONEYWELL.
(11) Use silver pencil for indexing housings and shafts where required during disassembly.
Do not make scribe marks on any rotating parts. Remove all index marks at comple-
tion of task using solvent or degreaser unless otherwise specified.
B. Assembly Part Numbers
When a part to be replaced carries an assembly part number as well as the individual piece
part number, ensure the replacement part is identified with the assembly part number.
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3. Standard Reassembly Procedures

NOTE: Equivalent substitutes may be used for listed items with asterisk (*) only.
Assembly fluid (Royco HF-825) Anderol Inc, P.O. Box 518, 215 Merry Lane, East
Hanover, NJ 07936
Assembly fluid (Turbo 10) Aviation Fluid Service Inc, P.O. Box 2489,
(Alternate for assembly fluid Overland, MO 63114
(Royco HF-825))
*Degreaser (Daraclean 282) Magnaflux, A Division of Illinois Tool Works Inc,
*Degreaser (Formula 815 GD) Brulin Corp, P.O. Box 270, 2920 Dr Andrew J
*Lint-free cloth Commercially available
*Lubricant (Santovac OS-124 or Santovac 5) Arch Technology Holding LLC, 8 Governor Dr, St
Charles, MO 63301
*Lubricant (Super-O-Lube) (Alternate for Parker-Hannifin Corp, O-Ring Div, P.O. Box
lubricant (Santovac OS-124 or Santovac 5)) 11751, 2360 Palumbo Dr, Lexington, KY 40512
*Solvent (MIL-PRF-680) Commercially available
A. General Procedures for Assembly
(1) Perform assembly procedures with careful attention to details outlined in this publica-
tion. Highest standards of precision engine shop procedures shall be observed
throughout assembly.
(2) Exercise extreme care to prevent dirt, dust, or foreign particles from entering the
engine. If any foreign particle is dropped into the engine during maintenance, stop
work until foreign particle is located and removed even if this may cause considerable
disassembly.
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3. A. (3) Cover large openings with plastic sheeting for added protection to the engine. Cap
open tube ends. If the engine is to be left for even a short period in a partially disas-
sembled state, cover or cap all openings.
(4) If any parts were coated with corrosion-preventive compound, remove all traces of this
compound and any accumulated foreign matter. Be sure all parts are thoroughly clean
before assembly. Wipe all parts and surfaces with a clean, lint-free cloth.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP, ANY SUBSTI-

TUTE FOR ASSEMBLY FLUID MAY NOT BE COMPATIBLE WITH
ENGINE OIL AND IF USED, COULD CAUSE BLOCKAGE OF OIL
PASSAGES, OIL SCREENS, ETC, IN THE LUBRICATING SYS-
TEM RESULTING IN ENGINE DAMAGE DUE TO LACK OF LU-
BRICATION.
(5) When assembling bearings with races separated, assembly fluid may be used to hold
rollers or balls of bearing in position while installing second race of bearing.
(6) When special measurements for shimming or fitting are made on parts or on as-
sembled parts prior to their installation in the next higher assembly, tag these parts as
measured components of the higher assembly and keep with that assembly. If damage
or other reason causes replacement of a measured component, repeat all measure-
ments which include that part, using the new part. Observe all specified torque values
during reassembly.
(7) At completion of assembly of any components marked for indexing, remove index
marks using solvent or degreaser.
(8) O-ring type packings used in engine pneumatic systems may be installed without lubri-
cant. Packings used in engine fuel system may be coated with a light coat of engine
fuel. Packings used in engine oil systems may be coated with a light coat of engine oil.
Ensure there is no contamination or excessive lubricant on packings at assembly. As
an alternative, any packing may be lubricated with lubricant.
(9) All packings (O-ring type) and gaskets removed during maintenance shall be replaced
with new packings and gaskets.
(10) Unless otherwise specified, lightly coat oil wetted parts (gears, shafts, bearings) with
clean approved engine oil before assembly.
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3. A. (11) Whenever non-standard torque values are required for individual parts, the parts are
identified and the torque requirements are listed in the applicable Chapter-Section
covering the part. These specified torque values do not include frictional torques devel-
oped by self-locking devices or “run-down” resistance. The frictional resistance or
“run-down” torque must be added to the specified torque. When torque is applied to
the bolt and the nut is held stationary, the higher value shall be used. Nuts and bolts
that require locking devices (e.g., lockplates, locking tabs, etc) may be tightened to any
torque value within the range listed to align the locking feature on the nut or bolt with
the locking device. When torque values are not specified, conform to standard shop
practice or sources such as FAA Manual AC65-9, Airframe and Powerplant Mechanics
General Handbook.
(12) Follow general guidelines listed in Tables 3 and 4 for tightening small fasteners.
(13) Fasteners installed through elastic boundaries (sealed by means of a diaphragm or

similar elastomeric gasket) shall be tightened uniformly to effect a pressure-tight seal.
NOTE: Fasteners installed through essentially inelastic boundaries will

first be tightened to remove visible clearance between parts.
During this initial tightening of the fastener, the “run-down” resis-
tance shall be noted on the last rotation just before establishment
of a tensile preload in the fastener. The fastener shall then be
given a steady additional tightening movement by the wrench to
produce a final torque, that is approximately equal to the “run-
down” torque plus the values shown in Table 3 for the respective
thread size. This procedure will produce 35 percent accuracy
which is adequate for all items not listed under torque values
below. As a further assistance, Table 4 gives general guidelines
for obtaining the final torque.
Table 3. Tightening Small Fasteners

Torque
Thread Size Aluminum Fastener Cres Fastener
6 5 in.-lb 10 in.-lb
8 10 in.-lb 20 in.-lb
10 15 in.-lb 35 in.-lb
1/4 45 in.-lb 75 in.-lb
5/16 80 in.-lb 160 in.-lb
3/8 140 in.-lb 275 in.-lb
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Table 4. Tightening Small Fasteners

Thread Size Approximate Rotation After Run-Down
6-32 45 degrees
8-32 60 degrees
10-24 40 degrees
1/4-20 40 degrees
5/16-18 40 degrees
3/8-24 60 degrees
3. A. (14) When no conical/ring seal is used, install flared tubing fittings and hose fittings as
follows.
(a) Check flared tube ends to ensure no sleeve binding will occur during tightening.
The sleeve shall rotate freely and fit square with the flared end. If a bend is so
close to the end of the tube that the sleeve will not rotate, the sleeve shall at
least be square with the flare so no damage will occur during tightening.
(b) Tighten fittings to torque values specified in Table 5.
(c) Loosen one quarter turn then retighten to the required torque.
Table 5. Torque Values for Flared Tubing Fittings

(No Conical/Ring Seal Used) and Hose Fittings
Torque, Aluminum Parts Torque, All Steel Parts
Tube Dash No. (in.-lb) (in.-lb)
2 12 to15 35 to 40
3 20 to 35 70 to 80
4 40 to 60 100 to 120
5 65 to 85 140 to 160
6 100 to 120 190 to 220
7 140 to 160 240 to 280
8 180 to 220 300 to 350
10 270 to 330 440 to 500
12 360 to 440 600 to 660
16 500 to 620 840 to 960
20 660 to 780 1080 to 1320
24 880 to 960 1500 to 1800
28 960 to 1140 2160 to 2520
32 1080 to 1320 2400 to 2880
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CAUTION: DO NOT INSTALL CONICAL SEALS ONTO FITTINGS WHICH
REQUIRE A RING SEAL.
NOTE: When using seals on fittings, ring seals (Step (16)) are the preferred
method of sealing.
Fittings with conical seals may be replaced with fittings with ring seals.
Refer to Service Bulletin TFE731-72-3566 for ring seal installation
procedures.
Conical seals may be used at flared tubing fitting of appropriate size in

fuel and oil systems as a repair to correct leakage at the option of the
user. Some fittings, valves, manifolds, etc, when installed may have
one end (no groove for ring seal) that may use a conical seal (if re-
quired).
3. A. (15) Unless otherwise specified, flared tubing fittings when used with conical seals, shall be
tightened to torque values specified in Table 6. When conical seals are used, install
conical seals and tighten fittings as follows.
(a) Select proper conical seal part number for tube assembly being installed. (Refer
to Table 6.)
(b) Lubricate conical seal and threads of plumbing fitting with clean engine oil
(72-00-00, Servicing).
CAUTION: PROPER INSTALLATION OF CONICAL SEALS IS

ESSENTIAL TO AVOID FLOW RESTRICTION OR
SUBSEQUENT LEAKAGE.
CONICAL SEALS ARE TO BE USED ONLY ONCE.

ENSURE THAT PREVIOUSLY INSTALLED CONICAL SEAL
IS REMOVED FROM PLUMBING FITTING BEFORE
INSTALLING NEW CONICAL SEAL.
DO NOT INSTALL CONICAL SEAL INTO TUBE NUTS.

SEAL SHALL BE INSTALLED ON MALE FITTING ONLY.
(c) Install conical seal onto male flare portion of plumbing fitting. Flats on conical
seal are designed to provide proper positioning of seal onto plumbing fitting to
prevent cocking of seal that could cause flow restriction.
(d) Thread tube nut onto plumbing fitting several turns with fingers until joint is snug.
If tube nut cannot be tightened snugly with fingers, disassemble and correct
problem to prevent assembly damage to conical seal.
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CAUTION: USE CARE NOT TO TIGHTEN TUBE NUTS MORE THAN
SPECIFIED TO AVOID DAMAGING SEAL. DO NOT LOOS-
EN TUBE NUT AFTER INITIAL TORQUE APPLICATION
WITHOUT REPLACING CONICAL SEAL.
3. A. (15) (e) Tighten tube nuts as follows. (Conical seal is subject to cold creep; therefore, a
double tightening procedure is required.)
1 Tighten tube nuts to torque value specified in Table 6. Torque values are
higher than torque values for tube nuts without conical seals installed.
2 Allow 5 minutes elapsed time for cold creep to occur.
3 Check torque on tube nut and, if required, tighten to torque value specified
in Table 6.
(16) When ring seals are used, install ring seals as follows.
CAUTION: DO NOT INSTALL END OF FITTING WITH RING SEAL

INTO BOSS OF ANY COMPONENT. RING SEAL MAY
BECOME DISLODGED AND CAUSE MALFUNCTION AND/
OR FAILURE OF COMPONENT. (SEE FIGURE 1.)
(a) Select proper ring seal part number for tube assembly being installed. (Refer to
Table 6.)
(b) Ensure fitting has a groove for the ring seal.
NOTE: Reuse of ring seal is acceptable. Damaged ring seals shall be

replaced.
(c) Install undamaged ring seal on fitting.
(d) Tighten fittings to torque values specified in Table 6.
(e) Loosen one-quarter turn then tighten to the required torque.
Table 6. Standard Torque Values for Flared Tubing Fittings

Used with Conical/Ring Seals
Torque (in.-lb)
Tube Dash No. Conical Seal Part No. Ring Seal Part No. All Steel Parts
3 651-525-9003 651-5507-9003 100 to 125
4 651-525-9004 AS1097-4 165 to 190
5 651-525-9005 651-5507-9005 225 to 250
6 651-525-9006 AS1097-6 335 to 375
8 651-525-9008 AS1097-8 575 to 625
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[Post SB TFE731-72-3566]
Installation of Ring Seal Fittings
Figure 1
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3. A. (17) Unless otherwise specified, self-locking plugs shall be tightened to torque values speci-
fied in Tables 6.1 and 6.2.
Table 6.1. Self-Locking Plug, Part Number 3000064-X, Torque

Run Down Torque (Min)
Thread Mandrels MIL-F-18240 Ref Aluminum Cres
0.312-24UNF-38 5 in.-lb 12 to 15 in.-lb 35 to 40 in.-lb
Table 6.2. Self-Locking Plug, Part Number 3000051-X, Torque

Run Down Torque (Min)
Thread Mandrels MIL-F-18240 Ref Aluminum Cres
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CAUTION: ENSURE CORRECT PART NUMBER NUTS AND NUTPLATES
WITH SELF-LOCKING FEATURES ARE USED. IMPROPER PART
NUMBER APPLICATION CAN CAUSE CORROSION DAMAGE TO
ENGINE DUE TO USE OF DISSIMILAR METALS.
3. A. (18) All nuts or nutplates incorporating self-locking features shall be either replaced at reas-
sembly or self-locking features shall be verified to be satisfactory at time of reassembly,
as evidenced by noticeable drag when mating part is threaded into self-locking part.
(19) Minimum running torque values have been established for several sizes of bolts and
self-locking nuts or nutplates. Bolts, inserts and self-locking nuts with running torques
less than the below minimums shall be replaced.
Bolt/Insert Size Minimum Running Torque

No. 8 4 in.-lb
No. 10-32 6 in.-lb
0.250 inch 6 in.-lb
(20) Any extension used with a torque wrench to provide access, or any special tool provid-
ing an offset causes a difference between indicated and actual torque. The actual
torque applied in this condition may be calculated as follows.
R = TxL
L+E
Where: R = Indicated torque on torque wrench
T = Actual torque
L = Effective length of torque wrench lever arm (See Figure 1.1)
E = Effective length of offset (See Figure 1.1)

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Determining Effective Length of Wrench and Extension

Figure 1.1
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3. B. Check Point Notes
The manufacturer has included suggested check point notes for observance during and/or
after critical build operations. Observance of these check points is optional; however, their
use is suggested to ensure quality assembly results. The numbers used to identify these
check points are included for Honeywell internal identification purposes only.
C. Assembly Part Numbers
When a part to be replaced carries an assembly part number as well as the individual piece
part number, ensure the replacement part is identified with the assembly part number.
4. Replaceable Components
A. General
(1) In addition to the replaceable components outlined in other chapters in this publication,
all plumbing, tubing, fittings, brackets, grommets, and common hardware are replace-
able.
NOTE: Packings, Part No. S9412-XX, S9413-XX, M25988, and M83248, are
not age sensitive and have no shelf life control.
(2) All packings (O-ring type) and gaskets removed during maintenance shall be replaced
with new packings and gaskets.
(3) All retaining hardware which have tabs to be bent at installation (tabbed locking wash-
ers, blade retaining clips, etc) shall be replaced when removed and parts with tabs that
have been previously bent shall not be reused.
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5. Stud and Insert Replacement

Primer (Base 535K020 and PPG Aerospace, PRC-DeSoto International, Inc,
Activator 930K097) P.O. Box 1800, 5454 San Fernando Rd,
Glendale, CA 91209
NOTE: Unless otherwise specified, a slight rotation (lateral movement) of inserts

and/or studs is acceptable for continued service.
A. Replacement of Stud or Insert
(1) Cut off stud just above mounting surface to expose pilot hole for removal drill.
CAUTION: DO NOT ALLOW DRILL TO TOUCH HOUSING OR DAMAGE

MAY RESULT.
(2) Using a pilot hole as a guide, drill out stud or insert until only a thin shell remains.
(3) Bend locking keys inward and break them off. Remove stud or insert with an easy-out
tool.
NOTE: It is essential that procedures listed herein be followed to reduce

corrosive potential which exists between steel fasteners and magne-
sium components. Installation of thread inserts and studs shall follow
painting operations.
(4) Clean components in solvent to remove all traces of grease or oil and allow solvent to
evaporate before next step.
(5) Prepare primer by mixing equal parts by volume of primer and activator. Allow mixed
primer to stand for 45 minutes before application.
(6) Using applicator saturated with primer, apply a thin even coat of wet primer to threaded
hole to receive stud or insert. When installing stud or insert into a blind hole, bottom of
hole need not be covered, but walls of hole shall be covered. When installing stud or
insert into through-hole, cover walls of hole through to adjacent painted surface. End of
stud need not be covered.
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5. A. (7) Allow primer to dry for 2 to 3 minutes.
(8) While primer is still soft, install stud or insert to proper location and lock in position with
locking device. Inserts shall be installed 0.01 to 0.03 inch below machined surfaces.
(9) Touch up surface adjacent to locking device of stud or insert by applying a wet coat of
primer to seal scratches and isolate dissimilar metal surfaces. Apply primer to an area
around studs or insert to seal all surfaces one-eighth to one-fourth inch from the hole in
all directions. Application of primer shall be uniform and neat in appearance without
bare spots or runs. Thread inserts shall be free of excess primer on the internal thread
area.
(10) Cure primer 24 hours at room temperature.
6. Component Handling
A. General
(1) Spare components of the engine or components removed from the engine should be
handled and packaged with sufficient regard as to prevent breakage due to dropping or
rough handling. Provide protection for any protrusions or surfaces for mating with other
components when components are removed from engine or separated from mating
parts.
(2) Handling of components with knife edge seals.
(a) Whenever components with knife edge seals are removed from engine, use care
to prevent any handling damage such as dents, nicks, or bends on knife edges.
(b) When performing removal/installation procedures for components with knife

edge seals, use care not to force knife edges against any surfaces.
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7. Curvic Coupling Handling and Inspection

Arkansas polishing stone (White) Norton Co, Coated Abrasive Div, 10th Ave and
25th St, Watervliet, NY 12189
Soft rubberized abrasive (Brightboy No. Brightboy Abrasives Inc, 7754 Arjons Dr,
ST70AL0512 or ST70AL0801) San Diego, CA 92126-4391
CAUTION: CURVIC PROTECTORS SHOULD BE PLACED ON CURVIC COU-

PLINGS WHENEVER COMPONENTS ARE REMOVED FROM EN-
GINE TO PREVENT DAMAGE TO CURVIC COUPLING TEETH.
NOTE: Curvic coupling is not acceptable if a tooth is missing. A partial tooth or

removal of material that forms a partial tooth is not acceptable. Only the
edges outlined in Figure 2 may be reworked to repair minor damage.
A. Curvic Coupling Check
(1) Always ensure curvic couplings to be mated are clean, are free of oil, dirt, or any other
foreign matter, and have no obvious damage. Brush teeth with suede brush and wash
with solvent or degreaser.
(2) Ensure curvic coupling teeth have no nicks, burrs, or scoring. No repair is permitted on
curvic tooth mating faces. Repair damage to curvic tooth edges shown as heavier lines
in Figure 2. Components with damaged curvic tooth mating faces may be returned to
manufacturer for possible repair.
(a) Remove high spots of damage by polishing with an Arkansas polishing stone of
suitable size and shape.
(b) Break sharp edges.
(c) Polish teeth using soft rubber abrasive.

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CAUTION: PROPER HANDLING OF PARTS WITH CURVIC COUPLINGS IS
MANDATORY TO PREVENT DAMAGE WHICH MAY REQUIRE RE-
PLACEMENT OF PART. CURVIC COUPLINGS ARE OF TWO TYPES:
CONVEX AND CONCAVE. A CONVEX CURVIC COUPLING MUST
ALWAYS BE MATED WITH A CONCAVE CURVIC COUPLING AND A
CONCAVE CURVIC COUPLING MUST ALWAYS BE MATED WITH A
CONVEX CURVIC COUPLING. MATING WRONG TYPES TOGETH-
ER WILL SCORE TEETH, REQUIRING PART REPLACEMENT.
7. B. Handling Procedures
(1) When mating curvic couplings of parts, ensure always that convex types are mated to
concave and that concave types are mated to convex. See Figure 3 to determine type
of curvic coupling.
(2) Always ensure curvic couplings to be mated are clean, are free of oil, dirt or any other
foreign matter, and have no obvious damage. Brush teeth with suede brush and wash
with solvent. Ensure curvic coupling teeth have no nicks, burrs, or scoring. Immediate-
ly before mating curvic couplings, brush curvic coupling teeth with bristled brush, pre-
ferably horsehair, with short, stiff bristles to ensure cleanliness.
(3) Never mate curvic couplings together except for required maintenance operations. To
preclude damage, always cover unmated curvic coupling with protective cap or cover.
REWORK ALLOWED ONLY ON EDGES SHOWN AS HEAVIER LINES.
Curvic Tooth Repair

Figure 2
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Determining Type of Curvic Coupling

Figure 3
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8. Bearing Handling and Inspection
Table 9. Equipment and Materials

Equipment or Material Manufacturer
Gauss meter Commercially available
Oil (MIL-PRF-6085) Commercially available
Scriber (Ball Plug Gage) Industrial Tectonics Inc, 7222 Huron River Dr,
Dexter, MI 48130
Scriber (Stylus) RAE Bearing Services Inc, 170 E Elliott St, P.O.
Box 14180, Hartford, CT 06114-1517
CAUTION: COMPONENTS (RACE, ROLLERS, CAGE, ETC) OF EACH BEARING

ARE A MATCHED SET AND SHOULD NOT BE MIXED WITH COM-
PONENTS OF OTHER BEARINGS.
A. Handling Procedures
(1) Prior to inspection, demagnetize bearing components.
(a) Using a gauss meter, check bearing for magnetization.
(b) Demagnetize to achieve a reading of two gauss or less.
(2) Prior to inspection, clean bearing components in accordance with 72-00-00, Cleaning/
Painting, Cleaning Method No. 14.
(3) Place bearings in a covered container or plastic bag while awaiting inspection to mini-
mize contamination.
(4) Handling of bearing components must be minimized. When handling bearings which
are cleaned and not oiled, personnel shall wear either synthetic rubber gloves or nylon
mesh gloves with polyethylene palms and fingers. In case none of the above are avail-
able, clean cotton gloves shall be worn.
(5) Prior to inspection, place bearing in a wire dip basket one layer deep (do not stack
bearings) and clean in accordance with Cleaning/Painting, Cleaning Method No. 2, to
remove engine oil.
(6) Coat bearings with clean engine oil after inspection is completed.
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NOTE: Functional surfaces of bearings shall be visually checked under suitable
lighting. If damage is visible with naked eye, scope of damage shall be
evaluated by visually checking damaged surfaces at 10 power magnifica-
tion or by hand tracing with a precision scriber (stylus).
8. B. Bearing Inspection
(1) Inspect No. 1 through No. 6 engine bearings using the inspection criteria specified in
Table 10 and the following.
(a) Inspect No. 1 roller bearing.
1 Use criteria outlined under Rolling Element Diameter over 0.500 inch but
less than 1.00 inch column.
2 If contact paths on raceways and rollers are not readily visible, consider the
center 0.20 inch of the components as functional surfaces.
3 Refer to Step (7) for bearings that failed inspection requirements.
(b) Inspect No. 2 fan thrust bearing.
1 Use criteria outlined under Rolling Element Diameter over 1.00 inch col-
umn.
2 The forward half of inner race (half with circumferential oil slot in bore) shall
be considered a non-functional surface.
3 Single scratches or crossed scratches, if not felt with scriber, may extend all
the way around the ball circumference.
(c) When inspecting No. 3 ball bearing, the forward half of inner race (half with oil
slots and puller groove) shall be considered a non-functional surface.
(d) When inspecting No. 4 HP rotor roller bearing, consider the center 0.20 inch of
raceways and rollers as functional surfaces if contact surfaces on raceways and
rollers are not readily visible.
(e) Inspect No. 5 HP rotor ball bearing.
1 The forward half of inner race (half with puller groove) shall be considered a
non-functional surface.
2 Blue or purple discoloration is acceptable.

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8. B. (1) (f) Inspect No. 6 roller bearing.
1 Use criteria outlined under Roller Element Diameter over 0.500 inch but
less than 1.00 inch column.
2 If contact paths on raceways and rollers are not readily visible, consider the
center 0.150 inch of components as functional surfaces.
3 Blue or purple discoloration is acceptable.
(2) Functional surfaces of bearings include the following.
(a) Total raceway width of straight-through (non-flanged) races of roller bearings.
(b) Load paths on flanged raceways of roller bearings.
(c) Roller O.D. load path.
(d) Roller corner radius to end face intersection. (See Figure 4.)
(e) Roller bearing raceway guide flange inner surface.
(f) Cage pilot land surface.
(g) Balls and ball bearing outer raceway.
(h) Ball bearing loaded raceway half for split inner rings.
NOTE: Table 10 specifies scriber (stylus) tip radius. If using scriber with ball
tip, ball diameter must be equal to twice the radius specified in table.
Scriber tip surface finish shall be 4 microinches or better.
(3) When a scriber (stylus) is used it shall have a tip radius as specified in Table 10. The
scriber shall be held perpendicular to the surface being examined, and the only pres-
sure exerted should be the weight of the scriber. Surface blemishes of acceptable
bearings must not exceed the requirements of Table 10.
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Table 10. Inspection Criteria for Acceptance of Bearing Components Defects

Description of
Defect Rolling Element Diameter over 0.500 inch
(See NOTE (1)) Rolling Element Diameter up to 0.500 inch but less than 1.00 inch
Scriber (Stylus) Maximum Defect Scriber (Stylus) Maximum Defect
Tip Radius Size Allowable Tip Radius Size Allowable
True brinelling 0.040 inch 0.015 inch 0.080 inch 0.025 inch
False brinelling 0.040 inch Not Applicable 0.080 inch Not Applicable
Corrosion and 0.040 inch Not Applicable 0.080 inch Not Applicable
Rust
Pits 0.040 inch 0.010 inch 0.080 inch 0.014 inch
Pits in a 0.250 0.040 inch Maximum of 3 at 0.080 inch Maximum of 3 at
inch diameter 0.010 inch 0.014 inch
circle
Nicks and dents 0.040 inch 0.025 inch 0.080 inch 0.030 inch
Scoring 0.040 inch Maximum depth of 0.080 inch Maximum depth
0.002 inch of 0.002 inch
Scratches, 0.040 inch axial Maximum depth of 0.080 inch axial Maximum depth
scuffs-Rollers 0.080 inch 0.002 inch 0.120 inch of 0.002 inch
circumferential circumferential
Scratches, 0.040 inch Maximum depth of 0.080 inch Maximum depth
scuffs-Balls 0.002 inch (See of 0.002 inch
NOTE (2)) (See NOTE (2))
Scratches, 0.040 inch 0.500 inch 0.080 inch 0.500 inch
scuffs-Inner and maximum maximum
Outer Races Circumferential Circumferential
length on raceway length on
or 0.002 inch raceway or 0.002
maximum depth inch maximum
depth
Surface slag None Acceptable None Acceptable None Acceptable None Acceptable
inclusions
Galling Not Applicable Not Applicable Not Applicable Not Applicable
NOTE: (1) All defects are acceptable unless felt with the designated scriber and are
greater in dimension than the maximum allowable.
(2) Single scratches (felt with designated scriber and are smaller in dimen-
sion than maximum allowable) may not extend more than one half way
around the circumference. Multiple scratches may not cross or extend
more than one quarter the way around circumference.
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Table 10. Inspection Criteria for Acceptance of Bearing Components Defects (Cont)
Description of
Defect
(See NOTE (1)) Rolling Element Diameter over 1.00 inch Non-Functional Surfaces
Scriber (Stylus) Maximum Defect
Tip Radius Size Allowable
True brinelling 0.120 inch 0.035 inch See Dents
False brinelling 0.120 inch Not Applicable Not Applicable
Corrosion and 0.120 inch Not Applicable Acceptable (Clean prior to reuse)
Rust
Pits 0.120 inch 0.018 inch 0.060 inch maximum dimension
Pits in a 0.250 in 0.120 inch Maximum of 3 at Maximum number of 5 at 0.030 inch
diameter circle 0.018 inch (greatest dimension)
Nicks and dents 0.120 inch 0.035 inch 0.125 inch (greatest dimension)
Scoring 0.120 inch Maximum depth of Acceptable
0.002 inch
Scratches, 0.120 inch axial Maximum depth of See Roller end wear.
scuffs-Rollers 0.160 inch 0.002 inch
circumferential
Scratches, 0.120 inch Maximum depth of Not Applicable
scuffs-Balls 0.002 inch (See
NOTE (2))
Scratches, 0.120 inch 0.500 inch Acceptable. Raised metal must be
scuffs-Inner and maximum stoned flush with surface.
Outer Races Circumferential
length on raceway
or 0.002 inch
maximum depth
Surface slag None Acceptable None Acceptable 0.125 inch greatest dimension and
inclusions does not extend onto a functional
surface
Galling Not Applicable Not Applicable Rejectable if felt with a 0.160 inch
scriber.
NOTE: (1) All defects are acceptable unless felt with the designated scriber and are
greater in dimension than the maximum allowable.
(2) Single scratches (felt with designated scriber and are smaller in dimen-
sion than maximum allowable) may not extend more than one half way
around the circumference. Multiple scratches may not cross or extend
more than one quarter the way around circumference.
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Bearing Roller Functional Surface

Figure 4
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8. B. (4) Bearings that exhibit surface conditions that exceed the limits of Table 10, or other
damage that renders them inoperable are to be rejected for re-use. Bearings that have
surface conditions no worse than those shown in illustrations are identified as accept-
able and may be re-used.
(5) Components (races, rollers, cage, etc) of each bearing should be separated from com-
ponents of other bearings. Each reassembled bearing must contain only original com-
ponents and be oriented at reassembly the same as at disassembly.
(6) Definitions and Limits.
(a) Brinelling (True). True brinelling is plastic flow of metal characterized by smooth,
shiny bottomed indentations in raceways and rolling elements usually equally
spaced corresponding to rolling element spacing. (Refer to Table 10 for limits.)
(b) Brinelling (False). False brinelling is characterized by surface marks or ble-

mishes on balls, rollers, or raceways that normally have a polished or satin finish
appearance. This is usually caused by continuous non-rotational vibrations.
(Refer to Table 10 for limits.)
(c) Cracks. Cracks are separations, fissures, or ruptures characterized by sharp

edges and/or sharp changes in direction. Cracks are cause for rejection on
functional or non-functional surfaces.
(d) Corrosion. Corrosion on surface areas is characterized by a broken, pitted, or

discolored appearance. Corroded surface areas will exhibit an orange peel
appearance. (Refer to Table 10 for limits.)
(e) Burnishing. Burnishing is a mechanical smoothing of a surface, sometimes

resulting in discoloration around the contact area. This is not accompanied by
wear. Acceptable components show wear of less than 0.000050 inch. (Refer to
roller end wear and cage defects sections.)
(f) Dents. Dents are slight depressions or hollows on the surface made by mechan-
ical injury to the material such as blows or pressure caused by hard objects
contacting the finished surface. They are usually bright bottomed and irregular in
shape. (Refer to Table 10 for limits.)
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8. B. (6) (g) Fretting corrosion. Fretting corrosion is rapid oxidation of surfaces of closely
fitted parts. It is characterized by rusty appearing surfaces ranging from black
(well bonded) to a fairly bright reddish brown (often loosely bonded or even free
particles). Fretting corrosion is acceptable on non-functional surfaces.
(h) Heat discoloration. Heat discoloration of bearing surfaces ranges from light
straw to blue or purple. Purple or blue discoloration which still exists after the
bearing is cleaned will be cause for rejection.
(i) Stains. Stains are surface discolorations which range from black to dark reddish-
brown in color. Surface areas which are stained will exhibit an intact, non-pitted,
unbroken appearance. Stains are acceptable on all surfaces.
(j) Varnishing. Varnishing is the breakdown of a lubricant because of temperature

which results in a harmless surface discoloration which can be recognized by its
light brown to black appearance. Varnishing is acceptable on all surfaces.
(k) Galling. Galling is a more severe condition of fretting corrosion where there is a
significant transfer of material between surfaces due to welding and break-away
of particles. It is caused by excessive sliding between two poorly lubricated
surfaces which are forced into contact with each other by high pressure. (Refer
to Table 10 for limits.)
(l) Rust. See Corrosion.
(m) Pits. Pits are small, irregular shaped cavities in a surface from which material
has been removed by corrosive action such as chemical or electrolytic attack.
(Refer to Table 10 for limits.)
(n) Nicks. See Dents.
(o) Surface slag inclusions. Surface slag inclusions are foreign materials embedded
in the metal. These occasionally appear as dark spots or lines following bearing
operation. (Refer to Table 10 for limits.)
(p) Scratches and scuffs. Scratches and scuffs are narrow, shallow linear abrasions
caused by movement of sharp objects or particles across a surface. These
penetrate the original surface of bearing components. (Refer to Table 10 for
limits.)
(q) Scoring. Scoring is deep, multiple scratches caused by sliding at the rolling
contact surface in the presence of foreign particles usually found on ball, roller,
and raceway surfaces. (Refer to Table 10 for limits.)
NOTE: Figures 5 thru 8 are deleted.

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8. B. (6) (r) Skidding. Skidding is excessive slipping between balls or rollers and raceways.
Skidding is evidence on roller bearings by a burnished or frosted ring around the
rollers and/or raceways, on ball bearings by a speckled wear pattern or by a
burnished or frosted ring on balls and by burnished or irregular frosted or
smeared areas on the inner race. Skidding is cause for rejection.
(s) Spalling. Spalling is exhibited by irregular shaped cavities of flaked-out metal

from a raceway or rolling element surface with jagged bottoms caused by rolling
contact fatigue. Spalling is cause for rejection.
(t) Fractures. See cracks.
(u) Raised metal. Raised metal not specifically covered by description or illustration
is not acceptable.
(v) Burrs. See raised metal.
(w) Roller end wear. Roller end wear, inspected with 10X magnification, may appear
as circular burnishing, scuffing, or pitting on the roller end surface adjacent to the
corner radius junction.
1 Roller ends which exhibit wear of 0.0001 inch or more measured from the
unworn surface are cause for rejection. Exceptions to this criteria are:
a Wear on the center portion of the roller end caused by debris between
cage and roller is acceptable.
b Roller end patterns that are eccentric irrespective of wear depth are
cause for rejection.
c Any pitting conditions are cause for rejection.
d Excessive scuffing patterns are cause for rejection.
e Other roller end patterns shown in are cause for rejection.
NOTE: Figures 9 thru 11 are deleted.

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8. B. (6) (w) 2 Cage defects which are cause for rejection include the following.
a Flaking, peeling, and blistering of silverplate.
b Grossly uneven wear of silverplate on pilot surface.
c Cage pocket wear that was worn through silverplate.
d Silver plate cracking in the corner of roller bearing cage pockets is

acceptable providing no visible crack travel into the parent material is
observed and the visible crack indications do not exceed 0.020 inch
outboard of the cage pocket corners.
e Smearing of silver plate out of cage pocket acceptable if no parent

material is visible.
f Bent or broken cages are not acceptable.
g Purple to black discoloration is acceptable on bearing cages unless

silver plated surfaces show evidence of heavy chemical attack, i.e.,
pitting, surface roughness, or exposed base metal.
(7) Procedures for bearings failing to meet inspection requirements.
(a) Bearings not meeting inspection requirements may be returned for repair. Due
to the critical process control requirements which must be maintained during the
repair process, this repair is authorized to be performed only at Honeywell. For
repair send bearings to the following.

Distribution Center
1944 E Sky Harbor Circle
(b) Package bearings for shipment.
1 Secure bearing with at least two plastic bands to hold it together.
2 Properly preserve in oil.
3 Place bearing in a bearing bag, and seal both ends.
4 Individually package in a container that is twice the diameter of the bearing,

line with a dampening material.
5 Identify the container with all the necessary information.
NOTE: Figures 12 thru 20 are not used.

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9. Inspection of Tubes and Fittings

NOTE: Equivalent substitutes may be used for listed item.
NOTE: The following paragraphs contain general instructions for cleaning,

inspecting, and repairing tubes and fittings.
A. Cleaning of Tubes and Fittings
(1) Cover openings to prevent entry of dirt and other foreign material.
WARNING: USE SOLVENT IN A WELL-VENTILATED AREA, AVOID BREATH-

ING FUMES OR CONTACT WITH SKIN.
(2) Wipe exterior of tubes and fittings with cloth soaked with solvent.
(3) If internal passages require cleaning, thoroughly clean exterior first, then flush interior
of tube in both directions with solvent.
(4) Dry interior and exterior of tubes using low pressure, dry, filtered compressed air.
(5) Cover opening immediately after drying.
B. Inspection of Tubes and Fittings
Table 12 provides usable limits and maximum repairable limits of tubes and fittings.
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Table 12. Inspection of Tubes and Fittings

Maximum
Inspect Acceptable Limits Repairable Limits Corrective Action
TUBES
(1) Splits and cracks. None allowed. Not repairable. Replace tube.
(2) Internal gouges or None allowed. Not repairable. Replace tube.
scratches.
(3) Dents Dented area not over 20% Not repairable. Replace tube.
(See Figure 21.) of tube OD on straight or
curved section. (See
Figure 21, View A.)
(4) Creases Creased area not over Not repairable. Replace tube.
20% of tube OD on
straight or curved section.
(5) Flattened area. OD not less than 80% of Not repairable. Replace tube.
(See Figure 21.) original OD. (See Figure
21, View B.)
FUEL TUBES
Sharp nicks, gouges and Minimum wall thickness Same as accept- Blend damaged area
fretting. must be 80% of original able limits. to fair smoothly.
thickness. Pressure test tube to
2,000 psi.
AIR AND OIL TUBES
Sharp nicks, gouges and Minimum wall thickness Same as accept- Blend damaged area
fretting. must be 60% of original able limits. to fair smoothly.
thickness.
HEX COUPLING NUTS
(B NUTS)
(1) Damaged corners. Any number as long as Not repairable. Replace part.
wrench can be used.
(2) Cracks None allowed. Not repairable. Replace part.
(3) Nicks and burrs. Any number, with no high Any number, with Blend high metal.
metal. high metal.
(4) Damaged threads. One-half of one thread Same as accept- Chase threads using a
(total), with no high metal. able limits, with bottoming tap.
high metal.
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Table 12. Inspection of Tubes and Fittings (Cont)

Maximum
Inspect Acceptable Limits Repairable Limits Corrective Action
FITTINGS
(1) Cracks None allowed. Not repairable. Replace assembly.
(2) Sealing surfaces Any number if the defect Same as accept- Carefully blend sealing
for nicks, dents, does not extend in the ax- able limits, with surfaces maintaining
and scratches. ial direction across more high metal. the original contour,
than 1/2 the sealing sur- using a fine abrasive
face. No high metal al- stone.
lowed.
(3) Stripped threads. Total length of defect no Same as accept- Blend high metal using
more than 1/2 of one able limits, with a tap or die, fine file or
thread length with no high high metal. equivalent.
metal.
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TUBE OD 20% OF OD
(INCHES) (INCHES)
1/4 3/64
5/16 1/16
3/8 5/64
5/8 1/8
3/4 5/32
1.0 AND GREATER 3/16
Dented and Flattened Tubes, Acceptable Limits

Figure 21
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10. Removal/Installation of Rivets

Hand riveter (G-55) Chicago Rivet & Machine Co, 901 Frontenac Rd,
(Alternative for G-784 riveter) P.O. Box 3061, Naperville, IL 60563
Pneumatic-hydraulic riveter (G-784) Chicago Rivet & Machine Co, 901 Frontenac Rd,
(90 to 125 psi compressed air source P.O. Box 3061, Naperville, IL 60563
is necessary)
Riveter pulling head (H640-4U) Chicago Rivet & Machine Co, 901 Frontenac Rd,
(Used with G-55 riveter with P.O. Box 3061, Naperville, IL 60563
one-eighth inch diameter rivets)
(Used with G-55 riveter with five P.O. Box 3061, Naperville, IL 60563
thirty-second inch diameter rivets)
(Used with G-784 riveter with P.O. Box 3061, Naperville, IL 60563
one-eighth inch diameter rivets)
(Used with G-784 riveter with five P.O. Box 3061, Naperville, IL 60563
thirty-second inch diameter rivets)
Rivets Refer to the applicable illustrated parts catalog
for the part number of the rivet to be used.
CAUTION: WHEN REMOVING RIVETS, EXERCISE CAUTION NOT TO ELON-

GATE OR OVERSIZE RIVET HOLES. OVERSIZE HOLES COULD
AFFECT CORRECT INSTALLATION OF REPLACEMENT RIVETS
AND SECURITY OF PARTS.
A. Removal of Wiredrawn Rivets (See Figure 22)
(1) In thick material, select proper size drift pin, and drive stem out of spindle. (Refer to
Detail A.)
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10. A. (2) In thin material, to avoid damage to riveted material, remove rivets as follows.
(a) Use a small center drill, and drill through stem to provide pilot hole for larger drill.
Then drill away taper portion of collar and stem using a larger drill. (Refer to
Detail B.)
(b) Pry remainder of locking collar out of rivet head. (Refer to Detail C.)
(c) Drill nearly through head of rivet, using a drill the same size as rivet shank.
(Refer to Detail D.)
(d) Break off rivet head, using a drift pin as a pry. (Refer to Detail E.)
(e) Push out remaining rivet shank, using same diameter drift pin as rivet shank.
(Refer to Detail F.)
(f) Clean rivet hole in accordance with standard shop practices.
Removal of Wiredrawn Rivets

Figure 22
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CAUTION: EXERCISE CARE NOT TO DAMAGE RIVETED MATERIAL WHEN
REMOVING RIVETS.
10. B. Removal of Solid Rivets
(1) Provide a pilot guide for drill, using a center punch.
CAUTION: EXERCISE CARE NOT TO COUNTERSINK RIVET HOLE. EN-

SURE DRILL BIT DOES NOT EXCEED SHANK SIZE OF RIVET.
(2) Select drill the same size as rivet shank. Drill through rivet head only.
(3) Pry off head of rivet.
(4) Punch out remainder of rivet, using same diameter drift pin as rivet shank.
(5) Clean rivet hole in accordance with standard shop practices.
C. Installation of Wiredrawn Rivets
(1) If required, use fixturing to maintain alignment of parts being riveted. Rivet holes of
parts shall be in line to allow proper rivet installation.
(2) Position replacement rivet of appropriate part number in hole.
(3) When using pneumatic-hydraulic riveter (G-784), install applicable riveter pulling head.
Use riveter pulling head H681-4U for 1/8 inch diameter rivets. Use riveter pulling head
H681-5U for 5/32 inch diameter rivets.
(4) When using hand riveter (G-55), install applicable riveter pulling head. Use riveter
pulling head H640-4U for 1/8 inch diameter rivets. Use riveter pulling head H640-5U
for 5/32 inch diameter rivets.
(5) Hold riveter in a light and flexible manner on the rivet stem, in line with rivet stem.
Ensure rivet head is flush against surface being riveted.
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NOTE: Action of rivet will automatically help bring pulling head of riveter into
proper alignment with rivet axis. Pressing down with force will prevent
rivet from properly aligning with rivet hole.
10. C. (6) Actuate riveter to form blind-side bulb, seat locking rivet collar in rivet head, and shear
rivet stem.
(7) Inspect rivet installation as follows. (See Figure 23.)
(a) Sheared stem on rivet head shall be flush to preformed head, within 0.020 inch
protrusion above preformed head to 0.010 inch recess below preformed head.
(b) Locking collar shall be flush to preformed head within 0.020 inch protrusion
above preformed head to a specified recess dimension below rivet stem depend-
ing upon rivet diameter.
(c) Maximum acceptable dimension for collar recess is 0.015 inch on 1/8 inch diam-
eter rivet, and 0.020 inch on 5/32 inch diameter rivet.
(d) Slight “flash” on collar is acceptable if height of flash does not exceed 0.020
inch.
(e) Any gap under rivet head which will permit a 0.002 inch feeler gage to contact
the rivet shank is unacceptable.
(8) Inspect rivet installation by probing locking collar with a sharp edge instrument (e.g.,
XACTO knife). If locking collar moves, reaccomplish rivet installation.
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Inspection of Replacement Wiredrawn Rivet Installation

Figure 23
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11. Care of Special Tools

Corrosion-preventive compound (Braycote 153) Air BP Lubricants Div, Maple Plaza II, 1N,
(MIL-PRF-16173, Class 1, Grade 3) 6 Campus Dr, Parsippany, NJ 07054-4406
A. Protection of Items with Black Oxide Coating
Many special tools used in engine maintenance procedures are finished with black oxide
coating. These items should be wiped or sprayed before and after use with corrosion-
preventive compound to protect finish and prevent the formation of rust or corrosion. Treat-
ment with specified corrosion-preventive compound is especially important for components
subjected to high stress, such as the life-limited rod components of shaft stretch fixtures, as
any rust or corrosion may weaken the part and decrease the safe life span.
B. Protection of Items with Threaded Diameters
The threaded diameters of all special tools should be kept lubricated with a good grade of
grease of other suitable lubricant (engine oil, etc) to prevent any thread damage during tool
use.
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12. Adapter (Rosan Fitting) Replacement

Zinc chromate primer (Federal Specification Commercially available
TT-P-1757)
Table 16. Adapter (Rosan Fitting) Removal and Installation Tools

Tube Size Removal Tooling Installation Tooling
Lockring Puller Tool Wrench Lockring Drive Tool
0.250 inch RF 9804 LPD RF 6904W RF 9804D
0.500 inch RF 9808 LPD RF 6908W RF 9808D
NOTE: Tooling may be purchased from Rosan Inc, 2901 West Coast Hwy, Newport
Beach, CA 92663
A. Removal of Damaged or Leaking Adapter (Rosan Fitting)
NOTE: Refer to Table 16 for tools required as determined by size of adapter

being removed.
(1) Spread jaws of lockring puller tool (Table 16) apart by holding jaws and pulling out of
sleeve until jaws retaining pin bottoms in sleeve.
CAUTION: DO NOT ATTEMPT TO FORCE LOCKRING PULLER TOOL

SLEEVE DOWN OVER JAWS. ENSURE PULLER FLANGE OF
JAWS ARE ENGAGED IN CIRCULAR GROOVE OF ADAPTER
LOCKRING.
(2) Holding jaws apart, engage threads of adapter and turn lockring puller tool clockwise
until pulling flange of jaws are located in circular groove of adapter lockring.
Slide sleeve of lockring puller tool down over jaws, locking jaws into adapter lockring.
(3) Using appropriate tool, engage bolt head in lockring puller tool and rotate in a counter-
clockwise direction until lockring disengages from mounting boss.
(4) With lockring disengaged, unthread and remove adapter from mounting boss.
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12. B. Installation of Adapter (Rosan Fitting)
(1) Fabricate a “bullet” of teflon or similar material and thread over smallest threads on
adapter.
(2) Saturate adapter, “bullet” and packing in engine lubricating oil.
(3) Slide packing over “bullet” onto adapter.
(4) Thoroughly lubricate machined cavity into which adapter is to be installed with engine
lubricating oil.
(5) Thread adapter into machined cavity by hand until seated.
CAUTION: TO PREVENT DAMAGE TO PACKING DO NOT ROTATE

ADAPTER IN OPPOSITE DIRECTION ONCE SEATED.
(6) Install wrench (Table 16) on external serrations of lockring.
(7) Using appropriate size socket and a torque wrench of sufficient capacity, tighten adapt-
er to torque specified. Refer to applicable portion of manual.
CAUTION: DO NOT ROTATE ADAPTER COUNTERCLOCKWISE TO

ALIGN SERRATIONS AS PACKING WILL BE DAMAGED.
(8) Verify serrations of lockring are aligned with serrations in mounting boss. Torque may
be increased to maximum allowable to align serrations.
(9) Prior to seating lockring, apply zinc chromate primer into machined cavity and top of
mounting boss.
(10) Place lockring drive tool (Table 16) over adapter to contact surface of lockring.
(11) Using an arbor press, press lockring into mounting boss until lockring drive tool con-
tacts surface of mounting boss.
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13. Determining Acceptability/Rejection of Air Seal Formed by Knife Edges/Abradable or Honeycomb
Material
NOTE: Criteria used for the inspection of abradable material versus honeycomb
material differs in several aspects and should be performed as indicated in
this manual.
As an example, two of the criteria are the inspection of groove depths and
the wear pattern of knife tracks. On honeycomb material, the depth of knife
grooves can be any depth. On the abradable material, the groove depth is
more critical and should never be greater than 0.030 inch because the
material could degrade by breaking the bond coat which would cause the
abradable material to separate or break into pieces (honeycomb material is
brazed to the base metal).
Wear patterns or rub grooves (notches) caused by the knives must be at

least one cell width apart in honeycomb material. For abradable material,
the criteria for wear patterns or rub grooves is more liberal; therefore, the
grooves may be wider as long as there is no overlap between grooves.
A. Abradable Material
(1) The abradable material used with knife edges for air seals in the engine is subject to
wear due to normal engine operation. This wear is usually seen on the airseal as rub
grooves (notches). Rub grooves within limits (0.030 inch or less) do not cause an
increase of seal leakage but rather reduce the leakage due to an increase in turbulence
between knife edge and seal.
(2) Slight chips and nicks of the seal edges are acceptable.
(3) Cracks that do not extend beyond the first knife-edge seal groove are acceptable.
(4) Flaking and chipping that do not extend beyond all knife-edge seals are acceptable.
(5) The general guidelines for acceptable and unacceptable wear are illustrated in Figure
24.
(6) Specific inspection criteria is included for seal diameters in the applicable section of this
manual.
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Acceptable and Unacceptable Wear Patterns on Abradable Material

Figure 24
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13. B. Honeycomb Material
Unless otherwise specified in the manual, the following is the acceptance/rejection criteria of
honeycomb seals.
NOTE: Grooves cut into honeycomb caused by knife contact are acceptable
to any depth.
(1) Groove cut by knife may be any depth; however, distance between wear grooves shall
not be less than 0.065 inch (or one cell width). (See Figure 25.)
NOTE: Damage is defined as crushed honeycomb cell. Damage referred to in

the following criteria is not the damage caused by knife contact
(grooves) but damage caused by other factors, e.g., foreign object
damage, mishandling, tools, etc.
(2) Damage to honeycomb cells (other than knife contact) cannot exceed an area of six
adjacent damaged cells circumferentially by 1/2 (half) of the seal/step width. (Refer to
Example A, Figure 26 and Table 17.)
(3) Damaged areas may not overlap and should be a minimum of four complete undam-
aged cells apart.
(4) Partial cells at the edge of the seal are allowed. At the leading edge of each flatland or
step, the first row of complete cells can have a maximum of three adjacent damaged
cells circumferentially at a maximum of three places. (Refer to Example B, Figure
26.1.) Damage beyond the first complete row is allowed in accordance with Step (1).
(5) Braze separation between seal and backing ring is not permitted.
(6) Any honeycomb seal damaged beyond the allowable limits can be repaired by sending
the seal assembly to the following.

Distribution Center
UP833486
70-00-00 Page 44
Nov 30/06


Acceptable Wear Patterns of Honeycomb Material

Figure 25
UP833486
70-00-00 Page 45
Apr 28/00


Honeycomb Acceptance/Rejection Criteria

Figure 26
UP833486
70-00-00 Page 46
Apr 28/00


Table 17. Honeycomb Acceptance/Rejection Criteria

Maximum Damage Number of Damaged
Seal Size (Diameter) Area Size Areas Allowed Seal Type
Less than 4 inches 1/
2 seal width by six 1 FLATLAND
cells circumferentially
or
Less than 4 inches 1/ seal width by six 2 FLATLAND
4
or
Less than 4 inches 1/ seal width by three 2 FLATLAND
2
Greater than 4 inches 1/

2 seal width by six 2 FLATLAND
or
Greater than 4 inches 1/ seal width by six 4 FLATLAND
4
or
Greater than 4 inches 1/ seal width by three 4 FLATLAND
2
Less than 4.1 inches 1/

2 step width by six 2 Stepped
or
Less than 4.1 inches 1/ step width by three 4 Stepped
2
Greater than 4.1 inches 1/

2 step width by six 3 Stepped
or
Greater than 4.1 inches 1/ step width by three 6 Stepped
2
UP833486
70-00-00 Page 47
Apr 28/00


Honeycomb Acceptance/Rejection Criteria

Figure 26.1
UP833486
70-00-00 Page 48
Apr 28/00


14. Fluorescent Penetrant Inspection
Refer to the TFE731 Inspection/Repair Manual, 72-IR-02, APPENDIX 1, Method No. 302A, for
fluorescent penetrant standard practices inspection procedures.
UP833486
70-00-00 Page 49
Nov 26/03


15. Magnetic Particle Inspection
NOTE: As a minimum requirement, all personnel performing magnetic particle

inspection shall be qualified in accordance with NAS 410.
Unless otherwise specified in the manual, magnetic particle inspection shall be accomplished in
accordance with ASTM E1444.
16. Eddy Current Inspection
As a minimum requirement, all personnel performing eddy current inspection shall be qualified in
accordance with NAS 410.
UP833486
70-00-00 Page 50
Nov 26/03


17. Other Standard Practices

Safety cable ((Safe-T-Cable) (SAE AS3509, Daniels Mfg Corp, 526 Thorpe Rd, Orlando, FL
AS3510, AS3511)) 32824-8133
NOTE: Standard practices, which are considered common throughout the industry,
such as riveting, welding, lockwiring, etc, are not included in this publica-
tion.
However, in certain instances, specific procedures for riveting and welding

may be included in the maintenance practices.
A. Welding Requirements
As a minimum requirement, all welding shall be accomplished by qualified personnel certified

to Specification AWS D17.1 and familiar with industry techniques commonly used for welding
high temperature alloys.
B. Safety Cable Requirements
Safety cable may be used as an alternate to common lockwire at any location on the engine.
Safety cable installation shall be in accordance with SAE AS4536A and the manufacturers’
instructions.
18. HPT and LPT Discs and Seal Plates
A. HPT and LPT Discs (See Figure 27)
(1) No surface imperfections are allowed in disc bore, curvic gasket sealing surfaces, or
firtree slots.
(2) Surface imperfections (e.g., scratches, tool marks, nicks, dents) that do not exceed
0.001 inch in depth are acceptable on remaining disc surfaces.
(3) If surface imperfections exceed the limits specified in Step (2), refer to Inspection/
Repair Manual, 72-IR-02, APPENDIX 2, REPAIR, Turbine Disc Repairs, for repair.
B. HPT and LPT Seal Plates (See Figure 27A)
(1) No surface imperfections are allowed in bore or curvic gasket sealing surfaces.
(2) Surface imperfections (e.g., scratches, tool marks, nicks, dents) that do not exceed
0.001 inch are acceptable on remaining seal plate surfaces.
UP833486
70-00-00 Page 51
Nov 30/05


Turbine Disc Inspection Criteria (Typical)

Figure 27
UP833486
70-00-00 Page 52
Aug 23/02


Seal Plate Inspection Criteria (Typical)

Figure 27A
UP833486
70-00-00 Page 53
Nov 26/03

See TR
19. Routing of Electrical Harnesses

Teflon spiral wrap (MIL-I-22129 or AMS 3653) Commercially available
Thermofit wraparound shrink tape ESCO Electronic Supply Co, 1430 W Broadway
(Raychem Part No. TMS-WM-00-9) Rd, Suite A140, Tempe, AZ 85282
A. When routing and clamping the electrical wiring harnesses, ensure that clamping and routing
requirements of the maintenance manual are met. Check to ensure adequate clearance
exists between panels, tubes, airframe structures, etc.
B. If potential touch points are encountered, use of protective spiral wrap (Teflon spiral wrap)
over the wire harness is permissible to provide added protection for the harness. Protective
spiral wrap should be secured with thermofit wraparound shrink tape or equivalent to prevent
movement of the spiral wrap. Use of protective spiral wrap shall not be used in lieu of proper
harness clamping and routing requirements.
C. It is permissible to use a clamp that is one size larger or smaller, than the clamp specified, in
order to obtain a proper fit, however, the same class (Part Number) clamp must be used.
Clamps should have a snug fit, without pinching the harness, and should not allow the har-
ness to move through the clamp, when a slight axial pull is applied.
UP833486
70-00-00 Page 54
Nov 26/03



REVISION 11, DATED MAY 11, 2007. INSERT FACING PAGE 54, 70-00-00. THIS TR IS
ALSO APPLICABLE TO THE CD-ROM TFE731-5L AND THE CD-ROM TFE731-5H.
Reason: To revise Paragraph 19.C. of the routing of electrical harnesses procedure. 1.A.B.
Use the following revised Paragraph 19.C. in lieu of the existing Paragraph 19.C.
C. It is permissible to use a clamp that is larger or smaller than the clamp specified in order to
obtain a proper fit, however the same class (part number) clamp must be used. Clamps
should have a snug fit without pinching the harness and should not allow the harness to move
through the clamp when a slight axial pull is applied.

UP833486
Page 1 of 1
Aug 8/07

20. Repair of Metal Overbraid on Electrical Wire Harnesses

Digital multimeter Hewlett Packard Co, 3000 Hanover St, Palo Alto,
(41/2 digit readout; accuracy of 0.5 percent CA 94304-1112
or greater; minimum impedance of 1
megohm)
Isopropyl alcohol (Federal Specification Commercially available
TT-I-735)
Masking tape (3M No. 213) Commercially available
Megohmmeter (General Radio Model GR1863) Commercially available
Metal Foil Tape (3/4 inch wide with adhesive), 3M Abrasive Systems Div, 3M Center, Building
Part No. 1183, or equivalent 223-6N-01, St Paul, MN 55144-1000
Raychem TMS-WM Shrink Tape, Raychem Corp, 300 Constitution Dr, Menlo Park,
Part No. TMS-WM-9 CA 94025-1164
Scotch Brand Fiberglass Tape (1/2 inch wide), 3M Abrasive Systems Div, 3M Center, Building
Part No. 69 223-6N-01, St Paul, MN 55144-1000
Wire Screen Mesh (1 inch wide), ACS Industries, Inc, 191 Social St, Woonsocket,
Part No. SC61298 RI 02895
UP833486
70-00-00 Page 55
June 9/06


NOTE: This repair shall not be used for repair of high voltage ignition leads.
20. A. If damage to overbraid is shield abrasion only (no broken stands), repair in accordance with
the following steps.
(1) Clean area to be repaired using isopropyl alcohol to remove contaminates (fuels, oils,
dirt, etc).
(2) Wrap the damaged area with Raychem TMS-WM shrink tape and heat shrink in place
using a heat gun. No further action is required.
B. If damage to overbraid has resulted in broken strands or holes in overbraid, evaluate damage
as follows to determine if harness is field repairable. (See Figure 28.)
(1) Damage to metal overbraid may be field repaired provided the following criteria can be
met. If the following criteria cannot be met, return harness to Honeywell for repair.
(a) No more than four repairs may be made on a harness.
(b) Damage is no more than 2 inches long (axially).
(c) Damage is at least 1 inch away from a junction or breakout.
(d) Damage is at least 1/2 inch away from a double braiding or tapered braiding at
connectors. No repair is allowed on double braided or taper braided sections of
harness.
(e) Harness passes insulation minimum resistance check before and after repair.
(f) There is no damage to internal wires/cables, or their insulation.
(2) Clean area to be repaired using isopropyl alcohol to remove contaminates (fuels, oils,
dirt, etc).
(3) Perform insulation minimum resistance check before repair.
(a) All insulation resistance tests shall be performed in accordance with

MIL-STD-202, Method 302 (Condition B). Testing shall be performed between
mutually insulated contacts and between each contact and the connector shell to
confirm a minimum of 100 megohms resistance.
(b) If insulation resistance is less than 100 megohms, return harness to Honeywell
for repair.
(4) Using small wire cutters, carefully cut out damaged wire overbraid circumferentially.
Trim back all frayed strands. (See Figure 29.) Do not damage inner harness bundle.
UP833486
70-00-00 Page 56
Nov 26/03


F481358
Overbraid Damage (Typical)

Figure 28
UP833486
70-00-00 Page 57
Nov 26/03


F481359
Frayed Strands Removal

Figure 29
UP833486
70-00-00 Page 58
Nov 26/03


20. B. (5) Apply a couple of wraps of masking tape, approximately 3/4 inch from each of the
trimmed ends, to prevent over fraying in the following step. (See Figure 30.)
(6) Using a teasing needle, unweave the exposed overbraid and fold it back over the
masking tape. Ensure there are no strands shorter than 1/4 inch long. (See Figures 31
and 32.)
(7) Apply metal foil tape over center core between the two pieces of masking tape. (See
Figure 33.) Ensure there are no shield strands under the metal foil tape.
(8) Fold back the unwoven strands over the top of the metal tape. If strands are too long,
trim at the approximate center point. (See Figure 34.)
(9) Carefully remove masking tape from both ends of repair.
(10) Starting at one end of the repair, at approximate location of removed masking tape,
tightly wrap screen mesh on top of itself for one turn to capture one end. Continue
wrapping wire mesh tightly and firmly around the damaged area, overlapping at least
50 percent on each revolution. Secure finishing end, at approximate location of re-
moved masking tape, with a piece of fiberglass tape. (See Figure 35.)
(11) Apply a piece of Raychem TMS-WM shrink tape, cut approximately 1 inch wide over
each end of repair. Center the shrink tape over each end of the wire mesh and over
wrap shrink tape 1 1/2 times to secure. Heat shrink tape in place using a heat gun.
(See Figure 36.)
(12) Perform insulation minimum resistance check after repair.
(a) All insulation resistance tests shall be performed in accordance with

MIL-STD-202, Method 302 (Condition B). Testing shall be performed between
mutually insulated contacts and between each contact and the connector shell to
confirm a minimum of 100 megohms resistance.
(b) If insulation resistance is less than 100 megohms, return harness to Honeywell
for repair.
(13) Check overbraid shield resistance across the repair with a multimeter. Resistance
across the repair shall not exceed 100 milliohms. If resistance across repair exceeds
100 milliohms, retry this repair, or replace harness.
UP833486
70-00-00 Page 59
Nov 26/03


F481360
Wraps to Prevent Over Fraying

Figure 30
UP833486
70-00-00 Page 60
Nov 26/03


F481361
Unweave Exposed Overbraid

Figure 31
UP833486
70-00-00 Page 61
Nov 26/03


F481362
Strand Length 1/4 Inch Minimum

Figure 32
UP833486
70-00-00 Page 62
Nov 26/03


F481363
Metal Foil Tape Between Masking Tape

Figure 33
UP833486
70-00-00 Page 63
Nov 26/03


F481364
Trim and Fold Over Unwoven Strands

Figure 34
UP833486
70-00-00 Page 64
Nov 26/03


F481365
Secure Ends with Fiberglass Tape

Figure 35
UP833486
70-00-00 Page 65
Nov 26/03


F481366
Apply Raychem TMS-WM Shrink Tape

Figure 36
UP833486
70-00-00 Page 66
Nov 26/03


CHAPTER 72 − ENGINE
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
Description and Operation 1

Trouble Shooting 101
Servicing 301
Removal/Installation 401
Adjustment/Test 501
Inspection/Check 601
Cleaning/Painting 701
ENGINE COMPONENTS 72-00-00
AIR INLET SECTION 72-20-00
COMPRESSOR SECTION 72-30-00
COMBUSTION SECTION 72-40-00
TURBINE SECTION 72-50-00
ACCESSORY DRIVES SECTION 72-60-00
BY-PASS SECTION 72-70-00
BY-PASS FAN SUPPORT AND SHAFT SECTION 72-71-00
BY-PASS FAN REDUCTION GEAR SECTION 72-72-00

UP833486
ENGINE
72-CONTENTS Page 1
Apr 22/05


UP833486
ENGINE
72-CONTENTS Page 2
Apr 22/05

CHAPTER/ CHAPTER/
ENGINE − Tab 2 July 31/95
3 Apr 28/00
Table of 1 Apr 22/05
Contents 2 Apr 22/05 4 July 31/95
5 July 31/95
List of 1 May 11/07 6 July 31/95
Effective 2 May 11/07 7 May 11/07
Pages 3 May 11/07 8 Nov 26/03
4 May 11/07 9 Nov 26/03
5 May 11/07 10 July 31/95
6 May 11/07 11 July 31/95
7 May 11/07 12 Nov 26/03
8 May 11/07 13 Aug 23/02
9 May 11/07
14 Nov 26/03
10 May 11/07
11 May 11/07 15 July 31/95
12 May 11/07 16 July 31/95
13 May 11/07 17 July 31/95
14 May 11/07 18 Nov 26/03
15 May 11/07 19 Aug 23/02
16 May 11/07 20 Aug 23/02
17 May 11/07 21 Aug 23/02
18 May 11/07 22 Aug 23/02
23 Nov 26/03
Record of 1 May 11/07 24 Nov 26/03
Temporary 2 May 11/07
25 Aug 23/02
Revisions 3 Nov 30/05
4 Nov 26/03 26 July 31/95
5 Nov 26/03 27 July 31/95
6 Aug 23/02 28 Aug 23/02
7 Aug 23/02 29 Aug 23/02
8 Aug 23/02 30 July 31/95
9 Aug 23/02 31 July 31/95
10 Aug 23/02 32 July 31/95
33 July 31/95
DESCRIPTION 34 July 31/95
AND 35 July 31/95
OPERATION − Tab 36 July 31/95
Description 37 July 31/95
and 38 Apr 28/00
Operation 39 July 31/95
72-Contents 1 Nov 26/03 40 July 31/95
2 Aug 23/02 TROUBLE
72-00-00 1 July 31/95 SHOOTING − Tab
UP833486
72-EFF Page 1
May 11/07

CHAPTER/ CHAPTER/
Trouble 123 Apr 28/00
Shooting 124 Apr 28/00
72-Contents 1 Aug 23/02 125 Apr 28/00
2 Aug 23/02 126 Aug 23/02
3 Nov 26/03 127 July 31/95
4 Aug 23/02 128 Apr 28/00
5 May 11/07 129 July 31/95
6 Apr 22/05 130 Apr 28/00
PURPOSE AND 131 Apr 28/00
DESCRIPTION − Tab 132 Aug 23/02
133 July 31/95
101 Apr 22/05
134 July 31/95
102 Apr 22/05 135 Apr 28/00
HOW TO USE 136 Apr 28/00
INSTRUCTIONS − Tab 136A Apr 22/05
103 Aug 23/02 136B Apr 22/05
104 July 31/95 137 Aug 23/02
138 Apr 28/00
TROUBLE 139 Apr 28/00
SHOOTING
140 Apr 28/00
TABLES − Tab
141 Apr 28/00
105 July 31/95 142 Apr 28/00
106 Aug 23/02 143 Apr 28/00
107 Nov 26/03 144 Apr 28/00
108 Aug 23/02 145 Apr 28/00
TROUBLE 146 July 31/95
SHOOTING 147 July 31/95
PROCEDURES − Tab 148 July 31/95
149 Apr 28/00
109 Nov 30/06 150 Aug 23/02
110 July 31/95 151 Apr 28/00
111 July 31/95 152 July 31/95
112 July 31/95 153 Apr 28/00
113 July 31/95 154 July 31/95
114 July 31/95 155 Apr 28/00
115 July 31/95 156 July 31/95
116 Apr 28/00 157 Apr 28/00
117 Aug 23/02 158 Apr 28/00
118 July 31/95 159 Apr 28/00
119 Aug 23/02 160 Apr 28/00
120 July 31/95 161 Aug 23/02
121 July 31/95 162 Nov 26/03
122 Apr 28/00 162A Nov 30/06
UP833486
72-EFF Page 2
May 11/07

CHAPTER/ CHAPTER/
162B Nov 30/06 197 July 31/95
162C May 11/07 198 Nov 26/03
162D Apr 22/05 198A June 9/06
198B Aug 23/02
CHECK
INSTRUCTIONS − Tab 198C Nov 26/03
198D Aug 23/02
163 Nov 26/03 198E Apr 22/05
164 Nov 26/03 198F Apr 22/05
164A Apr 22/05 198G Apr 22/05
164B Apr 22/05 198H Apr 22/05
165 July 31/95 198.1 July 31/95
166 Nov 30/05 198.2 Aug 23/02
167 Apr 28/00 198.3 July 31/95
168 Apr 28/00 198.4 Nov 30/05
169 Nov 30/05 198.5 July 31/95
170 Apr 28/00 198.6 July 31/95
171 July 31/95 198.7 July 31/95
172 July 31/95 198.8 July 31/95
173 July 31/95 198.9 July 31/95
174 July 31/95 198.10 July 31/95
175 July 31/95 198.11 Apr 28/00
176 July 31/95 198.12 July 31/95
177 June 9/06 198.13 Apr 28/00
178 Aug 23/02 198.14 Nov 30/06
198.15 June 9/06
179 Apr 28/00
198.16 Apr 28/00
180 Apr 28/00
198.17 July 31/95
181 Apr 28/00
198.18 July 31/95
182 Apr 28/00
198.19 Aug 23/02
183 June 9/06
198.20 July 31/95
184 Nov 30/05
198.21 July 31/95
185 Nov 30/05
198.22 July 31/95
186 Nov 30/05 198.23 July 31/95
187 Nov 30/05 198.24 Aug 23/02
188 Nov 30/05 198.25 Apr 28/00
189 Nov 30/05 198.26 July 31/95
190 Aug 23/02 198.27 July 31/95
191 Apr 28/00 198.28 Aug 23/02
192 July 31/95 198.29 Aug 23/02
193 Nov 26/03 198.30 Aug 23/02
194 Nov 30/05 198.31 Apr 22/05
195 Apr 28/00 198.32 Aug 23/02
196 July 31/95 198.33 Aug 23/02
UP833486
72-EFF Page 3
May 11/07

CHAPTER/ CHAPTER/
198.34 Nov 30/06 198.66 Apr 22/05
198.34A Aug 23/02 198.67 Apr 22/05
198.34B Nov 26/03 198.68 Apr 22/05
198.34C Apr 22/05 198.69 FO May 11/07
198.34D Apr 22/05 198.70 Apr 22/05
198.35 Nov 26/03 198.71 Apr 22/05
198.72 Apr 22/05
198.36 Nov 30/06
198.73 FO Apr 22/05
198.37 July 31/95
198.74 Apr 22/05
198.38 July 31/95 198.75 Apr 22/05
198.39 July 31/95 198.76 Apr 22/05
198.40 July 31/95 198.77 Apr 22/05
198.41 July 31/95 198.78 Apr 22/05
198.42 July 31/95 SERVICING − Tab
198.43 July 31/95
Servicing
198.44 July 31/95 72-Contents 1 Apr 22/05
198.45 July 31/95 2 Apr 22/05
198.46 July 31/95 301 Nov 30/05
198.47 July 31/95 302 Aug 23/02
198.48 Aug 23/02 303 June 9/06
198.49 July 31/95 304 Aug 23/02
198.50 July 31/95 305 Aug 23/02
198.51 July 31/95 306 Aug 23/02
198.52 May 11/07 307 July 31/95
198.52A May 11/07 308 Aug 23/02
309 Aug 23/02
198.52B May 11/07
310 June 9/06
SCHEMATICS 311 Apr 22/05
AND 312 Aug 23/02
DIAGRAMS − Tab 313 Aug 23/02
198.53 May 11/07 314 Apr 22/05
198.54 Apr 22/05 315 Nov 30/05
316 Apr 28/00
198.55 FO May 11/07
317 Aug 23/02
198.56 Apr 22/05
318 Apr 28/00
198.57 FO May 11/07 319 Apr 28/00
198.58 Apr 22/05 320 Apr 28/00
198.59 Apr 22/05 321 Aug 23/02
198.60 Apr 22/05 322 Apr 22/05
198.61 FO May 11/07 REMOVAL/
198.62 Apr 22/05 INSTALLATION − Tab
198.63 Apr 22/05 Removal/
198.64 Apr 22/05 Installation
198.65 FO May 11/07 72-Contents 1 Apr 22/05
UP833486
72-EFF Page 4
May 11/07

CHAPTER/ CHAPTER/
2 Apr 22/05 524 July 31/95
401 Aug 23/02 525 July 31/95
402 Apr 28/00 526 July 31/95
403 July 31/95 527 July 31/95
404 July 31/95 528 July 31/95
405 Aug 23/02 529 July 31/95
406 July 31/95 530 July 31/95
407 Apr 22/05 531 July 31/95
408 Apr 22/05 532 July 31/95
533 July 31/95
ADJUSTMENT/
TEST − Tab 534 Aug 23/02
535 July 31/95
Adjustment/ 536 July 31/95
Test 537 July 31/95
72-Contents 1 Nov 26/03
538 July 31/95
2 Nov 26/03
539 Nov 30/06
3 Nov 30/06
540 July 31/95
4 Apr 22/05
541 July 31/95
501 Apr 22/05
542 July 31/95
502 Apr 22/05 543 July 31/95
503 Nov 26/03 544 Nov 30/06
504 Nov 26/03 545 July 31/95
505 Nov 26/03 546 July 31/95
506 Nov 26/03 547 July 31/95
506A Nov 30/06 548 Apr 28/00
506B Nov 30/06 549 July 31/95
507 June 9/06 550 July 31/95
508 July 31/95 551 July 31/95
509 Nov 30/06 552 Apr 28/00
510 Nov 30/06 553 July 31/95
511 June 9/06 554 Apr 28/00
512 Nov 30/06 555 July 31/95
513 July 31/95 556 Apr 28/00
514 July 31/95 557 July 31/95
515 July 31/95 558 July 31/95
516 July 31/95 558A Nov 26/03
517 Aug 23/02 558B Aug 23/02
518 July 31/95 558C Apr 22/05
519 July 31/95 558D Apr 22/05
520 July 31/95 559 July 31/95
521 Apr 28/00 560 July 31/95
522 July 31/95 561 Nov 30/06
523 July 31/95 562 July 31/95
UP833486
72-EFF Page 5
May 11/07

CHAPTER/ CHAPTER/
563 July 31/95 598.5 Nov 26/03
564 Aug 23/02 598.6 Apr 22/05
565 Apr 28/00 598.6A Apr 22/05
566 Aug 23/02 598.6B Apr 22/05
566A Apr 22/05 598.7 Apr 22/05
566B Apr 22/05 598.8 Nov 30/06
567 Apr 28/00 INSPECTION/
568 July 31/95 CHECK − Tab
569 Nov 30/06
Inspection/
570 Nov 30/06 Check
571 Aug 23/02 72-Contents 1 Nov 26/03
572 July 31/95 2 Aug 23/02
573 July 31/95 601 Nov 30/06
574 July 31/95 602 Nov 26/03
575 July 31/95 603 Apr 28/00
576 July 31/95 604 Apr 22/05
577 July 31/95 605 July 31/95
578 July 31/95 606 Nov 30/06
579 July 31/95 607 Nov 30/06
580 July 31/95 608 Apr 28/00
581 July 31/95 608A Nov 26/03
582 Aug 23/02 608B Aug 23/02
583 Apr 22/05 609 Apr 28/00
584 Apr 22/05 610 Nov 30/05
585 Apr 22/05 611 Apr 22/05
586 Apr 22/05 612 Apr 22/05
587 Apr 22/05 613 Nov 30/06
588 Apr 22/05 614 July 31/95
589 Apr 22/05 615 May 11/07
590 Apr 22/05 616 May 11/07
591 Apr 22/05 617 Nov 26/03
592 Apr 22/05 618 Nov 26/03
593 July 31/95 619 Nov 30/06
594 July 31/95 620 May 11/07
595 Aug 23/02 621 Nov 30/06
596 Aug 23/02 622 Nov 30/06
597 July 31/95 623 Aug 23/02
598 Aug 23/02 624 June 9/06
598.1 July 31/95 625 Aug 23/02
598.2 July 31/95 626 Aug 23/02
598.3 June 9/06 627 Aug 23/02
598.4 Aug 23/02 628 Aug 23/02
UP833486
72-EFF Page 6
May 11/07

CHAPTER/ CHAPTER/
629 Aug 23/02 72-00-01 201 July 31/95
630 Apr 22/05 202 July 31/95
72-00-02 201 Nov 30/05
CLEANING/
PAINTING − Tab 202 July 31/95
203 Aug 23/02
Cleaning/ 204 Aug 23/02
Painting 205 July 31/95
206 Apr 28/00
2 Aug 23/02 207 Nov 26/03
701 Nov 26/03 208 July 31/95
702 Nov 30/06 209 Nov 26/03
703 Aug 23/02 210 July 31/95
704 Aug 23/02 211 Apr 28/00
705 Apr 28/00 212 Apr 28/00
706 Apr 28/00 213 Apr 28/00
707 Nov 26/03 214 July 31/95
708 Nov 26/03 215 July 31/95
709 Nov 26/03 216 July 31/95
710 Apr 28/00 217 July 31/95
711 Apr 28/00 218 July 31/95
712 Apr 28/00 219 July 31/95
713 Apr 28/00 220 July 31/95
714 Apr 28/00 221 July 31/95
715 Apr 28/00 222 July 31/95
716 Nov 26/03 223 July 31/95
717 Nov 26/03 224 July 31/95
718 Aug 23/02 225 Apr 22/05
719 Apr 28/00 226 Apr 22/05
720 Apr 28/00 72-00-03 201 Aug 23/02
721 Apr 28/00 202 July 31/95
722 Apr 28/00 203 July 31/95
204 July 31/95
723 Apr 28/00
205 July 31/95
724 Apr 28/00
206 July 31/95
725 Apr 22/05
207 Apr 22/05
726 Apr 22/05
208 Apr 22/05
72-00-XX 72-00-05 201 July 31/95
ENGINE 202 July 31/95
COMPONENTS − Tab 203 July 31/95
Engine 204 July 31/95
Components 205 July 31/95
72-Contents 1 Apr 22/05 206 July 31/95
2 Apr 22/05 207 July 31/95
UP833486
72-EFF Page 7
May 11/07

CHAPTER/ CHAPTER/
208 July 31/95 72-30-01 201 Nov 26/03
209 July 31/95 202 Apr 28/00
210 July 31/95 203 Nov 26/03
211 July 31/95 204 Nov 26/03
212 July 31/95 205 Nov 26/03
213 Apr 22/05 206 Nov 26/03
214 Apr 22/05 207 Nov 26/03
72-00-06 201 Aug 23/02 208 Nov 26/03
202 July 31/95 209 Nov 26/03
203 Aug 23/02 210 Nov 30/06
204 July 31/95 211 Aug 23/02
205 Apr 22/05 212 Nov 26/03
206 Apr 22/05 213 Nov 26/03
214 Apr 28/00
AIR INLET 215 Aug 23/02
SECTION − Tab 216 Nov 26/03
Air Inlet 217 Nov 26/03
Section 218 Nov 26/03
72-Contents 1 Apr 22/05 219 Nov 26/03
2 Apr 22/05 220 Aug 23/02
72-20-00 1 Apr 22/05 72-30-03 201 July 31/95
2 Apr 22/05 202 July 31/95
72-20-01 201 Aug 23/02 72-30-04 201 June 9/06
202 July 31/95 202 June 9/06
203 July 31/95 203 May 11/07
204 Nov 30/05 204 June 9/06
205 Aug 23/02 205 May 11/07
206 Aug 23/02 206 June 9/06
207 July 31/95 72-30-10 201 Aug 23/02
208 Nov 30/05 202 July 31/95
209 Apr 22/05 203 July 31/95
210 Apr 22/05 204 July 31/95
205 July 31/95
COMPRESSOR 206 Aug 23/02
SECTION − Tab
207 July 31/95
Compressor 208 July 31/95
Section 209 Aug 23/02
72-Contents 1 Nov 26/03 210 Aug 23/02
2 June 9/06 211 Aug 23/02
72-30-00 1 July 31/95 212 Aug 23/02
2 July 31/95 213 July 31/95
3 Apr 22/05 214 July 31/95
4 Apr 22/05 215 July 31/95
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217 July 31/95 219 July 31/95
218 July 31/95 220 July 31/95
219 July 31/95 221 July 31/95
220 July 31/95 222 Nov 30/06
221 Nov 26/03 223 Nov 30/06
222 Nov 30/05 224 July 31/95
223 Aug 23/02 225 Nov 26/03
224 July 31/95 226 July 31/95
227 July 31/95
COMBUSTION
SECTION − Tab 228 July 31/95
229 Nov 26/03
Combustion 230 July 31/95
Section 231 Apr 22/05
232 Apr 22/05
2 Nov 26/03
72-40-03 201 July 31/95
72-40-00 1 July 31/95
202 July 31/95
2 July 31/95
203 July 31/95
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204 July 31/95
202 July 31/95 205 May 11/07
203 Apr 22/05 206 July 31/95
204 Apr 22/05 207 Nov 26/03
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202 Nov 30/05 209 Apr 22/05
203 July 31/95 210 July 31/95
204 July 31/95 72-40-04 201 Aug 23/02
205 July 31/95 202 July 31/95
206 Aug 23/02 203 Aug 23/02
207 July 31/95 204 July 31/95
208 July 31/95 205 July 31/95
208A Apr 22/05 206 July 31/95
208B Apr 22/05 207 Nov 30/06
209 Nov 30/06 208 Nov 30/06
210 Nov 26/03 209 Nov 30/05
210A Apr 22/05 210 July 31/95
210B Apr 22/05 211 Nov 30/06
211 Nov 26/03 212 June 9/06
212 Nov 26/03 213 Nov 30/06
213 Aug 23/02 214 Apr 22/05
214 Aug 23/02 72-40-05 201 Nov 30/06
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216 July 31/95 203 Nov 30/06
217 July 31/95 204 Aug 23/02
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206 Aug 23/02 214 Apr 22/05
207 Aug 23/02 72-50-03 201 Nov 26/03
208 Nov 30/06 202 July 31/95
209 Aug 23/02 203 July 31/95
210 Aug 23/02 204 July 31/95
211 Nov 30/06 205 July 31/95
212 Aug 23/02 206 Nov 26/03
213 Nov 26/03 207 July 31/95
214 Aug 23/02 208 July 31/95
215 Aug 23/02 209 July 31/95
216 June 9/06 210 July 31/95
72-50-04 201 Nov 26/03
TURBINE
SECTION − Tab 202 June 9/06
203 Apr 28/00
Turbine 204 July 31/95
Section 205 July 31/95
206 July 31/95
2 Aug 23/02
207 Nov 30/06
3 Apr 22/05 208 July 31/95
4 Nov 30/06 209 July 31/95
72-50-00 1 July 31/95 210 July 31/95
2 July 31/95 211 Apr 28/00
3 Apr 22/05 212 Apr 28/00
4 Apr 22/05 213 Aug 23/02
72-50-01 201 Nov 26/03 214 Apr 28/00
202 July 31/95 215 Apr 28/00
203 July 31/95 216 Nov 26/03
204 July 31/95 217 Apr 28/00
205 Apr 22/05 218 Apr 28/00
206 Apr 22/05 219 Nov 30/06
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202 Apr 28/00 221 Nov 26/03
203 July 31/95 222 Nov 26/03
204 Nov 26/03 223 Nov 30/06
205 July 31/95 224 Apr 28/00
206 Apr 22/05 225 Nov 26/03
207 Apr 22/05 226 Apr 28/00
208 Nov 26/03 227 Apr 28/00
209 Aug 23/02 228 Nov 26/03
210 Apr 22/05 229 Nov 26/03
211 Nov 26/03 230 Apr 28/00
212 Nov 26/03 230A Nov 26/03
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230B Apr 28/00 262 July 31/95
230C Aug 23/02 263 Apr 28/00
230D Nov 26/03 264 July 31/95
230E Apr 28/00 265 July 31/95
230F Apr 28/00 266 July 31/95
230G Apr 22/05 267 July 31/95
230H Apr 22/05 268 July 31/95
231 Aug 23/02 269 Nov 26/03
232 July 31/95 270 July 31/95
233 Aug 23/02 271 Aug 23/02
234 Aug 23/02 272 June 9/06
235 July 31/95 273 July 31/95
236 July 31/95 274 June 9/06
237 July 31/95 275 July 31/95
238 July 31/95 276 July 31/95
239 Aug 23/02 277 Apr 22/05
240 July 31/95 278 July 31/95
279 Apr 28/00
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281 July 31/95
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283 Nov 30/06
245 Apr 28/00
284 July 31/95
246 July 31/95
285 July 31/95
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248 Nov 26/03
286A Apr 22/05
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250 Nov 30/06 287 June 9/06
251 Apr 22/05 288 July 31/95
252 Apr 28/00 289 July 31/95
253 Nov 26/03 290 Apr 22/05
254 Apr 22/05 291 June 9/06
254A Nov 30/06 292 July 31/95
254B Apr 22/05 293 July 31/95
254C Nov 30/06 294 Aug 23/02
254D Apr 22/05 295 Apr 22/05
255 July 31/95 296 Apr 22/05
256 July 31/95 72-50-05 201 Nov 26/03
257 July 31/95 202 Nov 30/06
258 July 31/95 203 Nov 26/03
259 July 31/95 204 July 31/95
260 July 31/95 205 Nov 26/03
261 Apr 28/00 206 July 31/95
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208 Apr 28/00 242 Nov 26/03
209 July 31/95 243 Nov 26/03
210 July 31/95 244 Nov 26/03
211 Aug 23/02 245 Nov 26/03
212 Apr 28/00 246 Nov 26/03
213 Nov 26/03 247 Nov 30/06
214 Apr 28/00 248 Apr 22/05
215 Apr 28/00 72-50-06 201 Aug 23/02
216 Apr 28/00 202 Nov 26/03
217 Apr 28/00 203 July 31/95
218 Apr 28/00 204 July 31/95
219 Apr 28/00 205 July 31/95
220 Apr 28/00 206 July 31/95
221 Apr 28/00 207 July 31/95
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223 Apr 28/00 209 July 31/95
210 Aug 23/02
224 Apr 28/00
211 Nov 30/06
225 Apr 28/00
212 July 31/95
226 Apr 22/05
212A Aug 23/02
226A Apr 22/05
212B Nov 26/03
226B Nov 30/06
213 July 31/95
227 Apr 22/05
214 July 31/95
228 Nov 26/03
215 July 31/95
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216 Aug 23/02
228B Apr 22/05
217 July 31/95
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230 Apr 22/05 219 July 31/95
231 Nov 26/03 220 Aug 23/02
232 Apr 22/05 221 July 31/95
232A Apr 22/05 222 Apr 28/00
232B Nov 30/06 223 Apr 28/00
232C Apr 22/05 224 Apr 28/00
232D Apr 22/05 224A Nov 30/06
233 Nov 30/06 224B Apr 28/00
234 Nov 26/03 225 Aug 23/02
235 Nov 26/03 226 July 31/95
236 June 9/06 227 July 31/95
237 June 9/06 228 Apr 22/05
238 June 9/06 229 July 31/95
239 Nov 26/03 230 July 31/95
240 Nov 26/03 231 July 31/95
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232 Apr 28/00 218 Aug 23/02
233 July 31/95 219 Apr 22/05
234 July 31/95 220 Apr 22/05
235 Nov 30/06 ACCESS
236 July 31/95 DRIVES
237 July 31/95 SECTION − Tab
238 July 31/95 Accessory
239 Aug 23/02 Drives
240 July 31/95 Section
241 June 9/06 72-Contents 1 Nov 26/03
242 Apr 28/00 2 Aug 23/02
243 July 31/95 3 Aug 23/02
244 Aug 23/02 4 Aug 23/02
245 July 31/95 72-60-00 1 July 31/95
246 Nov 26/03 2 July 31/95
247 Nov 30/06 72-60-01 201 Nov 26/03
248 Nov 30/06 202 July 31/95
249 Nov 30/06 203 Nov 26/03
204 July 31/95
250 Nov 30/06
205 July 31/95
251 Nov 30/06
206 Apr 28/00
252 Nov 30/06
207 July 31/95
253 July 31/95
208 Apr 28/00
254 Nov 30/06
209 Nov 26/03
255 Nov 30/06
210 Nov 26/03
256 Nov 30/06
211 July 31/95
72-50-07 201 Nov 26/03
212 July 31/95
202 July 31/95
213 July 31/95
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204 July 31/95 215 Apr 22/05
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210 July 31/95 221 Apr 28/00
211 Nov 30/05 222 July 31/95
212 July 31/95 223 July 31/95
213 May 11/07 224 Nov 26/03
214 July 31/95 225 July 31/95
215 Nov 30/06 226 Aug 23/02
216 Nov 30/06 227 Apr 28/00
217 Apr 28/00 228 July 31/95
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230 Apr 28/00 236 Aug 23/02
231 Nov 26/03 237 July 31/95
232 July 31/95 238 July 31/95
233 Nov 26/03 239 Apr 28/00
234 Nov 26/03 240 Apr 28/00
235 Nov 26/03 241 Apr 28/00
236 Nov 26/03 242 Apr 28/00
72-60-02 201 Apr 28/00 243 Apr 28/00
202 June 9/06 244 Nov 26/03
203 May 11/07 72-60-03 201 Nov 26/03
204 July 31/95 202 Apr 28/00
205 Nov 26/03 203 Nov 26/03
206 May 11/07 204 Nov 26/03
207 May 11/07 205 Nov 26/03
208 Apr 28/00 206 Nov 26/03
209 Nov 26/03 207 Nov 26/03
208 Nov 26/03
210 Apr 28/00
209 Apr 28/00
211 Nov 26/03
210 Apr 28/00
212 July 31/95
211 Aug 23/02
213 Nov 26/03
212 May 11/07
214 Aug 23/02
213 Apr 28/00
215 July 31/95
214 Aug 23/02
216 Aug 23/02
215 Nov 26/03
217 May 11/07
216 Apr 28/00
218 Aug 23/02
217 Nov 26/03
219 July 31/95 218 Aug 23/02
220 July 31/95 219 Apr 22/05
221 July 31/95 220 Apr 22/05
222 July 31/95 221 Apr 28/00
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225 July 31/95 224 Apr 28/00
226 Nov 30/05 225 Aug 23/02
227 July 31/95 226 Nov 30/05
228 Aug 23/02 227 Nov 30/06
229 Aug 23/02 228 Aug 23/02
230 Nov 30/05 229 Aug 23/02
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BY-PASS 215 Nov 30/06
SECTION − Tab 216 July 31/95
216A May 11/07
By-pass 216B Apr 28/00
Section
216C Nov 30/06
216D Nov 30/06
2 Nov 30/05
216E May 11/07
3 June 9/06
216F Nov 30/06
4 Apr 22/05
217 Nov 30/06
5 Aug 23/02
218 Nov 30/06
6 Apr 22/05
219 July 31/95
72-70-00 1 July 31/95
220 July 31/95
2 July 31/95
221 Aug 23/02
3 Apr 22/05
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4 Apr 22/05
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224 June 9/06
202 July 31/95
225 Nov 26/03
203 July 31/95
226 July 31/95
204 Aug 23/02 227 July 31/95
205 June 9/06 228 July 31/95
206 July 31/95 229 June 9/06
206A June 9/06 230 July 31/95
206B June 9/06 231 Aug 23/02
207 Nov 26/03 232 July 31/95
208 Apr 28/00 233 July 31/95
209 Nov 30/05 234 Aug 23/02
210 Aug 23/02 235 July 31/95
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203 Aug 23/02 238 Apr 22/05
204 Aug 23/02 72-70-04 201 Aug 23/02
205 July 31/95 202 Nov 26/03
206 Nov 30/05 203 Nov 26/03
207 Nov 30/05 204 Nov 26/03
208 Nov 30/05 205 Apr 28/00
208A Nov 30/05 206 Apr 28/00
208B Nov 30/05 207 Aug 23/02
209 Nov 30/05 208 June 9/06
210 Nov 30/05 209 Nov 26/03
211 Nov 30/05 210 Apr 28/00
212 June 9/06 211 Apr 28/00
213 Apr 28/00 212 Apr 28/00
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214 Apr 28/00 226 Nov 26/03
72-70-05 201 Aug 23/02 227 Apr 22/05
202 July 31/95 228 Apr 22/05
203 July 31/95 72-71-02 201 Aug 23/02
204 Aug 23/02 202 July 31/95
205 July 31/95 203 Aug 23/02
206 Aug 23/02 204 Nov 30/06
207 June 9/06 205 Apr 22/05
208 June 9/06 206 Apr 22/05
209 June 9/06 72-71-03 201 Nov 30/06
210 June 9/06 202 Nov 26/03
72-70-06 201 Aug 23/02 203 Nov 26/03
202 Nov 26/03 204 Nov 26/03
203 Aug 23/02 205 Nov 26/03
204 Aug 23/02 206 Nov 30/06
72-71-00 1 Apr 22/05 207 Apr 22/05
208 Nov 26/03
2 Apr 22/05
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72-71-01 201 Nov 26/03
210 June 9/06
202 Nov 26/03
211 Nov 26/03
203 Nov 26/03
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213 Apr 22/05
205 Nov 26/03
214 Apr 22/05
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215 Apr 22/05
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216 Apr 22/05
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72-72-00 1 Apr 22/05
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211 Nov 26/03 202 July 31/95
212 Nov 26/03 203 July 31/95
213 Nov 26/03 204 Aug 23/02
214 Nov 30/06 72-72-02 201 Apr 28/00
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213 July 31/95
214 Aug 23/02
215 July 31/95
216 July 31/95
217 July 31/95
218 July 31/95
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242 Apr 28/00
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CHAP/SEC/ INCORPO-
SUBJ RATED INTO
72-1 thru 72-3 1
72-4 thru 72-6 2
72-7 thru 72-37 4
72-38 thru 72-97 5
72-98 thru 72-121 6
72-122 thru 72-124 7
72-125 and 72-126 6
72-127 thru 72-134 7
72-135 Not Issued
72-136 thru 72-151 7
72-152 Not Issued
72-153 thru 72-156 7
72-157 and 72-158 8
72-159 thru 72-165 9
72-166 Not Issued

72-00-00
72-167 162C Feb 5/07 11
72-00-00
72-168 198.52 Feb 5/07 11
72-00-00
72-169 198.53 Feb 5/07 11
72-CONTENTS
72-170 5 Feb 5/07 11
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RECORD OF TEMPORARY REVISIONS (CONT)
CHAP/SEC/ INCORPO-
SUBJ RATED INTO
72-171 Aug 29/07 Jun 11/12 H
72-172 Aug 29/07 Jun 11/12 H
72-173 Aug 2/07 Jun 11/12 H
72-174 Aug 2/07 Jun 11/12 H
72-175 Jun 25/07 Jun 11/12 H Apr 9/12 H
72-176 Mar 3/08 Jun 11/12 H Mar 23/09 H
72-177 Mar 3/08 Jun 11/12 H Mar 23/09 H
72-178 Jul 30/07 Jun 11/12 H 1 Aug 2018 H Repl. by 72-233
72-179 Jul 30/07 Jun 11/12 H
72-180 Jul 30/07 Jun 11/12 H
72-181 Jul 30/07 Jun 11/12 H
72-182 Aug 20/07 Jun 11/12 H
72-183 Aug 20/07 Jun 11/12 H
72-184 Aug 20/07 Jun 11/12 H 22 Jul 2015 H Repl. by 72-226
72-185 Aug 20/07 Jun 11/12 H
72-186 Aug 20/07 Jun 11/12 H
72-187 Aug 20/07 Jun 11/12 H
72-188 Aug 20/07 Jun 11/12 H

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72-189 Aug 20/07 Jun 11/12 H
72-190 Aug 29/07 Jun 11/12 H
72-191 Aug 29/07 Jun 11/12 H
72-192 Aug 29/07 Jun 11/12 H
72-193 Aug 29/07 Jun 11/12 H
72-194 Mar 3/08 Jun 11/12 H
72-195 Mar 3/08 Jun 11/12 H
72-196 Jun 18//08 Jun 11/12 H
72-197 Dec 19/08 Jun 11/12 H
72-198 Mar 23/09 Jun 11/12 H 30 Jul 2015 H Repl. by 72-230
72-199 Mar 23/09 Jun 11/12 H
72-200 Nov 10/09 Jun 11/12 H 1 Aug 2018 Repl. by 72-233

H
72-201 Aug 5/10 Jun 11/12 H
72-202 Aug 20/10 Jun 11/12 H
72-203 Sep 10/10 Jun 11/12 H 23 Feb 2015 H Repl. by 72-213
72-204 Sep 10/10 Jun 11/12 H 22 Aug 2014 H Repl. by 72-214
72-205 Apr 9/12 Jun 11/12 H 18 Apr 2014 H Repl. by 72-210
72-206 Not yet issued

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CHAP/SEC/ INCORPO-
SUBJ RATED INTO
72-209 Apr 9/12 Jun 11/12 H
72-210 6 Aug 2012 18 Apr 2014 H Repl. by 72-218

28 Jan 2014 H
72-211 15 Dec 2014 16 Jan 2015 H
72-212 3 Feb 2014 18 Apr 2014 H
72-213 16 Feb 2015 23 Feb 2015 H
72-214 22 Aug 2014 22 Aug 2014 H
72-215 23 Dec 2014 12 Jan 2015 H
72-216 24 Dec 2014 24 Dec 2014 H
72-217 12 Dec 2013 18 Apr 2014 H
72-218 28 Jan 2014 18 Apr 2014 H 27 Jun 2014 H Rep by 72-220 and 221
72-219 17 Sep 2014 17 Sep 2014 H 14 Jun 2017 H Repl. by 72-234
72-220 27 Jun 2014 27 Jun 2014 H 8 Dec 2014 H Repl. by 72-222
72-221 27 Jun 2014 27 Jun 2014 H 8 Dec 2014 H Repl. by 72-223
72-222 8 Dec 2014 8 Dec 2014 H 24 Mar 2016 H Repl. by 72-231
72-223 8 Dec 2014 8 Dec 2014 H 2 Feb 2015 H Repl. by 72-225
72-224 30 Jul 2015 31 Jul 2015 H

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CHAP/SEC/ INCORPO-
SUBJ RATED INTO
72-225 28 Jan 2015 2 Feb 2015 H 24 Mar 2016 H Repl. by 72-231
72-226 22 Jul 2015 22 Jul 2015 H
72-227 29 Apr 2015 1 May 2015 H
72-228 15 Jul 2015 24 Nov 2015 H
72-229 24 Jul 2015 28 Jul 2015 H
72-230 30 Jul 2015 25 Nov 2015 H
72-231 24 Mar 2016 24 Mar 2016 H 19 Sep 2017 H Repl by 72-232
72-232 19 Sep 2017 19 Sep 2017 H 5 Oct 2020 H Repl by 72-238
72-233 1 Aug 2018 1 Aug 2018 H
72-234 14 Jun 2017 14 Jun 2017 H 29 Oct 2019 H Repl by 72-235
72-235 29 Oct 2019 29 Oct 2019 H
72-236 NOT YET ISSUED
72-237 2 Nov 2020 2 Nov 2020 H
72-238 5 Oct 2020 5 Oct 2020 H

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CHAP/SEC/ INCORPO-
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CHAP/SEC/ INCORPO-
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CHAP/SEC/ INCORPO-
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CHAP/SEC/ INCORPO-
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CHAP/SEC/ INCORPO-
SUBJ RATED INTO
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CHAPTER 72 − DESCRIPTION AND OPERATION
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
DESCRIPTION AND OPERATION

Engine 1
Air Inlet Section 4
Fan By-Pass Section 4
Compressor Section 4
Combustion Section 4
Turbine Section 4
Accessory Drives Section 5
Engine Fuel and Control System 5
Fuel Pump 7
Fuel Control 7
[Pre SB TFE731-76-3057 and Pre SB TFE731-76-3065]
DEEC (N2 DEEC), Part No. 2118002-51/-52 8
[Post SB TFE731-76-3057] [Pre SB TFE731-76-3065]
DEEC (N1 Control), Part No. 2118002-60/-62 18
[Post SB TFE731-76-3065] Digital Electronic Engine
Control (N1 DEEC) 24
Surge Bleed Control 25
Flow Divider Valve 28
Fuel Manifold 28
Fuel Heating 28
Inlet Pressure and Temperature Sensor 28
Additional Fuel System Components 28
[5BR-1C] Restricted Performance Reserve (RPR) System 29
UP833486
72-CONTENTS DESCRIPTION AND OPERATION

Page 1
Nov 26/03

CHAPTER 72 − DESCRIPTION AND OPERATION
TABLE OF CONTENTS (CONT)
CHAPTER/
SECTION/
ENGINE 72-00-00
DESCRIPTION AND OPERATION (CONT)

Electrical System 35
Ignition System 35
Anti-Icing System 35
Indicating System 36
Interstage Turbine Temperature (ITT) Sensor 36
Magnetic Chip Detector 36
N1 and N2 Transducers 36
Fuel Filter By-Pass Electrical Switch 36
Oil System 37
Components and Accessories 38
Directional References 38
Compressor Zone 38
UP833486
72-CONTENTS DESCRIPTION AND OPERATION

Page 2
Aug 23/02

GENERAL − DESCRIPTION AND OPERATION
1. Engine
The TFE731 Engine is a lightweight, two-spool geared transonic-stage, front-fan, jet-propulsion

engine for aircraft. The engine is modularized for ease of maintenance. Design simplicity and
inherent sturdiness eliminate the need for aerodynamic inlet guide vanes, variable geometry, and
other similar complexities, and thereby minimize inlet icing and reduce noise and weight. In addi-
tion to a high-by-pass ratio, the engine incorporates recent design developments to minimize
engine generated noise to a level appreciably below that of competitive business jet engines. The
use of a reverse-flow annular combustor diminishes engine length and provides the advantage of
the cool-skin concept for the external surfaces of the turbine section. An annular duct serves to
by-pass fan air for direct thrust.
A spinner hub and an axial-flow fan are located at the forward end of the engine and are gear-
driven by the low pressure spool. The low pressure spool consists of a four-stage low pressure
compressor and a three-stage low pressure turbine, both mounted on a common shaft. The high
pressure spool consists of a high pressure single-stage centrifugal compressor and a high pres-
sure single-stage turbine. The high pressure compressor and turbine are mounted on a common
shaft. The high pressure spool drives the accessory section. The spool shafts are concentric, and
the low pressure spool shaft passes through the high pressure shaft. (See Figure 1.)
Refer to 72-00-00, Schematics and Diagrams for system functional schematics. Figure 8 shows
physical locations of engine components and accessories.
Refer to Table 1 for Leading Particulars.

UP833486
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July 31/95


Cross Sectional View of Engine (Typical)

Figure 1
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72-00-00 Page 2
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Table 1. Leading Particulars

Engine Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two-spool turbofan engine
Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single-stage geared
Low Pressure Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Four-stage axial
Low Pressure Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Three-stage axial
High Pressure Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single-stage centrifugal
High Pressure Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single-stage axial (cooled)
Dimensions (approximately)
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 inches
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 inches
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 inches
Weight (approximate dry weight (lb)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 899.0
Ratings
Absolute Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51,000 feet
Starting Altitude (ground starts) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sea level to 15,000 feet
Ambient Air Temperature
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -54 to 52°C (-65 to 125°F)
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -54 to 52°C (-65 to 125°F)
Exception: Lowest permissible temperature shall be that at which the fuel
viscosity is at or above the pour point.
Oil Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.01 gallon/hour
Electrical Power (nominal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 vdc
Speed
Low Pressure Turbine Rotor (N1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21,000 rpm (100%)
High Pressure Turbine Rotor (N2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30,300 rpm (100%)
Lubrication System
Lubrication Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to Servicing, Table 301
Fuel System
Fuel Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Honeywell EMS53111, EMS53112,
EMS53113 Class A and B, EMS53116
(Refer to Aircraft Flight Manual and/or
appropriate aircraft document)
Thrust (uninstalled) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4750 lb
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2. Air Inlet Section
The air inlet section is located in the front of the engine directly behind the fan rotor assembly and
is enclosed by the fan inlet and by-pass housing assemblies.
3. Fan By-Pass Section
The fan provides inlet air for the engine compressor and bypasses a large portion of the inlet air
available to the engine for noise reduction and additional thrust. The by-pass section consists of
the fan spinner, fan rotor assembly, fan by-pass stator, fan duct set, by-pass fan support and shaft
section, and by-pass reduction gear section.
4. Compressor Section
Inlet air enters the engine through the air inlet section located immediately aft of the fan by-pass
section. From the air duct it enters the compressor section at the low pressure (four-stage axial)
compressor where it is compressed and forced through the interstage diffuser assembly to the
high pressure (single-stage centrifugal) compressor.
Air is further compressed by the high pressure compressor and is discharged into the combustion
section.
5. Combustion Section
The compressed air flows into a single reverse-flow annular combustion chamber in the turbine
section where it is mixed with atomized fuel supplied by twelve duplex fuel nozzles containing
primary nozzles used for starting, and secondary nozzles used in conjunction with the primary
nozzles for all other phases of engine operation. The fuel-air mixture is ignited by the two igniter
plugs. After ignition cutout, combustion is self-sustaining. The resultant combustion gases are
directed to the turbine by the transition liner.
The combustion chamber plenum assembly encloses the entire combustion area and provides a
plenum for compressed air. The rear end of the plenum assembly provides a register for the
turbine bearing support.
6. Turbine Section
The turbine section contains four (one high pressure, three low pressure) axial flow turbine wheels
and four stator assemblies. Gases from the combustion section flow through the stator and wheels
and exhaust to atmosphere through the thrust and exhaust nozzle.
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7. Accessory Drives Section
The accessory drives section consists of a gearbox module for supplying drive power to engine
and aircraft accessories. Primary components of the module are a transfer gearbox and an acces-
sory drive gearbox. The transfer gearbox is driven by a vertical shaft from the high pressure spool
and drives the accessory drive gearbox through a horizontal shaft. The accessory drive gearbox
provides shaft power for aircraft accessories (mounted on the forward face of the accessory drive
gearbox), the fuel pump, fuel control, and the oil pump.
Three drives are provided on the forward face of the accessory drive gearbox for customer-
furnished accessories such as a starter, alternator, hydraulic pump, or similar accessories.
The oil pump, mounted on the aft face of the accessory drive gearbox, provides for oil pumping
and scavenging. A magnetic chip detector is mounted on the oil pump. The oil pump also has a
boss in which a temperature probe may be mounted for measuring fan gearbox scavenge oil
temperature. An oil filter and oil filter indicator valve are mounted on the accessory drive gearbox.
A fuel filter is mounted on the fuel pump mounted on the accessory drive gearbox. Also mounted
on the aft face of the gearbox is a breather pressurizing valve.
8. Engine Fuel and Control System
The engine fuel and control system pressurizes fuel routed to the engine, meters fuel flow, and
delivers atomized fuel to the combustion section of the engine.
Fuel flow is controlled by a hydromechanical fuel control, which contains a fuel shutoff section and
a fuel metering section. This unit is mounted on the fuel pump and provides the power lever con-
nection point and the fuel shutoff function. The unit provides mechanical overspeed protection for
the high pressure rotor during normal (automatic mode) engine operation.
During normal engine operation, a remotely mounted digital electronic engine control (DEEC)
performs the functions of thrust setting, speed governing and acceleration and deceleration limit-
ing through electrical control outputs to the fuel control in response to power lever inputs. In the
event of electrical or DEEC failure, or at the option of the pilot, the fuel control will function inde-
pendently in manual mode to provide for engine operation at reduced power at non-flat rated
conditions. The digital electronic engine control also controls the surge bleed control system in
normal operation. When the digital electronic engine control is deactivated, the surge bleed valve
assumes a one-third open position which allows conservative operation on manual mode. A logic
diagram of the engine fuel and control system is presented in Figure 2.
The total engine fuel and control system consists of the following components, which provide the
functions indicated. (Refer to 72-00-00, Schematics and Diagrams.)
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Engine Fuel and Control System Logic Diagram

Figure 2
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8. A. Fuel Pump
The fuel pump provides high pressure fuel to the engine fuel and control system. The unit
consists of a boost pump element, fuel filter, differential pressure indicator (filter by-pass
valve), high pressure pump element, and relief valve.
The filter by-pass valve on the fuel pump allows by-pass of fuel around the fuel filter when the
pressure drop across the fuel filter is excessive. An integral delta pressure electrical switch is
used for cockpit indication of an excessive differential pressure condition before bypassing
occurs.
A boss is provided on the fuel pump for the installation of a customer provided temperature
probe to measure fuel temperatures at the fuel inlet.
B. Fuel Control
This unit contains the fuel metering section, power lever input, shutoff valve, outlet pressuriz-
ing valve, overspeed solenoid, and a mechanical governor that functions as either an over-
speed governor for the high pressure rotor or provides manual control when the electronic
engine control section of the fuel control system is deactivated. When activated, the electron-
ic engine control controls fuel flow scheduling by electrically setting the metering section
pressure drop within the fuel control in accordance with the power lever and engine inputs.
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8. C. [Pre SB TFE731-76-3057 and Pre SB TFE731-76-3065] DEEC (N2 DEEC), Part No.
2118002-51/-52
The main component of the TFE731-5 engine control system is the DEEC. It utilizes modern
digital circuitry which inherently possesses less drift, fewer components and solder joints, and
increased reliability when compared to earlier analog type designs. The DEEC is remotely
located from the engine. Its external features are shown in Figure 3.
The DEEC utilizes a nominal 28 VDC supplied through a cockpit switch from the aircraft bus.
However, the DEEC will operate satisfactorily with the voltage as low as approximately 13.0
VDC. Should the voltage decrease below this value, the DEEC will automatically transfer to
manual mode. Once this has occurred, the DEEC will remain in manual mode until the volt-
age increases to approximately 15.0 VDC, then the DEEC will automatically revert to normal
mode.
Manual mode may also be selected by positioning a cockpit auto/manual switch to manual.
The DEEC contains fault detection logic which will automatically transfer the DEEC to manual
mode if certain faults are detected. Whenever the DEEC power is turned off or when manual
mode is manually or automatically selected, a ground circuit is completed within the DEEC
that illuminates a cockpit annunciator light.
The DEEC requires a number of inputs from the engine in order to perform its functions.
(See Figure 2.) Low pressure rotating group RPM is received from the N1 transducer
mounted at the aft end of the spool. High pressure rotating group RPM is transmitted from
the N2 transducer located in the transfer gearbox. Interstage turbine temperature is received
from the ITT harness probes located between the high pressure turbine and the first stage
low pressure turbine. Inlet air temperature and pressure data is supplied by the combined
TT2/PT2 sensor located in the inlet. Power lever position is received from a variable poten-
tiometer which is located within the fuel control. All inputs are electrical with the exception of
PT2. Inlet pressure is transmitted to the DEEC through a pneumatic line connected between
the inlet probe and the face of the DEEC.
The outputs from the DEEC go to the torquemotor, manual mode and overspeed solenoids
within the fuel control and to surge valve solenoids “A” and “B”.
The manual mode solenoid is energized whenever the DEEC is operating in normal mode.
This sets the mechanical N2 governor within the fuel control at 105 percent to act as an
overspeed protection device. When the DEEC transfers to manual mode this solenoid is
de-energized which then allows the governor to be set or modulated by power lever position.
The DEEC contains schedules for starting, reduced and normal idle, acceleration, takeoff
power, climb/cruise, deceleration, and surge protection. Additional features include automatic
starting fuel enrichment, 50 percent speed switch, ITT and N1 limiting capability, and provi-
sions to interface with Synchronizers and [5BR-2C] Automatic Performance Reserve (APR)
or [5BR-1C] Restricted Performance Reserve (RPR) systems.
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Digital Electronic Engine Control (DEEC) (Typical)
Figure 3
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During start, a higher initial fuel flow is provided automatically by the DEEC. This enrichment
ceases when the DEEC senses an ITT of approximately 200°C. A cockpit switch is provided
to manually actuate enrichment above 200°C ITT during start. Actuation of this switch has no
effect at idle RPM and above.
The DEEC incorporates a speed switch that is utilized to de-energize the starter and ignition
during the start. This occurs at approximately 50 percent N2 RPM. These functions are not
available when operating in manual mode.
Operating at idle and above, the DEEC analyzes the inputs and calculates the required N2 for
a given power lever position and ambient conditions. There is a relationship between N2 and
N1 RPM such that a given N2 produces a certain N1 RPM at prevailing ambient conditions.
Aircraft takeoff power settings and DEEC trim settings are specified in terms of N1 RPM.
This is done because thrust is directly related to N1 RPM at a specific ambient condition.
However, the DEEC actually controls engine speed by governing N2 RPM. The DEEC
compares N2 RPM demanded by power lever position and ambient conditions to actual N2
RPM and generates an electrical signal which is sent to the torquemotor within the fuel con-
trol. This signal adjusts fuel flow to accelerate or decelerate the engine to achieve the de-
sired speed. The DEEC also monitors input parameters to determine the appropriate surge
valve position.
There are two idle RPM schedules within the DEEC that control minimum RPM when the
power lever is positioned at the idle stop (fuel control shaft at 18-22 degrees). The higher idle
(normal idle) is automatically selected when the squat switch or weight-on-wheels switch is
activated and the aircraft is in flight. A lower idle (reduced idle) setting, is utilized when on the
ground. Specified idle RPM is not one distinct value but varies with changes in altitude and
air temperature. The idle RPM graphs are located in the Adjustment/Test section of this
manual. Referring to these graphs, it can be seen that idle RPM increases as the outside air
temperature or altitude increase. The reduced idle setting results in approximately 240
pounds thrust while the normal idle setting produces approximately 370 pounds thrust.
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Positioning the power lever to the maximum stop (fuel control at 120-122 degrees) results in
maximum N1 RPM automatically adjusted for air temperature and altitude. This is accom-
plished by two schedules within the DEEC referred to as the flat rate schedule and maximum
speed schedule. These schedules are often abbreviated FR and Mn respectively. The FR
schedule calculates a N2 for a specified air temperature and altitude that results in an N1 that
limits thrust to approximately 4750 pounds. However, at higher air temperature and altitude
this thrust level cannot be achieved prior to reaching either the maximum permissible ITT or
N2 RPM. The Mn schedule calculates a N2 RPM for a specified air temperature that results
in a N1 RPM that an airworthy engine can produce at or below the N2 or ITT limits (100
percent and 978°C). Referring to Figure 4, Example A, thrust versus OAT is depicted. It can
be seen that thrust is held constant when operating on the FR schedule, but, as OAT in-
creases thrust decreases when operating on the Mn schedule. The engine flat rating (EFR)
is the highest air temperature at sea level at which the engine can produce flat rated thrust.
The EFR could also be defined as the intersection point of the sea level FR schedule with the
Mn schedule. (See Figure 4, Example B.) The DEEC will control engine speed at maximum
power by selecting the lower of the FR or the Mn schedule. When operating on the FR
schedule, as altitude increases, N1 must also increase to offset the lower air density and
provide the same flat rated thrust. (See Figure 4, Example C.) It is evident that at higher
altitudes (above approximately 10,000 feet) the Mn schedule will be the lowest and will be the
controlling schedule. There are certain ambient conditions where the schedules actually
request a N1 RPM in excess of 100 percent at maximum power lever position. However, N1
is restricted to a maximum value of 100 percent by an additional DEEC circuit called the N1
limiter.
[5BR-1C] This limiter has final authority, including an increase demanded by Automatic
Performance Reserve (APR) or Restricted Performance Reserve (RPR) that would result in a
N1 in excess of 100 percent.
The values of required takeoff N1 are not included in the Engine Light Maintenance Manual
but are located in the performance section of the Aircraft Flight Manual. The N1 values are
usually presented in tabular form for ease of reading, however if the values for sea level
takeoff N1 were plotted (N1 versus OAT) the resulting graph would be very similar to the solid
lines of Figure 4, Example B.
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[Pre SB TFE731-76-3065]
FR and Mn Schedules
Figure 4
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The DEEC also incorporates separate N2 climb and cruise schedules. The DEEC controls
the N2 climb or cruise schedules based on power lever position, PT2, and TT2 to provide an
approximate N1 to match the Aircraft Flight Manual.
Normal characteristics of the 731 engine are that N1 and ITT overshoot above the values
required for a stabilized power setting. This is most pronounced during rapid power lever
advancement. These overshoots are not cause for concern provided allowable transient
limits are not exceeded. The DEEC incorporates an ITT limiter feature which reduces fuel
flow should ITT exceed the limit. This feature has limited authority and primarily serves to
prevent excessive ITT overshoot during rapid power lever advancement.
The DEEC also contains overspeed protection circuitry for both the N1 and the N2 spools.
The engine fuel control contains an overspeed solenoid which, when activated, closes the
shutoff valve within the fuel control regardless of stopcock position. This solenoid is activated
by either of the two overspeed circuits. This solenoid will be energized should N1 exceed
approximately 107 percent or N2 exceed approximately 109 percent. This overspeed shut-
down feature is retained when the cockpit auto/manual switch is positioned to manual or
when the DEEC transfer to manual mode automatically, provided that the N1 and N2 mono-
pole signals to the DEEC are maintained.
All connections and adjustments are located on the front face of the DEEC. (See Figure 5.)
Electrical inputs and outputs interfacing with the cockpit, engine, synchronizer and [5BR-1C]
RPR or [5BR-2C] APR systems are made through the J1 connector. The J2 connector is
utilized for test equipment. The PT2 port receives the pressure input from the PT2 sensor.
The air filter protects the unit from contamination. The four digit LED displays detected faults
and displays adjusted values. The calibration switch is used to adjust values or initiate era-
sure.
The 11 position function switch is used to select modes of operation for various DEEC func-
tions. Position 1, Level 1, is the normal run position. If the selector is not in Position 1,
Level 1, the manual mode annunciator light will flash ON and OFF.
The manual mode annunciator also flashes ON and OFF if an ITT or manual mode solenoid
circuit fault occurs.
The following is the result of an ITT or manual mode solenoid circuit fault.
S ITT fault will allow the DEEC to remain in auto mode with the default T5 set to 500°F.
S Manual mode solenoid circuit fault will transfer the DEEC to manual mode upon next
start and the manual mode light will latch on.
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Digital Electronic Engine Control (DEEC) Front Panel (Typical)
Figure 5
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Determine system fault by turning the function select switch to Position 3. Returning the
function select switch to Position 1 following adjustment stores the adjusted values. If the
DEEC is de-energized prior to returning the function select switch to Position 1 following
adjustment, the new adjusted values will not be retained in memory. The range of all adjust-
ments is limited.
Position 2 is used to perform a self test of the DEEC and certain external components that
interface with the DEEC. This test can only be performed with the engine shut down. De-
tected faults, if any, will be displayed on the front panel readout. A decal on the DEEC lists
the codes for the various components. This information is also located in the Trouble Shoot-
ing section of this manual.
An additional function of Position 2 is the engine identification. This provides a check be-
tween the ID code of the engine harness and the ID code displayed at the DEEC front panel.
This is to ensure that the appropriate DEEC functions are available for each particular engine
application. The DEEC will transfer to Manual Mode if engine harness ID does not match the
appropriate DEEC ID. The displayed ID code number is adjustable and must match the
unique code assigned to the aircraft manufacturer and engine application. Adjustment is
made by turning the calibration switch as necessary to achieve the desired ID code. The
appropriate code can be found with the adjustment instructions in Adjustment/Test.
Position 3 displays all faults that have occurred since the last erasure. When Position 3 is
first selected the DEEC will display any stored line replaceable unit (LRU) faults. The DEEC
will then display 0000 followed by the number 1, indicating the unit is at Level 1. If Level 2 is
selected, any stored internal mini flag (IMF) faults will be displayed. The DEEC will then
display 0000, followed by the number 2 indicating the unit is at Level 2. Fault information is
especially useful as an aid to diagnosing intermittent or inflight problems that cannot be dupli-
cated during ground run-up. If the fault does not currently exist, it identifies the circuit on
which troubleshooting should be concentrated. Erasure of the fault memory is accomplished
by selecting Position 10 and momentarily holding the calibration switch in the increase posi-
tion to initiate the process. The display will blink 88 during erasure, followed by 00, then
become blank, indicating erasure is completed and that the DEEC is ready to store any future
faults.
Position 3 is also used to gain access to Level 2, which provides the capability of being able
to select additional functions. To gain access to Level 2 turn the calibration switch in the
appropriate direction until the number 2 is displayed (indicating Level 2 has been accessed).
Once access to Level 2 has been gained the additional functions can be selected and adjust-
ments can be made. After required adjustments have been made the Function Select Switch
should be returned to Position 3 and the calibration switch turned until number 1 is dis-
played, indicating unit is back to Level 1, the normal position.
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Position 4 allows adjustment of reduced idle and normal idle. Idle N1 RPM set point for the
prevailing ambient conditions will be displayed. It should be noted that the N1 RPM displayed
on the DEEC is uncompensated. The cockpit indicator will display compensated N1 RPM
therefore all adjustments should be accomplished using cockpit N1 speed values. The ad-
justment is altered by moving the calibration switch as necessary to achieve the desired N1
as displayed on the cockpit indicator. Selection of reduced idle/normal idle is accomplished
by supplying/removing a 28 VDC signal to the assigned pin of the J1 connector. This is
performed by the landing gear squat switch or by other means determined by aircraft
manufacturer. Consult the aircraft maintenance manual for wiring details, and how to select
idles.
Position 5 is allocated for acceleration setting adjustment (S.G.). There are 21 possible
setting numbers (1.0 to 11.0 in 0.5 increments). Adjustment is performed by turning the
Calibration Switch in the appropriate direction to obtain the desired setting number in the
display. This setting has an effect on engine transient operation (i.e., starting, accelerating,
decelerating) and surge valve scheduling. Steady state operation is not affected (i.e., RPM
setting). Decreasing the setting number results in slower acceleration and faster decelera-
tion. Extreme maladjustment to a lower than recommended setting could result in flameout
during rapid deceleration. Increasing the setting number results in faster acceleration and
slower deceleration. Extreme maladjustment to a higher setting could possibly induce com-
pressor stall during rapid acceleration. This adjustment is primarily used to adjust engine
acceleration response. A secondary use of this adjustment is to compensate for different
heating values (BTU/LB) of authorized fuels (Jet A/Jet B) by increasing or decreasing fuel
flow to obtain the same operating characteristics. This setting has no effect on other DEEC
adjustments.
Position 5 is also used for Low Pressure Rotor Speed (N1) Limiter Adjustment. However
access to Level 2 must first be attained. This is accomplished by turning the position switch
to Position 3 and moving the calibration switch as necessary until the number 2 is displayed.
Return to Position 5 and the maximum N1 governor set point will be displayed in percent
rpm. The limiter adjustment is made after determining maximum N1 limiter set point by sub-
tracting the BIAS percent increase value for the N1 compensator installed on engine from 100
percent. This new set point is then entered by turning the Calibration Switch in the appropri-
ate direction. After adjustment has been completed and stored, unit must be returned to
Level 1.
Position 6, Level 1 is used for setting the engine flat rating (EFR). The setting is displayed
in degrees centigrade. This setting establishes the ambient temperature for the intersection
point (breakpoint) of the FR and Mn schedules at sea level conditions. The altitude of the
aircraft (field elevation) need not be considered when making the adjustment as the DEEC
automatically assumes an altitude of sea level.
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Position 6, Level 2 is used to display and adjust T2 values. When initially accessed T2
sensed by the DEEC is displayed in degrees celsius. If this reading differs from actual ambi-
ent outside air temperature (OAT), the T2 value should be adjusted. However, whenever the
T2 valve is adjusted FR/Mn, Climb/Cruise and idle speed adjustment must also be read-
justed.
Position 7 is provided to adjust the FR/Mn schedules. The maximum N1 for the prevailing
ambient conditions will be displayed. Adjustment is made by turning the Calibration Switch to
obtain the desired N1 as indicated by the cockpit indicator. The power lever must be at the
maximum position during the adjustment. This adjustment changes both the FR and Mn
schedule simultaneously and automatically adjusts climb/cruise.
Position 8 is used to check and reset the ITT limiter. The setting of the ITT limiter is dis-
played in degrees centigrade. Adjustment is made by turning the Calibration Switch in the
appropriate direction until the desired setting value is displayed. The same value used for
APR and non-APR installations. The change in effective setting is made within the DEEC.
APR or non-APR usage is selected by connecting or not connecting two pins located in the
J1 connector. Consult the Aircraft Maintenance Manual for wiring details.
Position 9 is used during trouble shooting to bias ITT. The ITT sensed by the DEEC will be
displayed when in Position 9. The DEEC has the capability to bias this reading. This is
accomplished by turning the Calibration Switch while in Position 9. Do not move the Calibra-
tion Switch when Position 9 is selected unless instructed to do so by specific maintenance
instructions.
Adjustment instructions for the DEEC are located in Chapter 72, Adjustment/Test. Mainte-
nance information can be found in Chapter 76.
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8. D. [Post SB TFE731-76-3057] [ Pre SB TFE731-76-3065] DEEC (N1 Control), Part No.
2118002-60/-62
The main component of the TFE731-5 engine is the DEEC. The DEEC utilizes modern digital
circuitry which inherently possesses less drift, has fewer components, and has increased
reliability when compared to earlier analog engine controls. The DEEC is remotely located
from the engine. External features of the DEEC are shown in Figure 3.
The DEEC uses 28 VDC supplied through a cockpit switch from the aircraft bus but will oper-
ate with the voltage as low as 12.5 VDC. Should the voltage drop below 12.5 VDC, the
DEEC will automatically transfer to manual mode and will remain in manual mode until the
voltage increases to approximately 14.5 VDC, at which time, the DEEC will automatically
revert to normal mode.
Manual mode may be selected by positioning the cockpit Auto/Manual Switch to MANUAL.
The DEEC contains fault detection logic which will automatically transfer the DEEC to manual
mode when certain faults are detected. When DEEC power is turned off or when the DEEC
is in manual mode, a ground circuit is completed within the DEEC that illuminates a cockpit
annunciator light.
The DEEC requires various inputs from the engine in order to perform certain functions. (See
Figure 2.) Low pressure rotating group RPM is received from the N1 transducer located at
the aft end of the spool. High pressure rotating group RPM is transmitted from the N2 trans-
ducer located in the transfer gearbox. Interstage turbine temperature is received from the ITT
harness probes located between the high pressure turbine and the first stage low pressure
turbine. Inlet air pressure and temperature data is supplied by the combined TT2/PT2 sensor
located in the inlet. Power lever position is received from a variable potentiometer located
inside the fuel control. All inputs are electrical with the exception of PT2 inlet pressure which
is supplied to the DEEC through a pneumatic line connected between the inlet probe and the
DEEC.
Outputs from the DEEC go to the torquemotor, manual mode and overspeed solenoids, and
surge bleed valve Solenoids A and B.
The manual mode solenoid is energized whenever the DEEC is operating in normal mode.
When operating in normal mode, the mechanical N2 governor inside the fuel control is set at
105 percent to act as an overspeed device. When the DEEC transfers to manual mode, the
solenoid is de-energized which allows the governor to be set or modulated by the power lever
position.
The DEEC contains schedules for starting, reduced and normal idle, acceleration, takeoff
power, climb/cruise, deceleration, and surge protection. Additional features include automatic
starting fuel enrichment, 50 percent speed switch, ITT, N2, and N1 limiting capabilities, and
provisions to interface with synchronizers and [5BR-2C, 5BR-1H] Automatic Performance
Reserve (APR) or [5BR-1C] Restricted Performance Reserve (RPR) systems.
During start, a higher initial fuel flow (fuel enrichment) is automatically provided by the DEEC.
Fuel enrichment ceases when the DEEC senses an ITT of approximately 200°C.
The DEEC incorporates a speed switch that is used to de-energize the starter and ignition at
approximately 50 percent N2 RPM during start while in normal mode. The speed switch will
not de-energize the starter and ignition when operating in manual mode.
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Operating at idle and above, the DEEC analyzes the inputs and calculates the required N1 for
a given power lever position and ambient conditions. The DEEC controls engine speed by
governing N1 RPM. The DEEC compares N1 RPM demanded by power lever position and
ambient conditions to actual N1 RPM and generates an electrical signal which is sent to the
torquemotor inside the fuel control. This signal adjusts the fuel flow to accelerate or deceler-
ate the engine to achieve the desired speed. The DEEC also monitors input parameters to
determine the appropriate surge valve position.
There are two idle RPM schedules within the DEEC that control minimum RPM when the
power lever is positioned at the idle stop (fuel control shaft at 18-22 degrees). The higher idle
(normal idle) is automatically selected when the squat switch or weight-on-wheels switch is
activated and the aircraft is in flight. A lower idle setting (reduced idle) is used when on the
ground. Specified idle RPM is not one distinct value but varies with changes in altitude and
air temperature. Idle RPM graphs are located in the Adjustment/Test section of this manual
and show that idle RPM increases as outside air temperature or altitude increases. Reduced
idle results in approximately 240 pounds of thrust while normal idle produces approximately
370 pounds thrust.
The N1 control DEEC uses N1 as the primary control parameter and does not require engine
trimming. The trimless control of the N1 DEEC will automatically set Aircraft Flight Manual
takeoff N1 using engine inlet total temperature (TT2), engine inlet total pressure (PT2), and
power lever angle (PLA), when the PLA is advanced to the maximum position. It also has
optional APR/RPR and engine synchronizer functions and allows for specific control functions
at specific power lever angles.
Positioning the power lever to the maximum position (fuel control at 120-122 degrees) results
in maximum N1 RPM automatically adjusted for air temperature and altitude. This is accom-
plished by two schedules within the DEEC referred to as flat rate (FR) and maximum speed
(Mn) schedules. The FR schedule calculates an N1 for a specified air temperature and alti-
tude that results in an N1 that limits thrust to approximately 4750 pounds. However, at higher
air temperature and altitude, this thrust level cannot be achieved prior to reaching either the
maximum permissible ITT or N2 RPM. The Mn schedule calculates an N1 RPM for a speci-
fied air temperature that results in an N1 RPM that an airworthy engine can produce at or
below the N2 or ITT limits (100 percent and 978°C). Referring to Figure 4, Example A, thrust
versus OAT is shown. As shown, thrust is held constant when operating on the FR schedule,
but as OAT increases, thrust decreases when operating on the Mn schedule. The engine flat
rate (EFR) is the highest air temperature at sea level at which the engine can produce flat
rated thrust. The EFR could also be defined as the intersection point of the sea level FR
schedule with the Mn schedule. (See Figure 4, Example B.) The DEEC will control engine
speed at maximum power by selecting the lower of the FR or the Mn schedule. When operat-
ing on the FR schedule, as altitude increases, N1 must also increase to offset the lower air
density and provide the same flat rated thrust. (See Figure 4, Example C.) As shown, at
higher altitudes (above approximately 10,000 feet) the Mn schedule will be lower and will be
the controlling schedule.
There are certain ambient conditions where the FR and Mn schedules actually request an N1
RPM in excess of 100 percent at maximum power lever position. However, N1 is restricted to
a maximum of 100 percent by the DEEC N1 limiter circuit. The limiter has final authority,
including an increase demanded by Automatic Performance Reserve (APR) and Restricted
Performance Reserve (RPR) that would result in an N1 in excess of 100 percent.
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The values of required takeoff N1 are located in the performance section of the Aircraft Flight
Manual and are usually presented in tabular; however, if the values for sea level takeoff N1
were plotted (N1 versus OAT), the resulting graph would be similar to the solid lines of Figure
4, Example B.
The DEEC also incorporates climb and cruise schedules. Normally during climb with a fixed
power lever position, both N1 and ITT tend to increase. These characteristics necessitated
periodic throttle adjustments during climb. The climb schedule incorporated in the DEEC
maintains a scheduled N1 which is designed to give an N1 which is close to the values speci-
fied in the Aircraft Flight Manual. A similar schedule is implemented for cruise power setting.
This feature will reduce pilot workload and aid in prolonging engine life. The engine ITT is
limited at redline when PLA is at maximum for altitudes below 20,000 feet. The ITT limit is
reduced to maximum continuous limit for reduced PLA’s or at altitudes above 20,000 feet.
The DEEC incorporates an ITT limiter feature which reduces fuel flow should the ITT exceed
the limit. This feature has limited authority and primarily serves to prevent excessive ITT
overshoot during rapid power lever advancement.
The DEEC also contains overspeed protection circuitry for N1 and N2 spools. The engine
fuel control contains an overspeed solenoid that, when energized, closes the shutoff valve in
the fuel control regardless of stopcock position and is energized by either of the two over-
speed circuits. This solenoid will be energized should N1 exceed approximately 107 percent
or N2 exceeds approximately 109 percent. the overspeed shutdown feature is retained when
the cockpit auto/manual switch is positioned to manual or when the DEEC transfers to manu-
al mode automatically and provided that N1 and N2 monopole signals to the DEEC are main-
tained.
All connections and adjustment are located at the front of the DEEC. (See Figure 5.) Electri-
cal inputs and outputs interfacing with the cockpit, engine, synchronizer and [5BR-2C,
5BR-1H] APR or [5BR-1C] RPR systems are made through Connector J1. Connector J2 is
used for test equipment. The PT2 port receives the pressure input from the PT2 sensor. The
air filter protects the unit from contamination. The four digit LED is used to display detected
faults and adjusted values. The Function Select Switch is used to gain access to the various
adjustments and displays. The Calibration Switch is used to adjust and to erase values.
The N1 control DEEC minimizes N1 overshoot following engine acceleration and provides
precise repeatable N1 control for all engine operating modes. Target N1 must be calculated
using accurate outside air temperature and pressure altitude measurements, then interpolat-
ing in the Aircraft Flight Manual Takeoff and First Segment Thrust for the corresponding N1.
This N1 will only match Aircraft Flight Manual thrust at the selected reference airspeed. At
airspeeds below the reference airspeed, the N1 control will set engine thrust (N1) equal to or
slightly greater than required thrust, and at airspeeds above the reference airspeed, engine
thrust will be slightly lower than required thrust.
The N1 control DEEC was designed so that N1 will lapse during the takeoff roll to match the
Aircraft Flight Manual N1 for Takeoff and First Segment Thrust at [5BR-1C, 5BR-1H] 140
knots indicated airspeed and [5BR-2C] 146 knots indicated airspeed. Statically the N1 con-
trol will set takeoff N1 0.2 to 1.0% above the Aircraft Flight Manual to account for any N1
lapse during takeoff roll and as the takeoff roll has commenced, the N1 speed delta will dimin-
ish as the aircraft accelerates.
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At climb, the DEEC sets N1 based on ambient conditions (PT2, TT2) and the Aircraft Flight
Manual speed schedule. Reference airspeed for the climb condition is [5BR-1C, 5BR-1H]
260 knots indicated airspeed and [5BR-2C] 230 knots indicated airspeed. A fixed throttle
climb can be set at approximately 5000 feet by moving the PLA from maximum power to 105
degrees PLA.
At cruise, the N1 is based on the median cruise weight for current ambient conditions (PT2,
TT2). Reference airspeed for the cruise condition is 260 knots indicated airspeed.
At flight idle, the N1 control provides the idle N1 at 100 knots indicated airspeed from sea
level to 15,000 feet. At airspeeds above 100 knots, N1 and N2 will decrease. In order to
maintain adequate N2 speed, the DEEC incorporates an idle underspeed governor.
The 11 position Function Select Switch is utilized to select modes of operation for various
DEEC functions. Refer to Table 2 for description and display of DEEC Function Select Switch
positions.
Position 1, Level 1, is the normal run position. If the selector is not in Position 1, Level 1,
the manual mode annunciator will flash on and off. The manual mode annunciator also
flashes on and off if an ITT or manual mode solenoid circuit fault occurs. The following is the
result of an ITT or manual mode circuit fault.
An ITT fault will allow the DEEC to remain in auto mode with the default T5 set to 500°F.
Manual mode solenoid circuit fault will transfer the DEEC to manual mode upon next start
and the manual mode light will latch ON.
Position 2 can only be accessed when the engine is not operating. Position 2, Level 1 or 2,
is used to perform a self test of the DEEC. When Level 1 is selected, current fault codes are
displayed for certain line replaceable units (LRU’s) followed by the engine ID code. A decal
on the DEEC lists the codes for the various LRU’s and this information is also available in the
Trouble Shooting section. The engine ID code can be adjusted by turning the Calibration
Switch in the appropriate direction to obtain the desired engine ID. When Level 2 is selected,
current fault codes are displayed for any current internal mini flags (IMF’s).
Position 3 can only be accessed when the engine is not operating. Position 3, Level 1 or 2,
is used to display stored fault codes and level number. When Level 1 is selected, stored
fault codes are displayed for certain line replaceable units (LRU’s) followed by the level num-
ber. When Level 2 is selected, fault codes are displayed for any stored internal mini flags
(IMF’s) followed by the level number. Level 2 can be accessed by turning the Calibration
Switch in the appropriate direction until Level 2 is displayed.
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Position 4, Level 2, displays power lever angle (PLA) and is not adjustable.
Position 5, Level 1, displays the fuel specific gravity (SG) and can be adjusted by turning the
Calibration Switch in the appropriate direction to obtain the required setting.
Position 5, Level 2, is used to display the N1 compensator dash number and can be ad-
justed by turning the Calibration Switch in the appropriate direction to obtain the required
setting.
Position 6, Level 1, displays PT2 (pressure altitude) in inches of mercury and is not adjust-
able.
Position 9, Level 1, displays T5 in degrees centigrade and is not adjustable.
Position 10, Level 1, erases faults. A flashing “88” indicates that erasure is in process, and
upon completion of erasure, “00” will be displayed indicating that DEEC is ready to store any
future faults.
Position 11, Level 1, displays APR/RPR counts and can be adjusted by turning the Calibra-
tion Switch in the appropriate direction to obtain the required setting.
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Table 2. [Post SB TFE731-76-3057] [Pre SB TFE731-76-3065] DEEC (N1 Control) Function

Select Switch Position Description/Display
Function Select
Switch Position Level Function DEEC Display Value Range
01 1 Run/Store Position 8888 ----
Blank
02 1 or 2 Self Test 8888 ----
····
Blank
1 Current LRU Faults Fault No. per Value Range 00 to 13
End of Test 0000
Engine ID Engine ID per Value Range 0 to 4
2 Current IMF Faults Fault No. per Value Range 1 to 256
End of Test 0000
03 1 or 2 Fault Display 8888 ----
····
Blank
1 Stored LRU Faults Fault No. per Value Range 00 to 13
End of Test 0000
Level Adjustment Level per Value Range 1 or 2
2 Stored IMF Faults Fault No. per Value Range 1 to 256
End of Test 0000
Level Adjustment Level per Value Range 1 or 2
04 2 PLA Display Degrees per Value Range 26.0 to 117.0
05 1 Fuel SG Adjustment SG per Value Range 1 to 11
2 N1 Compensator Dash Dash Number per Value −1 to −7
Number Adjustment Range
06 1 PT2 Display Barometric Pressure ----
09 1 T5 Display T5 per Value Range 952 to 1038
10 1 Fault Erase
Flashing 88 - Erasure 88 ----
in process
Erasure Complete 00 ----
11 1 Total APR/RPR Count APR/RPR Count per Value 0 to 9999
Range
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See TR

8. E. [Post SB TFE731-76-3065] Digital Electronic Engine Control (N1 DEEC)
The N1 DEEC continuously monitors the necessary parameters and events and periodically
stores them in data buffers located within the N1 DEEC. These data buffers are then down-
loaded for evaluation of engine usage, updating of the engine logbook, and determination of
required maintenance actions.
The ECTM Plus system consists of an N1 DEEC with embedded trend monitoring software, a
personal computer (operator supplied) with TFE731 Data Downloader (DD) software, and
Jet-Care LCF CALCULATION software.
The ECTM Plus software determines operational statistics during data storage and translation
process. The menus display temperature in degrees Centigrade and Fahrenheit. Select
preferences for data display and printouts for the following data set. These selections will be
saved and used for all subsequent data review.
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INSERT PAGE 2 OF 3 FACING 72-00-00, PAGE 24.
Reason: To delete reference to Jet-Care LCF CALCULATION software.
Paragraph 8.E. is changed as follows:
8. E. [Post SB TFE731-76-3065] Digital Electronic Engine Control (N1 DEEC)
The N1 DEEC continuously monitors the necessary parameters and events and periodically
stores them in data buffers located within the N1 DEEC. These data buffers are then
downloaded for evaluation of engine usage, updating of the engine logbook, and
determination of required maintenance actions.
The ECTMPlus system consists of an N1 DEEC with embedded trend monitoring software and
a personal computer (operator supplied) with TFE731 Data Downloader (DD) software.
The ECTMPlus software determines operational statistics during data storage and translation
process. The menus display temperature in degrees Centigrade and Fahrenheit. Select
preferences for data display and printouts for the following data set. These selections will be
saved and used for all subsequent data review.
Page 2 of 3
72-00-00 30 Jul 2015
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8. F. Surge Bleed Control
Compressor stall (surge) can occur when the airflow through a compressor is low in relation
to its rotational speed. Airflow through a compressor decreases as the pressure at its exit
increases (RPM constant). An increase in back pressure of the low pressure compressor
discharge occurs during two operating conditions, (1) acceleration: pressure as a result of
introducing additional fuel into the combustor, (2) deceleration: pressure as a result of mis-
match between low pressure and high pressure compressor RPM (during deceleration the
high pressure compressor slows down more quickly).
In addition to accurate fuel scheduling, the TFE731 utilizes a surge bleed valve to prevent low
pressure compressor stall during rapid engine acceleration or deceleration. The valve is
mounted in the low pressure compressor case on the right-hand side of the engine. When
commanded to open, low pressure compressor discharge air is allowed to escape into the fan
by-pass duct. This action restores the flow of air across the low pressure compressor and
prevents compressor stall.
The valve is pneumatically actuated by P3 air which is routed to the valve by two solenoids.
These solenoids respond to signals from the DEEC and are mounted on the outside of the
right-hand fan duct. (See Figure 6.) The valve has three distinct positions: open, 1/3 open,
and closed.
When the engine is not operating the surge bleed valve assumes a full open position due to
the spring below the piston. (See Figure 7.) When the engine is operating in normal mode
and the power lever is positioned at idle, the DEEC will command the valve to the full open
position by energizing Solenoid “B”. This action blocks P3 air from Port “B” while venting
Chamber “B” to atmosphere. The spring below the piston and the low pressure compressor
discharge air acting on the poppet causes the valve to stroke to the full open position. The air
in Chamber “B” escapes through the vent port in Solenoid “B”. P3 air supplied to Port “A”
through Solenoid “A” has no effect. This position may also be utilized briefly during rapid
transient operations.
The 1/3 open position is utilized during transient operation in normal mode and at all times
when operating in manual mode. This position is commanded by de-energizing both sole-
noids which routes P3 air to Port “A” and Port “B”.
P3 air entering Port “B” pressurizes Chamber “B” on the upper side of the piston. This
causes the valve to move towards the closed position. However, as the valve strokes toward
the closed position, the hole at mid-port in the valve stem aligns with the top of an annulus
surrounding the valve stem. P3 air supplied to Port “A” now enters the hollow stem and
pressurizes Chamber “A” below the piston. This would tend to cause the valve to move
toward the open position (due to the large surface area of the bottom of the piston), but the
opening force and the opposing force are equal when the hole in the stem is aligned with the
top of the annular chamber. The position of the hole in the stem is selected such that when it
aligns with the annular chamber the valve is 1/3 open.
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Surge Bleed Valve Control System

Figure 6
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Surge Bleed Valve Operation

Figure 7
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The fully closed position is selected at all steady state power settings above idle. This posi-
tion is obtained by energizing Solenoid “A” and de-energizing Solenoid “B”. P3 air is directed
to Port “B” which pressurizes Chamber “B” causing the valve to close. The air trapped in
Chamber “A” escapes through the hollow valve stem and orifice, and through the vent
opened when Solenoid “A” is energized.
Maintenance information on the solenoid valve and surge valve is located in 76-10-01.
8. G. Flow Divider Valve
This unit controls the routing of fuel during engine starting to ensure proper atomization of the
fuel.
H. Fuel Manifold
This unit provides routing and atomizing of the fuel to ensure proper combustion.
I. Fuel Heating
The fuel heater permits oil-to-fuel heat exchanging to maintain desired temperatures and
prevent ice formation in the fuel system from clogging the fuel pump assembly fuel filter. A
portion of the engine fuel supply is diverted through the fuel heater check valve to the fuel
heater by a thermostatically operated anti-ice valve located in the fuel pump assembly.
The fuel heater check valve is mounted to and below the fuel heater and consists of two
check valves through which the anti-ice valve fuel flows from the fuel pump to the fuel heater
and back to the fuel pump. The check valve maintains fuel pressure in the fuel heater to
prevent formation of fuel vapors which may result in cavitation of fuel pump.
J. Inlet Pressure and Temperature Sensor
An inlet pressure and temperature sensor contains electrical elements for sensing inlet air
temperature (TT2) and a pressure tap for sensing inlet air pressure (PT2). Both inlet parame-
ters are required by the digital electronic engine control. An electrical anti-icing element is
contained in the sensor.
K. Additional Fuel System Components
Additional fuel system components are the associated fuel lines and plenum drain valves. No
fuel is allowed to drain from the plenum in normal operation, but any fuel accumulation during
a false start is drained.
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8. L. [5BR-1C] Restricted Performance Reserve (RPR) System
Restricted Performance Reserve (RPR) is an added feature designed to enhance hot day -
high altitude takeoff characteristics. The system provides an increase over normal takeoff
thrust in a region bounded by pressure altitude (Pt2) and inlet temperature (Tt2).
The system will be armed by depressing a cockpit switch (PWR INC button) by the pilot prior
to takeoff. Activation of RPR results only when the pressure (Pt2) and temperature (Tt2) as
sensed by the DEEC is within the RPR envelope shown in Figure 8. As can be seen in Fig-
ure 8, RPR is designed to provide an increase over normal takeoff power in the region
bounded by pressure altitudes of 3000 feet to 7000 feet with total inlet temperatures above
18.5°C (65°F). Figure 9 shows the approximate performance characteristics with and without
RPR power at 5000 feet.
In accordance with the takeoff procedures defined in the Flight Manual, the pilot arms RPR
prior to takeoff. This action opens the electrical circuit to the DEEC thus allowing automatic
reset of the ITT and N2 schedules when in the appropriate pressure and temperature enve-
lope.
Figure 10 shows the logic that is used to provide the additional N2 spool speed allowed with
RPR.
A maximum of 210 rpm (0.7 percent N2) is allowed for temperatures above 23°C (73.4°F)
and in a pressure range between 11.34 to 13.17 psia. The lowest N2 is selected between the
pressure and temperature schedules to bias the maximum N2 and ITT (T5) takeoff schedule.
Advancement of the throttle to maximum PLA will provide a proportional increase in RPR
from the idle position to takeoff.
RPR operates on a single engine basis and the reason for this is that the inlet pressure and
temperatures sensed by the DEEC may vary slightly from engine to engine. Because of this,
it is possible to have RPR activated on only one engine although all engines are armed.
Since RPR is scheduled and not only an on-off function, this means that partial RPR power is
allowed, thus, minimizing the engine to engine thrust variations due to differences in DEEC
sensors. For example, one engine may have full RPR power, and another engine may only
have half RPR power. Once RPR is armed, it is automatically activated when needed. There
is no provision to manually override this restricted feature. However, there is an overriding
feature in the RPR control system that eliminates the possibility of a rapid decrease in the N2
control speed and thrust resulting from an inadvertent deactivation of the cockpit switch. A
time delay circuit of 10 RPM per second will transition the RPR N2 set point to the normal N2
set point. For example, it would take a total of 21 seconds if the system was providing the full
210 N2 RPM, to reach normal N2. An immediate increase in thrust would be available if the
switch was reactivated.
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RPR operation can be verified at idle. The operator can arm RPR with the engine at idle and
N2 will increase by approximately 630 rpm if the PLA has not exceeded 40 degrees. The
RPR verification feature is locked out at PLA settings above 40 degrees to prevent excessive
idle thrust on an aborted RPR takeoff. If the RPR idle verification feature does not appear to
function, it may be because PLA has exceeded 40 degrees. Cycle the cockpit DEEC mode
switch (AUTO/MANUAL) with the PLA at idle to reset RPR and do the RPR idle verification
again.
RPR cycle logging has been incorporated into the DEEC. The system will log a cycle if
1) The cockpit switch has been armed
and
2) The actual N2 spool speed is greater than normal takeoff N2 spool speed without RPR.
The number of times RPR cycle logging has been used will be displayed on the DEEC front
panel, Position 11.
It is the responsibility of the operator to multiply this number by four and make the appropriate
entry in the engine log book.
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[5BR-1C] RPR Envelope

Figure 8
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[5BR-1C] Approximate Performance Characteristics With and

Without RPR at 5000 Feet
Figure 9
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[5BR-1C] RPR Logic

Figure 10
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Trouble shooting the RPR system
A single-throw three-pole switch will activate two independent electrical circuits per engine.
When switched on, the switch will typically:
1) Close the electrical circuit to the cockpit ITT indicator warning light which will reset the
light from 1793°F (978°C) to 1824°F (996°C).
2) Open the electrical circuit to the DEEC which will arm the control system for RPR rating.
When RPR mode cannot be verified in accordance with Aircraft Flight Manual or appropriate
aircraft document procedures, check for the following.
1) Ensure DEEC Engine ID code is set to 5.
2) Ensure Pt2 (pressure) and Tt2 (temperature) conditions are within the RPR envelope. If
ambient conditions are within the envelope troubleshoot the Tt2 and Pt2 sensors.
3) Ensure cockpit switch (button) is armed. The arming of the cockpit switch should pro-
vide an open between Pins J1-e and J1-f.
Disconnect Connector J1 at the DEEC (after turning power off), and perform a continuity
check between Pins e and f in both cockpit PWR INC (button) switch positions to verify.
4) Ensure PLA is at high power setting. RPR is very small at low PLA settings.
If it appears that RPR cycles are being logged by the DEEC without the RPR system actually
being armed, troubleshoot the switch or wires between J1-e and J1-f for an open which
would indicate to the DEEC that the system was armed. The DEEC cannot distinguish be-
tween an open failure and an open arm command.
The cockpit switch (PWR INC button) and wiring can be functionally tested with the DEEC
installed. This feature is activated by depressing the PWR INC button in the cockpit at PLA’s
below 40 degrees. An increase of approximately 2 percent N1 should be seen. The activa-
tion of this feature at IDLE is not dependant on ambient pressures and temperatures.
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9. Electrical System
The electrical system includes engine and aircraft mounted components for engine control and
indicating. Control components include the digital electronic engine control, ignition system, sole-
noid controller, and the electrical input section of the fuel control. Interconnection of engine and
aircraft mounted electrical components for engine control and indicating is provided by an engine
electrical harness and aircraft wiring. (Refer to 72-00-00, Schematics and Diagrams.) Indicating
components include the thermocouple harness (interstage turbine temperature sensor), N1 (low
pressure spool) and N2 (high pressure spool) transducers, and the TT2 (inlet temperature) sensor
of the inlet pressure and temperature sensor, electrical chip detector and fuel filter by-pass electri-
cal switch on the fuel pump. An additional wiring harness is provided for customer-furnished
accessories.
Customer-furnished engine mounted electrical system components may include a starter-

generator, alternator, fire detector, oil pressure and temperature sensors, fuel flow and pressure
sensors, engine pressure ratio sensor, and fuel inlet temperature probe.
10. Ignition System
The engine ignition system is a dual igniter system requiring a DC power input of 10 to 30 volts for
operation. It is capable of accepting overloads of 40 volts for short periods to allow use of series
24 volt batteries for starting. The system includes the ignition unit, two igniter plugs, and high
voltage shielded output cables capable of either continuous or intermittent operation. The ignition
unit is a solid state, high voltage, dual capacitor discharge type with independent and redundant
circuits, allowing each igniter plug to fire non-synchronously. Synchronous firing may occur, but
the firing shall not remain synchronous for more than 30 seconds. If firing remains synchronous
for more than 30 seconds, ignition unit should be replaced. The system is capable of continuous
operation when required and selected by a cockpit switch. There is no specific duty cycle limita-
tion on continuous operation and the system may be operated as long as necessary when flight
environment dictates its use. However prolonged unnecessary use of the system will reduce
igniter plug life. The spark rate at the igniter plugs is approximately two sparks per second with an
output of 18,000 to 24,000 volts.
11. Anti-Icing System
Electrical heating elements are used by the inlet pressure and temperature sensor to prevent ice
formation on the sensor. Power is supplied to the electrical heating elements whenever anti-icing
is selected.
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12. Indicating System
Indicating system components providing cockpit indications include the thermocouple harness
(interstage turbine temperature sensor) and N1 and N2 transducers. A cockpit indication is also
provided for the electrical magnetic chip detector.
A. Interstage Turbine Temperature (ITT) Sensor
An internally mounted system of parallel thermocouples is positioned between the high and
low pressure turbine sections to sense temperature in this section of the engine. Two outputs
from the thermocouples are routed from the engine, one for the fuel system digital electronic
engine control and the other for cockpit instrumentation.
B. Magnetic Chip Detector
A magnetic chip detector capable of attracting magnetically permeable materials is provided

on the engine oil pump. The chip detector provides a ground circuit for a warning indicator in
the cockpit when sufficient magnetic material collects on the detector.
Magnetic material accumulation on the chip detector is checked visually by removing and
inspecting the chip detector magnetic plug.
C. N1 and N2 Transducers
Two monopole pickups are provided on the engine for speed sensing of the high and low
pressure spools. Each pickup is a dual unit and terminates in a separate connector. One
element of each pickup is used by the fuel control system for speed signal inputs to the digital
electronic engine control. The remaining element in each pickup is for cockpit instrumenta-
tion of the speed of the low pressure (N1) and high pressure (N2) spools.
D. Fuel Filter By-Pass Electrical Switch
The fuel filter by-pass electrical switch on the fuel pump provides cockpit indication of an
excessive differential pressure condition across the fuel filter of the fuel pump.
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13. Oil System
[5BR-1C, 5BR-2C] The engine oil supply is contained in the oil tank. Oil is drawn from the oil
tank by the pressure pump element of the lube and scavenge oil pump and supplied to filtering
and temperature controlling components before routing for lubrication. A filter is provided to re-
move impurities from the oil. Engine protection against filter clogging is provided by an oil filter
by-pass valve located adjacent to the oil filter. The valve opens when the pressure drop across
the filter is excessive to by-pass lubricating oil around the filter. The delta indicator switch is
grounded which in turn trips a warning indicator on the ground test panel to red, indicating a
clogged filter condition before by-passing occurs. A thermal lockout device on the delta P indica-
tor prevents actuation under cold oil conditions although the by-pass valve will by-pass oil under
these conditions. An oil temperature regulator (fuel/oil cooler) and three finned surface oil (air/oil)
coolers provide temperature control of both fuel and oil. The fuel/oil cooler transfers heat from the
lubricating oil to fuel circulated through the component. The finned air/oil coolers transfer heat from
the lubricating oil to by-pass air.
[5BR-1H] The engine oil supply is contained in the oil tank. Oil is drawn from the oil tank by the
pressure pump element of the lube and scavenge oil pump, and supplied to filtering and tempera-
ture controlling components before routing for lubrication. A filter is provided to remove impurities
from the oil. Engine protection against filter clogging is provided by an oil filter by-pass indicator
valve (delta P indicator and by-pass valve) located adjacent to the oil filter. The valve opens when
the pressure drop across the filter is excessive to by-pass lubricating oil around the filter. An
integral delta pressure indicator of the valve visually flags a clogged filter condition before
bypassing occurs. A thermal lockout device on the delta P indicator prevents actuation under cold
oil conditions although the by-pass valve will by-pass oil under these conditions. An oil tempera-
ture regulator (fuel/oil cooler) and three finned surface oil (air/oil) coolers provide temperature
control of both fuel and oil. The fuel/oil cooler transfers heat from the lubricating oil to fuel circu-
lated through the component. The finned air/oil coolers transfer heat from the lubricating oil to
by-pass air.
Oil flow through the fuel/oil cooler and the finned air/oil cooler is thermostatically controlled to
provide optimum operating temperatures. Excess oil pressure with cold oil is prevented by by-
pass valves within the fuel/oil cooler and a temperature control valve installed with the air/oil cool-
ers. (Refer to 72-00-00, Schematics and Diagrams.)
Pressurized oil is supplied by a pressure element of the lube and scavenge oil pump to the acces-
sory drive and transfer gearbox assemblies, the planet gear assembly, and high and low pressure
shaft (number 4, 5, and 6) bearings for lubrication. A four-element scavenge pump section of the
oil pump returns the oil to the oil tank. Vent lines interconnect oil sumps to the oil tank and a
breather pressurizing valve. The breather pressurizing valve provides an ambient vent for the oil
system at low altitudes, and at high altitudes increases the internal engine vent and tank pressure
to ensure proper oil pump operation.
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14. Components and Accessories
Engine components and accessories are mounted on the fan inlet housing, exhaust nozzle, fan
duct set, accessory drive and transfer gearboxes, and combustion chamber plenum as shown in
Figures 11 and 11.1.
15. Directional References
Directional references to front and rear, right and left, top and bottom, and clockwise and counter-
clockwise are made facing the turbine discharge duct with the engine in a horizontal position and
the accessory drive gearbox downward. Direction of rotation of high and low pressure spools is
clockwise. Fan rotation is counterclockwise.
16. Compressor Zone
The internal section of the engine encompassing the low pressure and high pressure compressors
constitutes the compressor zone of the engine. This publication does not cover maintenance
practices for the compressor zone which are authorized only for heavy maintenance facilities. The
Heavy Maintenance Manual is referenced herein for compressor zone maintenance practices
beyond the scope of this publication.
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Apr 28/00


NOTE: Mixer nozzle installation not shown.
Engine Components and Accessories (Typical)

Figure 11
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July 31/95


Engine Components and Accessories

Figure 11.1
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CHAPTER 72 − TROUBLE SHOOTING
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
TROUBLE SHOOTING
Purpose and Description 101
How to Use Instructions 103
Trouble Shooting Tables 105
Table 101. Starting Malfunctions 105
Table 102. Idle Malfunctions 106
Table 103. Acceleration Malfunctions 106
Table 104. Take-Off Malfunctions 107
Table 104A. Climb/Cruise Malfunctions 107
Table 105. Deceleration Malfunctions 108
Table 106. Shutdown Malfunctions 108
Table 107. Post Operation Malfunctions 108
Trouble Shooting Procedures 109
Procedure 1. Engine Does Not Rotate −
Starter Does Not Energize 110
Procedure 1A. Engine Does Not Rotate −
Starter Energizes 111
Procedure 2. No N2 Indication 112
Procedure 3. No Audible Ignition Snap 114
Procedure 4. No or Low Fuel Pressure and
Flow Indications
(This procedure not used.) 115
Procedure 5. No or Low Fuel Flow 116
Procedure 6. Engine Fails to Light Off −
Other Indications Normal 117
Procedure 7. No Oil Pressure Indication 119
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CHAPTER/
SECTION/
ENGINE 72-00-00
TROUBLE SHOOTING (CONT)

Trouble Shooting Procedures (Cont)
Procedure 7A. High Oil Pressure Indication During
Acceleration and Returns to Normal After
Engine RPM Stabilizes (Oil Pressure
Follows Power Lever Movement) 121
Procedure 8. No N1 Indication 122
Procedure 9. Hung Start (No or Slow Acceleration) 124
Procedure 10. Hot Start 128
Procedure 11. Engine Continues to Accelerate Above Idle 131
Procedure 12. Low Oil Pressure Indication 132
Procedure 13. ITT High During Acceleration From Idle 135
Procedure 14. Compressor Stall 136A
Procedure 15. Engine Hesitates 5 to 6 Seconds
Before Accelerating 138
Procedure 16. No Engine Response When Power
Lever is Advanced 139
Procedure 17. Oil Pressure High With N1 Above 80 Percent 141
Procedure 18. Low N1 at Takeoff Power Setting − N2 or
ITT at Maximum Limit 142
Procedure 19. Low N1 at Takeoff Power Setting − N2 and
ITT Less than Maximum Limit 143
Procedure 20. N1 and N2 RPM’s Rollback, Rollup, Oscillate,
Fluctuate, Surge, or are Erratic 145
Procedure 21. Low Oil Pressure at Altitude −
Normal on Ground 146
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CHAPTER/
SECTION/
ENGINE 72-00-00

Trouble Shooting Procedures (Cont)
Procedure 22. High Oil Temperature 147
Procedure 23. High Oil Pressure 148
Procedure 23A. High Oil Pressure and Temperature 150
Procedure 24. Engine Flames Out When Power
Lever Retarded 151
Procedure 25. No Engine Response When Power
Lever is Retarded 153
Procedure 26. Engine Does Not Shut Down 154
Procedure 27. Oil Consumption Excessive 155
Procedure 28. Engine Low or High Pressure Spool
Rolldown Time Abnormally Short
(From Fuel Cutoff Until Zero RPM) 157
Procedure 29. Mismatched Power Levers 158
Procedure 30. Climb/Cruise ITT Control Inoperative 160
Procedure 31. Oil Pressure Fluctuation 161
Procedure 32. [Post SB TFE731-72-3597, Post SB
TFE731-72-3613, or Post SB TFE731-72-3662]
Smoke/Odor in Cabin/High Gearbox Pressures 162
Procedure 33. Fuel Filter By-Pass Light Illuminated
(or Mechanical Pin is Extended) 162C
Control System Checks 163
[Pre SB TFE731-76-3065] DEEC BITE Check 163
[Pre SB TFE731-76-3065] DEEC LRU Fault Codes Table 164
Control System Checks Using 916688-1-1
Pre-Installation Tester 166
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CHAPTER/
SECTION/
ENGINE 72-00-00

Control System Checks 169
DEEC Power Circuit Check 169
N1 Transducer Circuit Check 170
N2 Transducer Circuit Check 171
Inlet Temperature (T2) Sensor Circuit Check 171
Power Lever Potentiometer Circuit Check 172
Torque Motor Coil 1 Circuit Check 174
Torque Motor Coil 2 Circuit Check 174
Surge Control Valve Solenoid A Circuit Check 175
Surge Control Valve Solenoid B Circuit Check 175
Overspeed Solenoid Circuit Check 176
Manual Mode Solenoid Circuit Check 176
Interstage Turbine Temperature (ITT) Harness Check 176
Fuel Leakage Checks 177
Oil Leakage Checks 178
Unknown Source of Oil Leaks 178
Oil Flow and Leak Check (Optional) 179
Oil Plumbing Leaks 183
Breather Pressurization Valve Static Leak 183
Accessory Drive Gearbox Leak 183
Fuel-In-Oil Check 183
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CHAPTER/
SECTION/
ENGINE 72-00-00

Oil System Contamination Checks 190
[Pre SB TFE731-72-3597, Pre SB TFE731-72-3613, or Pre
SB TFE731-72-3662] Smoke/Odor in Cabin Checks 194
[Post SB TFE731-72-3597, Post SB TFE731-72-3613, or
Post SB TFE731-72-3662] Gearbox Pressure Checks
for Smoke/Odor in Cabin 198A
Surge Bleed Valve Operation Check 198.1
Surge Bleed Valve and Solenoid Controller Checks 198.2
Interstage Turbine Temperature (ITT) Circuitry Checks 198.4
Engine Internal Binding Checks 198.11
Engine Performance Evaluation Run Using Manual
Engine Data Reduction and Analysis (MEDRA) Program 198.14
This Procedure is Deleted 198.34A
No. 4 and No. 5 Bearing Cavity Pressure Check 198.34B
N1 and N2 RPM’s Rollback, Rollup, Oscillate, Fluctuate,
Surge, or are Erratic in Normal Mode Only 198.36
Fuel Manifold Assembly Pressure Check 198.48
Combustion Chamber Liner Borescope Inspection 198.52
Impending Fuel Filter By-Pass Indication Check 198.52
Schematics and Diagrams 198.53
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Apr 22/05

GENERAL − TROUBLE SHOOTING
1. Purpose and Description
CAUTION: WITH THE EXCEPTION OF PERFORMING LEAK CHECKS, THE

ENGINE SHALL NOT BE OPERATED UNLESS THE FULL CONFIGU-
RATION OF EXHAUST DUCTS IS INSTALLED.
FAILURE TO FOLLOW AIRCRAFT START PROCEDURES CAN RE-

SULT IN ENGINE TURBINE DAMAGE. DURING START, N1, N2, AND
ITT MUST BE MONITORED AS SPECIFIED IN THE RESPECTIVE
AIRCRAFT FLIGHT MANUAL OR OPERATING MANUAL, AS
APPROPRIATE. IF N1 ROTATION DOES NOT OCCUR OR IS
SLOWER THAN NORMAL DURING START, THE COMBUSTION PRO-
CESS MAY OCCUR IN THE TURBINE SECTION OF THE ENGINE
RATHER THAN IN THE COMBUSTOR. WHEN THIS OCCURS, THE
ITT MAY INDICATE NORMAL OR LOWER THAN NORMAL TEMPER-
ATURE READINGS, AS COMBUSTION IS NOT OCCURRING IN
FRONT OF THE ITT HARNESS PROBES. PHYSICAL N1 ROTATION
SHOULD BE VERIFIED PRIOR TO START, ESPECIALLY FOLLOWING
A TURBINE ENTRY AND IF THE ENGINE HAS BEEN RUN AND
SHUT DOWN BETWEEN 5 TO 20 MINUTES PRIOR TO THE SUBSE-
QUENT START.
WHEN PERFORMING LEAK CHECKS, A MINI DUCT (LEAKAGE

TEST NOZZLE) MAY BE USED WHEN OPERATING THE ENGINE
BUT IDLE SHALL NOT BE EXCEEDED.
NOTE: A mixer nozzle must be installed on the engine prior to start. Mixer nozzles
are interchangeable from engine to engine.
A. Purpose
The following trouble shooting instructions are provided as an aid in locating the cause of a
malfunction based on the symptoms it produces. Though primarily intended for use by main-
tenance personnel, it may help a pilot or other operator of the engine to give more meaningful
information to maintenance personnel, thereby reducing the time required by field mainte-
nance in locating and correcting the problem. In all cases, the Aircraft Flight Manual and/or
appropriate aircraft documents are to be used as a basis for operating, adjusting, and
evaluating the performance of the engine installed in the aircraft.
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Apr 22/05


1. B. Description
The trouble shooting instructions consist of trouble shooting tables, trouble shooting proce-
dures, check instructions, schematics and diagrams.
The trouble shooting tables (Tables 101 through 107) serve as an index which references
malfunction symptoms to the corresponding trouble shooting procedures or check instruc-
tions. The tables are titled and arranged in sequence of normal engine operation:
Table 101. Starting Malfunctions

Table 102. Idle Malfunctions
Table 103. Acceleration Malfunctions
Table 104. Take-Off Malfunctions
Table 104A. Climb/Cruise Malfunctions
Table 105. Deceleration Malfunctions
Table 106. Shutdown Malfunctions
Table 107. Post Operation Malfunctions
There is no deliberate duplication of malfunctions in the trouble shooting tables. Each mal-
function is listed in the table that reflects the engine operating condition where the malfunc-
tion symptoms first appear. For example, malfunctions having symptoms that first appear
during starting are listed in the table covering starting malfunctions and are not listed again in
subsequent tables.
Trouble shooting procedures and check instructions provide fault isolation procedures and
corrective action procedures. The trouble shooting procedures (Procedures 1 through 33)
are prepared in tree format. The check instructions (Paragraphs 4 through 19) are prepared
in text format.
The electrical system diagram is provided at the end of this section to augment the trouble
shooting procedures and testing instructions.
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2. How to Use Instructions (See Figure 101)
A. Trouble Shooting Tables (Tables 101 through 107)
(1) Refer to the trouble shooting table which reflects the engine operating condition when
the malfunction symptoms first became evident.

(2) In the table, locate the symptoms which most nearly represent the malfunction. Refer
to the trouble shooting procedure or check instructions specified.
(3) (Aircraft equipped with APR and synchronizer) Refer to 76-10-10 for maintenance
procedures used in conjunction with trouble shooting procedures outlined in this sec-
tion.
B. Trouble Shooting Procedures (Procedures 1 through 33)
(1) Refer to procedure specified in trouble shooting table.
(2) Perform check specified in first block. Then, proceed along applicable path (OK or
NOT OK) until the trouble is isolated and eliminated.
C. Check Instructions (Paragraphs 4 through 19)
(1) Refer to check instructions specified in trouble shooting table.
(2) Perform check instructions step-by-step until trouble is isolated and eliminated.
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Aug 23/02


Trouble Shooting Instructions Use Diagram

Figure 101
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Procedure/
Engine Operating Condition/Symptom Paragraph Page
DIGITAL ELECTRONIC ENGINE CONTROL (DEEC) TURNED ON

DEEC fails to remain in normal mode Para 4 and 163
Para 5 or 166
Para 6 169
START INITIATED
Engine does not rotate − starter does not energize Proc 1 110
Engine does not rotate − starter energizes Proc 1A 111
No N2 indication Proc 2 112
POWER LEVER MOVED TO IDLE; ENGINE FAILS TO LIGHT-OFF
(ITT DOES NOT RISE)
No audible ignition snap Proc 3 114
No or low fuel flow Proc 5 116
Engine fails to light off − other conditions normal Proc 6 117
ENGINE LIGHTS OFF
No ITT indication Para 13 198.4
No oil pressure indication Proc 7 119
High oil pressure indication during acceleration and returns to Proc 7A 121
normal after engine RPM stabilizes (oil pressure follows power
lever movement)
No N1 indication Proc 8 122
Hung start (no or slow acceleration) Proc 9 124
Hot start Proc 10 128
Engine continues to accelerate above idle Proc 11 131
Fuel leaks Para 7 177
Oil leaks Para 8 178
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Procedure/
ENGINE STABILIZED AT IDLE

Low oil pressure indication Proc 12 132
Low or high N1 *
Oil pressure fluctuation Proc 31 161
*Adjust idle speed. Refer to Adjustment/Test.

Procedure/
POWER LEVER MOVED FROM IDLE TO TAKE-OFF

ITT high during acceleration from idle Proc 13 135
Compressor stall Proc 14 136A
Engine hesitates 5 to 6 seconds before accelerating Proc 15 138
N1 stops accelerating momentarily Para 4 163
No engine response when power lever is advanced Proc 16 139
Oil pressure high with N1 above 80 percent Proc 17 141
DEEC trips to manual mode and engine accelerates with no *
power lever command
N1 and N2 rpm’s rollback, rollup, oscillate, fluctuate, surge, Proc 20 145
or are erratic
High oil pressure and temperature Proc 23A 150
*Refer to Adjustment/Test.
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Procedure/
ENGINE STABILIZED AT TAKE-OFF POWER

Low N1 at takeoff power setting − N2 or ITT at maximum limit Proc 18 142
Low N1 at takeoff power setting − N2 and ITT less than Proc 19 143
maximum limit
N1 and N2 rpm’s rollback, rollup, oscillate, fluctuate, surge, Proc 20 145
or are erratic
N1 or N2 overspeed (103 percent N1 or N2 exceeded) *
Low oil pressure at altitude − normal on ground Proc 21 146
High oil temperature Proc 22 147
High oil pressure Proc 23 148
Smoke/Odor in Cabin/High Gearbox Pressures
[Pre SB TFE731-72-3597, Pre SB TFE731-72-3613, Para 10 194
and Pre SB TFE731-72-3662]
[Post SB TFE731-72-3597, Post SB TFE731-72-3613, Proc 32 162
or Post SB TFE731-72-3662] Para 10A 198A
*Return engine to a heavy maintenance facility for trouble shooting and overspeed inspection.

Procedure/
ENGINE STABILIZED AT CLIMB/CRUISE

Low oil pressure at altitude − normal on ground Proc 21 146
Mismatched power levers Proc 29 158
Climb/Cruise ITT control inoperative Proc 30 160
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Procedure/
POWER LEVER MOVED FROM TAKE-OFF TO IDLE

Compressor stall Proc 14 136A
Engine flames out when power lever retarded Proc 24 151
No engine response when power lever is retarded Proc 25 153

Procedure/
POWER LEVER MOVED FROM IDLE TO CUTOFF

Engine does not shut down Proc 26 154
Engine low or high pressure spool rolldown time abnormally short Proc 28 157
(from fuel cutoff until zero rpm)
DEEC manual mode light blinks at engine shutdown Para 4 163

Procedure/
ENGINE IS SHUT DOWN

Oil system contamination is indicated or suspected Para 9 190
Oil consumption excessive Proc 27 155
Fuel system contamination is indicated or suspected Proc 33 162C
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3. Trouble Shooting Procedures

(41/2 digital readout; accuracy of 0.5 percent CA 94304-1112
megohm)
J2 connector access test box (298219-3) Honeywell International Inc., Distribution Center,
Sales Administration, P.O. Box 29003, Phoenix,
AZ 85038-9003
Multimeter (Part No. 310C-5-3022) Triplett Corp, One Triplett Dr, Bluffton, OH
(Alternate for digital multimeter) 45817-1097
Oscilloscope (T921/T922R) Maxtex Components Corp, P.O. Box 428,
(input impedance of 1 megohm minimum, Beaverton, OR 97075
vertical amplifier accuracy of ±3 percent,
frequency response to 15 Hz)
Overspeed test set (831430-1) Honeywell International Inc., Distribution Center,
(Alternate for 909932-5-1) Sales Administration, P.O. Box 29003, Phoenix,
AZ 85038-9003
Overspeed test set (909932-5-1) Honeywell International Inc., Distribution Center,
AZ 85038-9003
Pressure gage (0 to 100 psig) Commercially available
Pressure gage (0 to 500 psig, accuracy ±5 psi) Commercially available
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Nov 30/06


PROCEDURE 1. ENGINE DOES NOT ROTATE − STARTER DOES NOT ENERGIZE
CHECK BATTERY VOLTAGE. IF-
OK-CHECK STARTER LEADS FOR VOLT- NOT OK-CHARGE OR REPLACE BATTERY.

AGE TO STARTER. CHECK CONTINUITY REFER TO AIRCRAFT MAINTENANCE
TO GROUND ON RETURN LEAD. IF- MANUAL.
OK-CHECK CONTINUITY BETWEEN NOT OK-FAULTY STARTER ELECTRIC

STARTER TERMINALS. RESISTANCE CONTROL CIRCUIT. REFER TO AIRCRAFT
SHALL NOT BE MORE THAN 1 OHM. IF- MAINTENANCE MANUAL.
OK-CHECK RESISTANCE FROM TERMI- NOT OK-FAULTY STARTER. REFER TO

NALS TO GROUND. RESISTANCE SHALL AIRCRAFT MAINTENANCE MANUAL.
NOT BE LESS THAN 1 MEGOHM. IF-
NOT OK-FAULTY STARTER. REFER TO

AIRCRAFT MAINTENANCE MANUAL.
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PROCEDURE 1A. ENGINE DOES NOT ROTATE − STARTER ENERGIZES
CHECK FOR FREE OPERATION OF STARTER

OR ENGINE BINDING. IF-
STARTER OPERATES FREELY. REMOVE ENGINE IS BINDING. PERFORM ENGINE

STARTER/GENERATOR AND INSPECT IN- INTERNAL BINDING CHECKS. TAKE COR-
TERNAL SPLINES OF ADAPTER. REFER RECTIVE ACTION INDICATED.
TO 72-60-02. IF-
NOT OK-REPLACE STARTER/GENERATOR

SPLINED ADAPTER. REFER TO 72-60-02.
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See TR

PROCEDURE 2. NO N2 INDICATION
NOTE: Refer to 72-00-00, Schematics and Diagrams, for electrical system diagram.
CHECK N2 INDICATOR. IF-
OK-DISCONNECT WIRING HARNESS CON- NOT OK-FAULTY N2 INDICATOR. REFER

NECTOR FROM N2 TRANSDUCER. USING TO AIRCRAFT MAINTENANCE MANUAL.
A MULTIMETER, CHECK RESISTANCE
ACROSS PINS A AND B ON TRANSDUCER
CONNECTOR. RESISTANCE SHALL BE
800 TO 1300 OHMS AT 21 ±11°C (70
±20°F). IF-
OK-USING A MULTIMETER, CHECK IN- NOT OK-REPLACE N2 TRANSDUCER. RE-

SULATION RESISTANCE FROM PIN A OR FER TO 77-10-05.
B TO CONNECTOR SHELL ON N2 TRANS-
DUCER CONNECTOR. RESISTANCE
SHALL NOT BE LESS THAN 100,000
OHMS. IF-
OK-USING A MULTIMETER, CHECK CONTI- NOT OK-REPLACE N2 TRANSDUCER. RE-

NUITY FROM PINS A AND B ON WIRING FER TO 77-10-05.
HARNESS CONNECTOR THAT MATES
WITH N2 TRANSDUCER CONNECTOR TO
N2 TRANSDUCER SIGNAL PINS ON WIR-
ING HARNESS CONNECTOR MATING
WITH N2 INDICATOR. REFER TO AIR-
CRAFT MAINTENANCE MANUAL. IF-
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INSERT PAGE 2 OF 9 THRU PAGE 3 OF 9 FACING 72-00-00, PAGE 112.
Reason: To change resistance values for N2 transducer in PROCEDURE 2.
PROCEDURE 2 is changed as follows:
(FAA APPROVED)
72-00-00 Page 2 of 9
UP833486
22 Jul 2015


CHECK N2 INDICATOR. IF-
OK-DISCONNECT WIRING HARNESS CONNECTOR NOT OK-FAULTY N2 INDICATOR. REFER

FROM N2 TRANSDUCER. USING A MULTIMETER, TO AIRCRAFT MAINTENANCE MANUAL.
CHECK RESISTANCE ACROSS PINS A AND B ON
TRANSDUCER CONNECTOR. RESISTANCE SHALL BE
WITHIN THE LIMITS SHOWN IN 77-10-05,
INSPECTION/CHECK, STEP 2.A.(3). IF-
OK-USING A MULTIMETER, CHECK INSULATION NOT OK-REPLACE N2 TRANSDUCER.

RESISTANCE FROM PIN A OR B TO CONNECTOR REFER TO 77-10-05.
SHELL ON N2 TRANSDUCER CONNECTOR.
RESISTANCE SHALL NOT BE LESS THAN 100,000
OHMS. IF-
OK-USING A MULTIMETER, CHECK CONTINUITY NOT OK-REPLACE N2 TRANSDUCER.

FROM PINS A AND B ON WIRING HARNESS REFER TO 77-10-05.
CONNECTOR THAT MATES WITH N2 TRANSDUCER
CONNECTOR TO N2 TRANSDUCER SIGNAL PINS ON
WIRING HARNESS CONNECTOR MATING WITH N2
INDICATOR. REFER TO AIRCRAFT MAINTENANCE
MANUAL. IF-
(FAA APPROVED)
72-00-00 Page 3 of 9
UP833486
22 Jul 2015

PROCEDURE 2. NO N2 INDICATION (CONT)
OK-USING A MULTIMETER, CHECK IN- NOT OK-FAULTY HARNESS OR CONNEC-

SULATION RESISTANCE FROM PIN A OR TOR. DETERMINE CAUSE AND CORRECT.
B TO CONNECTOR SHELL ON WIRING
HARNESS CONNECTOR MATING WITH N2
TRANSDUCER CONNECTOR. RESIS-
TANCE SHALL NOT BE LESS THAN
100,000 OHMS. IF-
OK-VERIFY PROPER GAP BETWEEN NOT OK-FAULTY WIRING OR CONNEC-

LONGEST N2 TRANSDUCER PROBE AND TOR. DETERMINE CAUSE AND CORRECT.
HIGHEST SPLINE ON SPEED PICK UP
SPACER IN TRANSFER GEARBOX. REFER
TO 77-10-05. IF-
OK-REPLACE N2 TRANSDUCER. REFER NOT OK-ADJUST GAP. REFER TO

TO 77-10-05. 77-10-05.
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PROCEDURE 3. NO AUDIBLE IGNITION SNAP
WARNING: DISCHARGE AT IGNITER PLUGS IS DANGEROUS. DO NOT COME IN

CONTACT WITH SPARK GAP. AT END OF CHECK, REMOVE STATIC
CHARGE FROM PLUGS BY SHORTING ACROSS SPARK GAP WITH
SHIELDED JUMPER WIRE OR WELL INSULATED TOOL. ENSURE EX-
POSED PLUGS ARE NOT EXPOSED TO COMBUSTIBLE MIXTURES OR
VAPORS. WEAR SUITABLE EYE PROTECTION AGAINST HIGH IN-
TENSITY LIGHT OF SPARK.
CHECK IGNITION SYSTEM CIRCUIT BREAK-

ER. REFER TO AIRCRAFT MAINTENANCE
MANUAL. IF-
OK-CIRCUIT BREAKER NOT POPPED. NOT OK-CIRCUIT BREAKER POPPED. RE-

DISCONNECT WIRING HARNESS CON- SET CIRCUIT BREAKER AND RECHECK.
NECTOR FROM IGNITION UNIT AND IF-
CHECK FOR 10 TO 30 VDC ACROSS PIN A
(-) AND B (+). REFER TO AIRCRAFT MAIN-
TENANCE MANUAL. IF-
OK-CIRCUIT NOT OK-CIRCUIT
BREAKER NOT BREAKER POPS.
POPPED. RE- TROUBLE SHOOT
PLACE IGNITION AND REPAIR IGNI-
UNIT. REFER TO TION SYSTEM
74-00-01. POWER CIRCUIT
IN ACCORDANCE
WITH AIRCRAFT
MAINTENANCE
MANUAL.
OK-USING A MULTIMETER, CHECK RESIS- NOT OK-TROUBLE SHOOT AND REPAIR

TANCE FROM IGNITION UNIT CONNEC- IGNITION SYSTEM POWER CIRCUIT. RE-
TOR, PIN A, TO IGNITION UNIT CHASSIS. FER TO AIRCRAFT MAINTENANCE MANU-
RESISTANCE SHALL BE LESS THAN 50 AL.
MILLIOHMS. IF-
NOT OK-REPLACE IGNITION UNIT. REFER

TO 74-00-01.
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PROCEDURE 4. NO OR LOW FUEL PRESSURE AND FLOW INDICATIONS
This procedure not used.

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PROCEDURE 5. NO OR LOW FUEL FLOW
NOTE: If engine is newly installed or if a fuel system component has been replaced,
verify that fuel system has been purged of air. (Refer to 73-20-01.)
Check for proper aircraft fuel boost pump indication prior to starting engine.
PERFORM DEEC BITE CHECK. REFER TO

72-00-00, CHECK INSTRUCTIONS, PARA-
GRAPH 4. IF-
OK-NO FAULT CODE DISPLAYED. SWITCH NOT OK-FAULT CODES DISPLAYED. PER-
DIGITAL ELECTRONIC ENGINE CONTROL FORM CONTROL SYSTEM CHECKS. RE-
TO MANUAL MODE AND ATTEMPT EN- FER TO 72-00-00, CHECK INSTRUCTIONS,
GINE START. CAUTION: DURING ALL PARAGRAPH 6. TAKE CORRECTIVE AC-
MANUAL MODE STARTS, ENSURE THAT TION INDICATED.
ADEQUATE ELECTRICAL POWER (VOLT-
AGE) IS AVAILABLE. LOW VOLTAGE
COULD RESULT IN HOT STARTS. (REC-
OMMEND USING AUXILIARY POWER
UNIT.) IF-
OK-ENGINE STARTS. RECHECK IN NOR- NOT OK-ENGINE FAILS TO START. PER-

MAL MODE. IF- FORM FUEL PUMP FUNCTIONAL TEST.
REFER TO ADJUSTMENT/TEST. IF-
NOT OK-ENGINE FAILS TO START.

INSTALL DEEC ON A GOOD ENGINE AND
RECHECK. IF-
OK-REPLACE NOT OK-TAKE
FUEL CONTROL. CORRECTIVE AC-
REFER TO TION INDICATED.
73-20-01.
OK-PERFORM CONTROL SYSTEM NOT OK-REPLACE DEEC. REFER TO

CHECKS. REFER TO 72-00-00, CHECK IN- 76-10-02.
STRUCTIONS, PARAGRAPH 5 OR 6. TAKE
CORRECTIVE ACTION INDICATED.
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PROCEDURE 6. ENGINE FAILS TO LIGHT OFF − OTHER INDICATIONS NORMAL
INSTALL 0 TO 500 PSIG GAGE AT PRIMARY

PRESSURE TEST POINT. (SEE FIGURE.)
CHECK PRIMARY FUEL MANIFOLD PRES-
SURE. PRESSURE SHALL BE GREATER
THAN 55 PSIG BUT NOT GREATER THAN 300
PSIG AT 18 TO 20 PERCENT N2. IF-
OK-PRESSURE BETWEEN 55 AND 300 NOT OK-PRESSURE GREATER THAN 300

PSIG. WARNING: DISCHARGE AT IGNIT- PSIG. PERFORM FUEL MANIFOLD AS-
ER PLUGS IS DANGEROUS. DO NOT SEMBLY PRESSURE CHECK AND TAKE
COME IN CONTACT WITH SPARK GAP. AT CORRECTIVE ACTION SPECIFIED.
END OF CHECK, REMOVE STATIC
CHARGE FROM PLUGS BY SHORTING
ACROSS SPARK GAP WITH SHIELDED
JUMPER WIRE OR WELL INSULATED
NOT OK-DISCONNECT SECONDARY FUEL
TOOL. ENSURE EXPOSED PLUGS ARE
MANIFOLD LINE FROM FLOW DIVIDER
NOT EXPOSED TO COMBUSTIBLE MIX-
VALVE. (SEE FIGURE.) CAP FUEL LINE
TURES OR VAPORS. WEAR SUITABLE
AND PORT ON FLOW DIVIDER VALVE AND
EYE PROTECTION AGAINST HIGH INTEN-
ATTEMPT START TO CHECK FOR LEAK-
SITY LIGHT OF SPARK.
ING FUEL FLOW DIVIDER VALVE. DO NOT
ACCELERATE ABOVE REDUCED IDLE. IF-
REMOVE IGNITER PLUGS FROM ENGINE
AND RECONNECT TO IGNITER LEADS SO
SPARKING CAN BE OBSERVED. RE-
CHECK. IF- OK-REPLACE FLOW DIVIDER
VALVE. REFER TO 73-20-01.
OK-BOTH PLUGS NOT OK-ONE

FIRE. INSPECT PLUG FIRES. IN-
IGNITER PLUGS. SPECT IGNITER
REFER TO PLUG THAT
74-00-01. IF- FIRES. REFER TO
74-00-01. IF-
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PROCEDURE 6. ENGINE FAILS TO LIGHT OFF − OTHER INDICATIONS NORMAL (CONT)
NOT OK-TAKE NOT OK-PERFORM FUEL PUMP FUNC-

CORRECTIVE AC- TIONAL TEST. REFER TO ADJUSTMENT/
TION INDICATED. TEST. IF-
OK-TROUBLE NOT OK-TAKE OK-REPLACE NOT OK-TAKE

SHOOT AND RE- CORRECTIVE AC- FUEL CONTROL. CORRECTIVE AC-
PAIR IGNITER TION INDICATED. REFER TO TION INDICATED.
PLUG THAT DID ALSO TROUBLE 73-20-01.
NOT FIRE. REFER SHOOT PLUG
TO 74-00-01. THAT DID NOT
FIRE. REFER TO
74-00-01.
Flow Divider Valve Pressure Test Points

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PROCEDURE 7. NO OIL PRESSURE INDICATION
CHECK OIL LEVEL. IF-
OK-CHECK OIL PRESSURE INDICATION NOT OK-REPLENISH OIL SUPPLY. VERIFY

USING GAGE (0 TO 100 PSIG) CON- NO LEAKS OCCUR. NOTE: CHECK LEVEL
NECTED TO OIL PRESSURE TAP (SEE WITHIN ONE HOUR AFTER SHUTDOWN
FIGURE). IF- SINCE DRAINBACK CAN AFFECT OIL LEV-
EL.
OK-CHECK OIL PRESSURE INDICATING NOT OK-ADJUST OIL PUMP PRESSURE

SYSTEM. REFER TO AIRCRAFT MAINTE- REGULATOR. REFER TO ADJUSTMENT/
NANCE MANUAL. IF- TEST. IF-
NOT OK-REPAIR OIL PUMP PRESSURE

REGULATOR. REFER TO 79-20-03.
Oil Pressure Tap (Typical)

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PROCEDURE 7. NO OIL PRESSURE INDICATION (CONT)
OK-INSPECT FILTER BY-PASS INDICATOR. NOT OK-TAKE CORRECTIVE ACTION INDI-

IF- CATED.
OK-INSPECT BREATHER PRESSURIZING NOT OK-INSPECT OIL FILTER. REFER TO

VALVE. REFER TO 79-20-02. IF- 79-20-01 AND, IF NECESSARY, TAKE COR-
RECTIVE ACTION INDICATED.
OK-INSPECT OIL PUMP. REFER TO NOT OK-TAKE CORRECTIVE ACTION INDI-

79-20-03. IF- CATED.
OK-INSPECT FUEL/OIL COOLER. REFER NOT OK-TAKE CORRECTIVE ACTION INDI-

TO 79-20-07. IF- CATED.
NOT OK-TAKE CORRECTIVE ACTION INDI-

CATED.
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PROCEDURE 7A. HIGH OIL PRESSURE INDICATION DURING ACCELERATION
AND RETURNS TO NORMAL AFTER ENGINE RPM STABILIZES
(OIL PRESSURE FOLLOWS POWER LEVER MOVEMENT)
CHECK OIL PRESSURE FOR NORMAL IN-

DICATION AFTER ENGINE HAS STABILIZED
AT IDLE RPM APPROXIMATELY 10 SECONDS
TO ONE MINUTE. IF-
OK-OIL PRESSURE REGULATOR VALVE NOT OK-ADJUST OIL PRESSURE REGU-

PISTON ASSEMBLY ORIFICE OB- LATOR. REFER TO ADJUSTMENT/TEST.
STRUCTED OR SPRING WAS HUNG UP IN RECHECK. IF-
BORE. CLEAN REGULATOR AND VALVE
PISTON ASSEMBLY OR REPAIR PRES-
SURE REGULATOR. REFER TO 79-20-03.
NOT OK-OIL PRESSURE HIGH. INSPECT
BREATHER PRESSURIZING VALVE. RE-
FER TO 79-20-02. RECHECK. IF-
NOT OK-INSPECT OIL FILTER. REFER TO

79-20-01. IF-
OK-REPLACE OIL PUMP. REFER TO NOT OK-TAKE CORRECTIVE ACTION INDI-

79-20-03. CATED. RECHECK. IF-
NOT OK-REPLACE OIL PUMP. REFER TO

79-20-03.
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NOTE: The type of N1 transducer, Skurka or Honeywell, may be determined by the

wrenching flat design on the electrical connector. See figure. If the wrenching
flat on the electrical connector is not accessible to determine type of N1 transduc-
er, a resistance reading of 70 to 365 ohms, at all ambient temperatures, is ac-
ceptable for either type of transducer when determining serviceability.
CHECK N1 INDICATOR. REFER TO AIRCRAFT

MAINTENANCE MANUAL. IF-
OK-DISCONNECT WIRING HARNESS CON- NOT OK-FAULTY N1 INDICATOR. REFER

NECTOR FROM N1 TRANSDUCER. USING TO AIRCRAFT MAINTENANCE MANUAL.
A MULTIMETER, CHECK N1 TRANSDUCER
RESISTANCE ACROSS PINS A AND B. RE-
SISTANCE SHALL BE 125 ±25 OHMS
(SKURKA TRANSDUCER) OR 145 ±20
OHMS (HONEYWELL TRANSDUCER) AT 21
±11°C (70 ±20°F). IF-
OK-USING A MULTIMETER, CHECK IN- NOT OK-REPLACE N1 TRANSDUCER. RE-

SULATION RESISTANCE FROM PIN A OR FER TO 77-10-03.
B TO CONNECTOR SHELL ON N1 TRANS-
DUCER CONNECTOR. RESISTANCE
SHALL NOT BE LESS THAN 100,000
OHMS. IF-
OK-USING A MULTIMETER, CHECK CONTI- NOT OK-REPLACE N1 TRANSDUCER. RE-

NUITY FROM PINS ON WIRING HARNESS FER TO 77-10-03.
MATING WITH PINS A AND B ON N1
TRANSDUCER CONNECTOR, TO N1
TRANSDUCER SIGNAL PINS ON CONNEC-
TOR MATING WITH N1 INDICATOR. RE-
FER TO AIRCRAFT MAINTENANCE MANU-
AL. IF-
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PROCEDURE 8. NO N1 INDICATION (CONT)
OK-USING A MULTIMETER, CHECK IN- NOT OK-FAULTY WIRING OR CONNEC-

SULATION RESISTANCE FROM PIN A OR TOR. DETERMINE CAUSE AND CORRECT.
B TO CONNECTOR SHELL ON WIRING
HARNESS CONNECTOR MATING WITH N1
TRANSDUCER CONNECTOR. REFER TO
AIRCRAFT MAINTENANCE MANUAL. RE-
SISTANCE SHALL NOT BE LESS THAN
100,000 OHMS. IF-
NOT OK-FAULTY WIRING OR CONNEC-

TOR. DETERMINE CAUSE AND CORRECT.
N1 Transducer Identification
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PROCEDURE 9. HUNG START (NO OR SLOW ACCELERATION)

GRAPH 4. IF-
OK-NO FAULT CODE DISPLAYED. CHECK NOT OK-FAULT CODES DISPLAYED. PER-
FOR WEAK BATTERY. REFER TO AIR- FORM CONTROL SYSTEM CHECKS. RE-
CRAFT MAINTENANCE MANUAL. IF- FER TO 72-00-00, CHECK INSTRUCTIONS,
PARAGRAPH 6. TAKE CORRECTIVE AC-
TION INDICATED.
OK-SWITCH TO MANUAL MODE AND RE- NOT OK-CHARGE OR REPLACE BATTERY.

CHECK. CAUTION: DURING ALL MANUAL REFER TO AIRCRAFT MAINTENANCE
MODE STARTS ENSURE THAT ADEQUATE MANUAL.
ELECTRICAL POWER (VOLTAGE) IS AVAIL-
ABLE. LOW VOLTAGE COULD RESULT IN
HOT STARTS. (RECOMMEND USING AUX-
ILIARY POWER UNIT.) IF-
OK-CHECK DIGITAL ELECTRONIC ENGINE NOT OK-CHECK FOR LOOSE P3 FITTINGS,

CONTROL ACCELERATION ADJUSTMENT RESTRICTED LINES TO FUEL CONTROL
(S.G.). REFER TO ADJUSTMENT/TEST. IF- OR RESTRICTED P3 LIMITER. REFER TO
73-10-02 AND 73-10-03. IF-
NOT OK-CORRECT ACCEL-

ERATION ADJUSTMENT.
UP833486
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PROCEDURE 9. HUNG START (NO OR SLOW ACCELERATION) (CONT)
OK-INSTALL DEEC ON A GOOD ENGINE. NOT OK-TIGHTEN LOOSE

CAUTION: MONITOR SPEED AND ITT FITTINGS, REPLACE RE-
SINCE SETTINGS FOR MAXIMUM SPEED STRICTED LINERS OR RE-
AND ITT MAY NOT BE CORRECT. START PLACE P3 LIMITER.
AND ATTEMPT ACCELERATION. IF-
OK-PERFORM COMPRESSOR DIS-
CHARGE PRESSURE (P3) LIMITER TEST.
REFER TO ADJUSTMENT/TEST. IF-
OK-CHECK FOR N2 TRANS-
DUCER CIRCUIT. REFER TO
72-00-00, CHECK IN-
STRUCTIONS, PARAGRAPH
6.C. IF- NOT OK-TAKE
OK-INSPECT FUEL
FILTER ELEMENT. CORRECTIVE AC-
REFER TO TION INDICATED.
NOT OK-REPLACE DEEC.
73-21-02. IF-
REFER TO 76-10-02.
NOT OK-TAKE CORRECTIVE NOT OK-TAKE CORRECTIVE

ACTION INDICATED. ACTION INDICATED.
OK-CHECK T2 SENSOR CIRCUIT. REFER OK-PERFORM FUEL PUMP FUNCTIONAL

TO 72-00-00, CHECK INSTRUCTIONS, TEST. REFER TO ADJUSTMENT/TEST. IF-
PARAGRAPH 6.D. IF-
NOT OK-TAKE CORRECTIVE

ACTION INDICATED.
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NOT OK-TAKE CORRECTIVE OK-DISCONNECT PLUMBING FROM SEC-

ACTION INDICATED. ONDARY PRESSURE PORT ON FLOW DI-
VIDER VALVE (SEE FIGURE). CAP PORT
AND RECHECK. IF-
OK-CHECK POWER LEVER POTENTIOME-

TER. REFER TO 72-00-00, CHECK IN-
STRUCTIONS, PARAGRAPH 6.E. IF- OK-REPLACE FLOW DIVIDER
VALVE. REFER TO 73-20-01.
NOT OK-TAKE CORRECTIVE NOT OK-INSTALL 0 TO 500 PSIG GAGE AT

ACTION INDICATED. FLOW DIVIDER PRIMARY PRESSURE
TEST POINT. (SEE FIGURE.) CHECK PRI-
MARY FUEL MANIFOLD FOR PARTIAL
BLOCKAGE. ATTEMPT ENGINE START.
MANIFOLD PRESSURE SHALL BE GREAT-
ER THAN 55 PSIG BUT NOT GREATER
THAN 300 PSIG AT 18 TO 20 PERCENT N2.
IF-
NOT OK-PRESSURE GREAT-

ER THAN 300 PSIG. PER-
FORM FUEL MANIFOLD AS-
SEMBLY PRESSURE CHECK
AND TAKE CORRECTIVE AC-
TION INDICATED.
OK-REPLACE FUEL CONTROL. REFER TO

73-20-01. RECHECK. IF-
NOT OK-PERFORM ENGINE INTERNAL

BINDING CHECKS AND TAKE CORREC-
TIVE ACTION INDICATED.
UP833486
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Flow Divider Valve Pressure Test Points

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PROCEDURE 10. HOT START
NOTE: Motor engine to purge unburnt fuel which may have collected prior to
start attempts.
OK-CHECK FOR WEAK BATTERY. REFER

TO AIRCRAFT MAINTENANCE MANUAL.
IF-
NOT OK-CHARGE OR REPLACE

BATTERY. REFER TO MAINTE-
NANCE MANUAL.

GRAPH 4. IF-
NOT OK-FAULT CODES DIS-

PLAYED. PERFORM CONTROL
SYSTEM CHECKS. REFER TO
72-00-00, CHECK IN-
STRUCTIONS, PARAGRAPH 6.
TAKE CORRECTIVE ACTION
INDICATED.
OK-NO FAULT CODE DISPLAYED. PER-

FORM CONTROL SYSTEM CHECKS. RE-
FER TO 72-00-00, CHECK INSTRUCTIONS,
PARAGRAPH 5 OR 6. IF-
OK-CHECK FOR SPOOL BINDING IN AC- NOT OK-TAKE CORRECTIVE ACTION INDI-
CORDANCE WITH 72-00-00, CHECK IN- CATED.
STRUCTIONS, PARAGRAPH 14, ENGINE
INTERNAL BINDING CHECKS.
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PROCEDURE 10. HOT START (CONT)
OK-SWITCH TO MANUAL MODE AND RE- NOT OK-TAKE CORRECTIVE ACTION INDI-
CHECK. CAUTION: DURING ALL MANUAL CATED.
MODE STARTS, ENSURE THAT ADEQUATE
ELECTRICAL POWER (VOLTAGE) IS AVAIL-
ABLE. LOW VOLTAGE COULD RESULT IN
HOT STARTS. (RECOMMEND USING AUX-
ILIARY POWER UNIT.) IF-
NOT OK-REPLACE FUEL CONTROL. RE-

FER TO 73-20-01.
UP833486
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PROCEDURE 10. HOT START (CONT)
OK-CHECK TORQUE MOTOR COIL 1 AND

COIL 2 CIRCUITS. REFER TO 72-00-00,
CHECK INSTRUCTIONS, PARAGRAPHS 6.F
AND 6.G. IF-
OK-INSTALL DEEC ON GOOD ENGINE. NOT OK-TAKE CORRECTIVE ACTION INDI-

CAUTION: MONITOR SPEED AND ITT CATED.
SINCE SETTINGS FOR MAXIMUM SPEED
AND ITT MAY NOT BE CORRECT. RE-
CHECK. IF-
OK-CHECK FOR PLUGGED PLENUM. NOT OK-REPLACE DEEC. REFER TO

DRAIN VALVES. REFER TO 72-40-01. IF- 76-10-02.
NOT OK-CLEAN OR REPLACE VALVES.

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PROCEDURE 11. ENGINE CONTINUES TO ACCELERATE ABOVE IDLE

GRAPH 4. IF-
TO MANUAL MODE AND RECHECK. IF- FORM CONTROL SYSTEM CHECKS. RE-
TION INDICATED.
OK-CHECK POWER LEVER POTENTIOME- NOT OK-CHECK POWER LEVER RIGGING.

TER CIRCUIT. REFER TO 72-00-00, REFER TO AIRCRAFT MAINTENANCE
CHECK INSTRUCTIONS, PARAGRAPH 6.E. MANUAL. IF-
IF-

ACTION INDICATED.
ACTION INDICATED.
OK-REPLACE DIGITAL ELECTRONIC EN- OK-INSPECT P2T2 SENSOR PORTS FOR

GINE CONTROL. REFER TO 76-10-02. FOREIGN MATERIAL. IF-
NOT OK-CLEAN SENSOR.

REFER TO 75-40-01.
OK-CHECK DEEC IDLE ADJUSTMENT. RE-

FER TO ADJUSTMENT/TEST. IF-
NOT OK-CORRECT IDLE AD-

JUSTMENT.

73-20-01.
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PROCEDURE 12. LOW OIL PRESSURE INDICATION
OK-CHECK OIL TEM- NOT OK-OIL LEVEL NOT OK-OIL LEVEL

PERATURE. NOTE: LOW. ADD OIL. VERIFY HIGH. PERFORM FUEL-
HIGH OIL TEMPERA- NO LEAKS OCCUR. IN-OIL INSPECTION.
TURE COULD CAUSE NOTE: LEVEL SHALL BE REFER TO INSPECTION/
LOW OIL PRESSURE. CHECKED SHORTLY AF- CHECK.
IF- TER SHUTDOWN SINCE
DRAINBACK CAN AF-
FECT OIL LEVEL.
OK-CHECK OIL PRESSURE USING GAGE NOT OK-OIL TEMPERATURE HIGH. RE-
(0 TO 100 PSIG) CONNECTED TO OIL FER TO PROCEDURE 22.
PRESSURE TAP (SEE FIGURE). IF-
OK-FAULTY OIL PRESSURE INDICATING NOT OK-ATTEMPT TO ADJUST OIL PRES-

SYSTEM. REFER TO AIRCRAFT MAINTE- SURE REGULATOR. REFER TO
NANCE MANUAL. IF- ADJUSTMENT/TEST. IF-
NOT OK-CLOGGED OR STUCK OIL PRES-

SURE REGULATOR. CLEAN OR REPAIR
OIL PUMP PRESSURE REGULATOR. RE-
FER TO 79-20-03.
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PROCEDURE 12. LOW OIL PRESSURE INDICATION (CONT)
OK-INSPECT OIL FILTER. REFER TO NOT OK-TAKE CORRECTIVE ACTION INDI-

79-20-01. IF- CATED.
OK-INSPECT BREATHER PRESSURIZING NOT OK-TAKE CORRECTIVE ACTION INDI-

VALVE. REFER TO 79-20-02. IF- CATED.
OK-INSPECT OIL PUMP. REFER TO NOT OK-TAKE CORRECTIVE ACTION INDI-

79-20-03. IF- CATED.
OK-INSPECT FUEL/OIL COOLER. REFER NOT OK-TAKE CORRECTIVE ACTION INDI-

TO 79-20-07. IF- CATED.

CATED.
UP833486
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PROCEDURE 12. LOW OIL PRESSURE INDICATION (CONT)
Oil Pressure Tap (Typical)

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PROCEDURE 13. ITT HIGH DURING ACCELERATION FROM IDLE

GRAPH 4. IF-
OK-NO FAULT CODE DISPLAYED. AT- NOT OK-FAULT CODES DISPLAYED. PER-
TEMPT SLOW ACCELERATION IN NOR- FORM CONTROL SYSTEM CHECKS. RE-
MAL MODE. IF- FER TO 72-00-00, CHECK INSTRUCTIONS,
TION INDICATED.
OK-SWITCH TO MANUAL MODE AND AC- OK-CHECK OPERATION OF SOLENOID

CELERATE RAPIDLY WITHOUT EXCEED- CONTROLLER AND SURGE BLEED VALVE.
ING LIMITS. IF- REFER TO 72-00-00, CHECK IN-
STRUCTIONS, PARAGRAPH 12. IF-
NOT OK-REPLACE FUEL

CONTROL. REFER TO NOT OK-TAKE CORRECTIVE
73-20-01. ACTION INDICATED.
OK-INSTALL DEEC ON A GOOD ENGINE.

OK-CHECK ACCELERATION ADJUSTMENT CAUTION: MONITOR SPEED AND ITT
(S.G.) ON DEEC. REFER TO SINCE SETTINGS FOR MAXIMUM SPEED
ADJUSTMENT/TEST. IF- AND ITT MAY NOT BE CORRECT. RE-
CHECK. IF-

ACTION INDICATED.
NOT OK-REPLACE DEFEC-
TIVE DEEC. REFER TO
76-10-02.
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PROCEDURE 13. ITT HIGH DURING ACCELERATION FROM IDLE (CONT)
OK-INSTALL DEEC ON A GOOD ENGINE. OK-CHECK FOR LEAKS IN AIRCRAFT SYS-

CAUTION: MONITOR SPEED AND ITT TEMS USING BLEED AIR. REFER TO AIR-
SINCE SETTINGS FOR MAXIMUM SPEED CRAFT MAINTENANCE MANUAL. IF-
CHECK. IF-
NOT OK-BLEED AIR LEAKS.

TAKE CORRECTIVE ACTION
OK-REPLACE DEFECTIVE INDICATED.
DEEC. REFER TO 76-10-02.
NOT OK-PERFORM N1 TRANSDUCER CIR-

CUIT CHECK. REFER TO 72-00-00, CHECK
INSTRUCTIONS, PARAGRAPH 6.B. IF-

ACTION INDICATED IN
72-00-00, CHECK IN-
STRUCTIONS, PARAGRAPH
6.B.
OK-PERFORM N1 TRANSDUCER TO DEEC

LOAD TEST. REFER TO ADJUSTMENT/
TEST, PARAGRAPH 10.C. IF-

CATED IN ADJUSTMENT/TEST, PARA-
GRAPH 10.C.
UP833486
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PROCEDURE 14. COMPRESSOR STALL
PERFORM BORESCOPE INSPECTION OF 1ST

STAGE LP COMPRESSOR BLADES AND HP
COMPRESSOR IMPELLER FOR FOD. IF-
OK-PERFORM DEEC BITE CHECK. REFER NOT OK-REPAIR IN ACCORDANCE WITH

TO 72-00-00, CHECK INSTRUCTIONS, LMM OR HMM AS APPLICABLE.
PARAGRAPH 4. IF-
OK-NO FAULT CODE DISPLAYED. VERIFY NOT OK-FAULT CODES DISPLAYED. PER-
SURGE BLEED VALVE OPERATION. RE- FORM CONTROL SYSTEM CHECKS. RE-
FER TO 72-00-00, CHECK INSTRUCTIONS, FER TO 72-00-00, CHECK INSTRUCTIONS,
PARAGRAPH 11. IF- PARAGRAPH 6. TAKE CORRECTIVE AC-
TION INDICATED.
OK-CHECK FOR CORRECT ACCELERA- NOT OK-CHECK OPERATION OF SOLE-

TION ADJUSTMENT (S.G.) ON DIGITAL NOID CONTROLLER AND SURGE BLEED
ELECTRONIC ENGINE CONTROL. REFER VALVE. REFER TO 72-00-00, CHECK IN-
TO ADJUSTMENT/TEST. IF- STRUCTIONS, PARAGRAPH 12.
OK-OPERATE ENGINE IN NORMAL MODE NOT OK-CORRECT ACCELERATION AD-

AT 85 PERCENT N1. USING 831430-1 TES- JUSTMENT.
TER OR 298219-3 TEST BOX, CHECK N1
TRANSDUCER VOLTAGE. VOLTAGE
SHALL BE 2.65 VOLTS AC MINIMUM. IF-
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UP833486
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Apr 22/05


PROCEDURE 14. COMPRESSOR STALL (CONT)
OK-CHECK FOR SHORTED INPUT TO NOT OK-REPLACE N1 TRANSDUCER.

DIGITAL ELECTRONIC ENGINE CON- REFER TO 77-10-03.
TROL OF INLET TEMPERATURE SEN-
SOR. REFER TO 72-00-00, CHECK
INSTRUCTIONS, PARAGRAPH 6.D.
IF-
OK-INSTALL DEEC ON A GOOD EN- NOT OK-TAKE CORRECTIVE ACTION

GINE. CAUTION: MONITOR SPEED INDICATED.
AND ITT SINCE SETTINGS FOR MAXI-
MUM SPEED AND ITT MAY NOT BE
CORRECT. RECHECK. IF-
NOT OK-REPLACE DEFECTIVE DEEC.

REFER TO 76-10-02.
UP833486
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PROCEDURE 15. ENGINE HESITATES 5 TO 6 SECONDS BEFORE ACCELERATING
PERFORM SURGE BLEED VALVE AND SOLE-

NOID CONTROLLER CHECK. REFER TO
GRAPH 12. IF-
OK-PERFORM FUEL PUMP FUNCTIONAL NOT OK-TAKE CORRECTIVE ACTION INDI-

TEST. REFER TO ADJUSTMENT/TEST. CATED.
TAKE CORRECTIVE ACTION INDICATED.
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PROCEDURE 16. NO ENGINE RESPONSE WHEN POWER LEVER IS ADVANCED

GRAPH 4. IF-
TION INDICATED.
OK-INSTALL DEEC ON A GOOD ENGINE. NOT OK-CHECK FOR LOOSE P3 FITTINGS

CAUTION: MONITOR SPEED AND ITT OR RESTRICTED LINES TO FUEL CON-
SINCE SETTINGS FOR MAXIMUM SPEED TROL. REFER TO 73-10-02 AND 73-10-03.
AND ITT MAY NOT BE CORRECT. RE- IF-
CHECK. IF-
NOT OK-TIGHTEN LOOSE

NOT OK-REPLACE DEFEC- FITTINGS OR REPLACE RE-
TIVE DEEC. REFER TO STRICTED LINES.
76-10-02.
OK-CHECK POWER LEVER RIGGING. RE-
OK-CHECK RESISTANCE OF N2 TRANS- FER TO AIRCRAFT MAINTENANCE MANU-
DUCER CIRCUIT. REFER TO 72-00-00, AL. IF-
CHECK INSTRUCTIONS, PARAGRAPH 6.C.
IF-

ACTION INDICATED.
ACTION INDICATED.
UP833486
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PROCEDURE 16. NO ENGINE RESPONSE WHEN POWER LEVER IS ADVANCED (CONT)
OK-AT IDLE AND IN MANUAL MODE OK-PERFORM FUEL PUMP FUNCTIONAL

CHECK N2 TRANSDUCER OUTPUT TEST. REFER TO ADJUSTMENT/TEST. IF-
ACROSS CONNECTOR, SEE BELOW, US-
ING OSCILLOSCOPE OR DIGITAL MULTI-
METER. READING SHALL BE 3.0 VOLTS
AC PEAK-TO-PEAK OR 2.0 VOLTS AC RMS
MINIMUM, AND OSCILLOSCOPE PATTERN
SHALL BE UNIFORM. OK-REPLACE NOT OK-TAKE
FUEL CONTROL. CORRECTIVE AC-
MODEL CONNECTOR PINS REFER TO TION INDICATED.
5BR-1H P23 8 AND 9 73-20-10.
5BR-1C P13 J AND K
5BR-2C P13 J AND K
IF-
NOT OK-ADJUST N2 TRANS-

DUCER GAP. REFER TO
77-10-05. VERIFY NO RUB
DAMAGE.
OK-CHECK RESISTANCE OF POWER LE-

VER POTENTIOMETER CIRCUIT. REFER
TO 72-00-00, CHECK INSTRUCTIONS,
PARAGRAPH 6.E. IF-

ACTION INDICATED.
UP833486
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PROCEDURE 17. OIL PRESSURE HIGH WITH N1 ABOVE 80 PERCENT
CHECK BREATHER PRESSURIZING VALVE.

REFER TO 79-20-02. IF-
OPEN-CHECK NO. 4 AND NO. 5 BEARING CLOSED-REPLACE VALVE. REFER TO

CAVITY PRESSURE AT TRANSFER GEAR- 79-20-02.
BOX. REFER TO 72-00-00, CHECK IN-

CATED.
UP833486
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PROCEDURE 18. LOW N1 AT TAKEOFF POWER SETTING − N2 OR ITT AT MAXIMUM LIMIT
CHECK DEEC FR/MN ADJUSTMENT. REFER

TO ADJUSTMENT/TEST. IF-
OK-CHECK FOR LEAKS IN AIRCRAFT SYS- NOT OK-CORRECT FR/MN ADJUSTMENT.

TEMS USING ENGINE BLEED AIR. REFER
TO AIRCRAFT MAINTENANCE MANUAL.
IF-
OK-CHECK SURGE BLEED SYSTEM. RE- NOT OK-TAKE CORRECTIVE ACTION INDI-
FER TO 72-00-00, CHECK INSTRUCTIONS, CATED.
PARAGRAPH 11. IF-
OK-CLEAN COMPRESSOR AND RE- NOT OK-CHECK OPERATION OF SOLE-

CHECK. REFER TO SERVICING. IF- NOID CONTROLLER AND SURGE BLEED
VALVE. REFER TO 72-00-00, CHECK IN-

CATED.
NOT OK-PERFORM CALIBRATION RUN IN

ACCORDANCE WITH 72-00-00, CHECK IN-

CATED.
UP833486
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PROCEDURE 19. LOW N1 AT TAKEOFF POWER SETTING −
N2 AND ITT LESS THAN MAXIMUM LIMIT

GRAPH 4. IF-
OK-NO FAULT CODE DISPLAYED. CHECK NOT OK-FAULT CODES DISPLAYED. PER-
MANUAL MODE OPERATION. REFER TO FORM CONTROL SYSTEM CHECKS. RE-
ADJUSTMENT/TEST. IF- FER TO 72-00-00, CHECK INSTRUCTIONS,
TION INDICATED.
OK-ADJUST TAKEOFF POWER N1. REFER NOT OK-CHECK POWER LEVER RIGGING.
TO ADJUSTMENT/TEST. IF- REFER TO AIRCRAFT MAINTENANCE
MANUAL. IF-
N1 CANNOT BE ADJUSTED TO OBTAIN

PROPER TAKEOFF POWER N1, AND N2
AND ITT REMAIN BELOW MAXIMUM LIM-
ITS, CHECK ITT LIMITER. REFER TO
ACTION INDICATED.
ADJUSTMENT/TEST. IF-
OK-CHECK FOR LOOSE P3 FITTINGS OR

RESTRICTED LINES TO FUEL CONTROL.
NOT OK-ADJUST AS SPECI- REFER TO 73-10-02 AND 73-10-03. IF-
FIED.
NOT OK-TIGHTEN LOOSE

FITTINGS OR REPLACE RE-
STRICTED LINES.

73-20-01.
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PROCEDURE 19. LOW N1 AT TAKEOFF POWER SETTING −
N2 AND ITT LESS THAN MAXIMUM LIMIT (CONT)
OK-CHECK T2 SENSOR. REFER TO

GRAPH 6.D. IF-

ACTION INDICATED.
OK-INSTALL DEEC ON A GOOD ENGINE.

CAUTION: MONITOR SPEED AND ITT
CHECK. IF-
OK-REPLACE FUEL CONTROL. REFER TO NOT OK-REPLACE DEEC. REFER TO

73-20-01. 76-10-02.
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PROCEDURE 20. N1 AND N2 RPM’S ROLLBACK, ROLLUP, OSCILLATE,
FLUCTUATE, SURGE, OR ARE ERRATIC

GRAPH 4. IF-
DEEC TO MANUAL MODE AND RECHECK FORM CONTROL SYSTEM CHECKS. RE-
FOR RPM DISCREPANCY. IF- FER TO 72-00-00, CHECK INSTRUCTIONS,
TION INDICATED.
OK-PERFORM CHECKS IN ACCORDANCE NOT OK-CHECK AIRCRAFT FUEL BOOST

WITH 72-00-00, CHECK INSTRUCTIONS, PUMP PRESSURE. REFER TO AIRCRAFT
PARAGRAPH 17. TAKE CORRECTIVE AC- MAINTENANCE MANUAL. PRESSURE
TION INDICATED. SHALL BE 5 TO 50 PSIG. IF-
OK-CHECK FOR LOOSE P3 FITTINGS OR NOT OK-INCORRECT PRESSURE. REFER

RESTRICTED LINES TO FUEL CONTROL. TO AIRCRAFT MAINTENANCE MANUAL.
REFER TO 73-10-02 AND 73-10-03. IF-
OK-PERFORM FUEL PUMP FUNCTIONAL NOT OK-TIGHTEN LOOSE FITTINGS OR

TEST. REFER TO ADJUSTMENT/TEST. IF- REPLACE RESTRICTED LINES.
OK-FUEL PUMP FUNCTIONAL TEST WAS NOT OK-TAKE CORRECTIVE ACTION INDI-
SATISFACTORY. REPLACE FUEL CON- CATED.
TROL. REFER TO 73-20-01.
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PROCEDURE 21. LOW OIL PRESSURE AT ALTITUDE − NORMAL ON GROUND
CHECK OIL PRESSURE TRANSMITTER VENT

PORT FOR OBSTRUCTIONS. REFER TO AIR-
CRAFT MAINTENANCE MANUAL. IF-
OK-CHECK OIL PRESSURE TRANSMIT- NOT OK-TAKE CORRECTIVE ACTION INDI-

TER. REFER TO AIRCRAFT MAINTE- CATED.
NANCE MANUAL. IF-
OK-INSPECT BREATHER PRESSURE NOT OK-TAKE CORRECTIVE ACTION INDI-

VALVE. REFER TO 79-20-02. IF- CATED.
OK-CHECK FOR INTERNAL LEAKS IN OIL NOT OK-REPLACE DEFECTIVE BREATHER

TANK. REMOVE PLUMBING FROM OIL PRESSURE VALVE. REFER TO 79-20-02.
TANK IN ACCORDANCE WITH 79-10-01.
WATCH FOR OIL LEAKAGE (EXCEPT INI-
TIAL RESIDUAL OIL) FROM OIL TANK
OPENINGS. IF-
OK-(NO LEAKAGE) REMOVE FUEL PUMP NOT OK-(LEAKAGE OCCURS) REPLACE

AND OTHER EQUIPMENT FROM ACCES- OIL TANK IN ACCORDANCE WITH
SORY DRIVE GEARBOX. REFER TO 79-10-01.
73-20-01 AND AIRCRAFT MAINTENANCE
MANUAL. USE DRY AIR SOURCE TO
PRESSURIZE GEARBOX THROUGH
BREATHER PRESSURE VALVE VENT
PORT TO 4 TO 8 PSIG. CHECK FOR AIR
LEAKAGE AT ACCESSORY SEALS AND AT
BREATHER PRESSURE VALVE SEAL. IF-
NOT OK-REPLACE DEFECTIVE ACCESSO-

RY SEAL. REFER TO 72-60-02 OR
BREATHER PRESSURE VALVE SEAL,
79-20-02.
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PROCEDURE 22. HIGH OIL TEMPERATURE
OK-CHECK OIL TEMPERATURE INDICA- NOT OK-REPLENISH OIL SUPPLY. VERIFY

TOR IN ACCORDANCE WITH AIRCRAFT NO OIL LEAKS. REFER TO PROCEDURE
MAINTENANCE MANUAL. IF- 27.
OK-CHECK OIL TEMPERATURE BULB IN NOT OK-INDICATOR FAULTY. REFER TO

ACCORDANCE WITH AIRCRAFT MAINTE- AIRCRAFT MAINTENANCE MANUAL.
NANCE MANUAL. IF-
OK-CHECK OIL PRESSURE. IF- NOT OK-FAULTY BULB. REFER TO AIR-

CRAFT MAINTENANCE MANUAL.
OK-REPLACE AIR/OIL COOLER TEMPERA- NOT OK-REFER TO PROCEDURE 12.

TURE CONTROL VALVE. REFER TO
79-20-09. IF-
NOT OK-REPLACE FUEL/OIL COOLER.

REFER TO 79-20-07.
NOT OK-REPLACE AIR/OIL COOLERS. RE-

FER TO 79-20-09.
UP833486
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PROCEDURE 23. HIGH OIL PRESSURE
VISUALLY CHECK FOR FAILED (CLOSED)

BREATHER PRESSURE VALVE. IF-
OK-CHECK AIRCRAFT OIL PRESSURE IN- NOT OK-(CLOSED). REPLACE BREATHER

DICATOR SYSTEM. REFER TO AIRCRAFT PRESSURE VALVE. REFER TO 79-20-02.
OK-CHECK OIL PRESSURE SENSE LINE NOT OK-FAULTY INDICATOR SYSTEM.

ASSEMBLY FOR PLUGGING. REFER TO REFER TO AIRCRAFT MAINTENANCE
79-20-07. IF- MANUAL.
OK-ADJUST OIL PUMP PRESSURE REGU- NOT OK-CLEAN OR REPLACE OIL PRES-
LATOR. REFER TO ADJUSTMENT/TEST. SURE SENSE TUBE ASSEMBLY. REFER
IF- TO 79-20-07.
OK-CHECK TRANSFER GEARBOX OIL JET. NOT OK-REGULATOR CANNOT BE AD-

REFER TO 72-60-01. IF- JUSTED TO OBTAIN 40 TO 45 PSIG. RE-
PAIR REGULATOR OR REPLACE OIL
PUMP. REFER TO 79-20-03.
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PROCEDURE 23. HIGH OIL PRESSURE (CONT)
OK-CHECK BOTH ACCESSORY DRIVE NOT OK-PLUGGED. CONTACT

GEARBOX OIL JETS. REFER TO 72-60-02. HONEYWELL FIELD SERVICE ENGINEER.
IF-
OK-CHECK REAR TURBINE BEARING OIL NOT OK-PLUGGED. CONTACT

JET. REFER TO 79-20-05. IF- HONEYWELL FIELD SERVICE ENGINEER.
OK-CHECK FAN BEARING OIL JET. REFER NOT OK-PLUGGED. CONTACT

TO 79-20-10. IF- HONEYWELL FIELD SERVICE ENGINEER.
OK-REMOVE ENGINE TO INSPECT AND NOT OK-PLUGGED. CONTACT

CLEAN ROTOR (NO. 4 AND 5) BEARING HONEYWELL FIELD SERVICE ENGINEER.
JETS. REFER TO 72-30-10 IN HMM. (AU-
THORIZED ONLY AT A HEAVY MAINTE-
NANCE FACILITY.)
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PROCEDURE 23A. HIGH OIL PRESSURE AND TEMPERATURE
CHECK FOR LEAKING SEALS IN ACCOR-

DANCE WITH 72-00-00, CHECK IN-
STRUCTIONS, PARAGRAPH 10.D. OR 10A.D.
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PROCEDURE 24. ENGINE FLAMES OUT WHEN POWER LEVER RETARDED
CHECK FOR CORRECT ACCELERATION AD-

JUSTMENT (S.G.) ON DEEC. REFER TO
OK-DISCONNECT SECONDARY FUEL NOT OK-ADJUST AS INDICATED.

MANIFOLD LINE FROM FLOW DIVIDER.
MOTOR ENGINE AND CHECK FOR FUEL
FLOW AT THE SECONDARY FUEL MAN-
IFOLD LINE OR THE FLOW DIVIDER. IF-
OK-INSTALL 0 TO 200 PSIG GAGE AT PRI- NOT OK-FUEL FLOWS FROM FLOW DIVID-
MARY PRESSURE TEST POINT ON FLOW ER. REPLACE FLOW DIVIDER. REFER TO
DIVIDER (SEE FIGURE). START ENGINE 73-20-01.
AND OPERATE 15 MINUTES MINIMUM.
OR
CHECK PRIMARY FUEL PRESSURE AT
IDLE. PRESSURE SHALL NOT BE LESS NOT OK-FUEL FLOWS FROM SECONDARY
THAN 140 PSIG. IF- FUEL MANIFOLD LINE. REPLACE FUEL
MANIFOLD. REFER TO 73-10-01.
OK-ADVANCE POWER LEVER TO OBTAIN NOT OK-REPLACE FLOW DIVIDER. RE-

40 TO 50 PERCENT N1. RAPIDLY RETURN FER TO 73-20-01.
POWER LEVER TO IDLE, AND OBSERVE
LOWEST FUEL PRESSURE BEFORE
FLAME OUT. IF-
LOWEST FUEL PRESSURE INDICATION LOWEST FUEL PRESSURE INDICATION

BEFORE FLAME OUT IS LESS THAN 90 BEFORE FLAME OUT IS 90 PSIG OR
PSIG, INSTALL DEEC ON A GOOD ENGINE. GREATER, PERFORM BORESCOPE IN-
CAUTION: MONITOR SPEED AND ITT SPECTION OF COMBUSTION CHAMBER
SINCE SETTINGS FOR MAXIMUM SPEED LINER. REFER TO 72-00-00, CHECK IN-
AND ITT MAY NOT BE CORRECT. RE- STRUCTIONS, PARAGRAPH 19. TAKE
CHECK. IF- CORRECTIVE ACTION INDICATED.
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PROCEDURE 24. ENGINE FLAMES OUT WHEN POWER LEVER RETARDED (CONT)
OK-PERFORM FUEL PUMP FUNCTIONAL NOT OK-REPLACE DEEC. REFER TO

TEST. REFER TO ADJUSTMENT/TEST. IF- 76-10-02.
OK-REPLACE FUEL CONTROL. REFER TO NOT OK-TAKE CORRECTIVE ACTION INDI-

73-20-01. CATED.
Flow Divider Pressure Test Point

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PROCEDURE 25. NO ENGINE RESPONSE WHEN POWER LEVER IS RETARDED

GRAPH 4. IF-
TION INDICATED.
OK-CHECK POWER LEVER POTENTIOME- NOT OK-VERIFY FUEL PUMP PART NUM-
TER CIRCUIT. REFER TO 72-00-00, BER BY ILLUSTRATED PARTS CATALOG.
CHECK INSTRUCTIONS, PARAGRAPH 6.E. IF-
IF-

CATED.
OK-REPLACE FUEL HEATER. REFER TO NOT OK-INSTALL CORRECT FUEL PUMP.

73-10-04. REFER TO 73-20-01.
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PROCEDURE 26. ENGINE DOES NOT SHUT DOWN
CHECK FOR LOOSE CONNECTION OF POW-

ER LEVER LINKAGE ON FUEL CONTROL. RE-
FER TO AIRCRAFT MAINTENANCE MANUAL.
IF-
OK-CHECK FOR CORRECT POWER LE- NOT OK-LINKAGE LOOSE. REFER TO AIR-
VER RIGGING. REFER TO AIRCRAFT CRAFT MAINTENANCE MANUAL.
OK-FUEL CONTROL FUEL SHUTOFF NOT OK-RIGGING INCORRECT. REFER

VALVE FAULTY. REPLACE FUEL CON- TO AIRCRAFT MAINTENANCE MANUAL.
TROL. REFER TO 73-20-01.
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PROCEDURE 27. OIL CONSUMPTION EXCESSIVE
CHECK FOR OIL LEAKAGE FROM ACCESSO-

RY PADS OF ACCESSORY DRIVE GEARBOX.
REFER TO 72-60-02. IF-
OK-BLUE SMOKE FROM EXHAUST. NOT OK-REPLACE FAULTY GEARBOX

CHECK FOR LEAKAGE FROM AIR/OIL SEAL. REFER TO 72-60-02.
COOLERS OR CONNECTING LINES. IF-
OK-CHECK FOR EVIDENCE OF OIL LEAK- NOT OK-REPLACE AIR/OIL COOLER OR

AGE FROM REAR TURBINE (NO. 6) BEAR- REPAIR LINES. REFER TO 79-20-09.
ING OIL LINES. IF-
OK-CHECK FOR OIL LEAKS OF UNKNOWN NOT OK-REPAIR LINES. REFER TO

SOURCE. REFER TO 72-00-00, CHECK IN- 79-20-05.

CATED.
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PROCEDURE 27. OIL CONSUMPTION EXCESSIVE (CONT)
OK-CHECK AFT FACE OF THIRD STAGE

TURBINE ROTOR ASSEMBLY FOR OIL. IF-
NOT OK-OIL PRESENT. INSPECT NO. 6

ROTATING AIR SEAL AND THRUST AND
EXHAUST NOZZLE. REFER TO 72-50-02.
IF-

CATED.
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PROCEDURE 28. ENGINE LOW OR HIGH PRESSURE SPOOL ROLLDOWN TIME
ABNORMALLY SHORT (FROM FUEL CUTOFF UNTIL ZERO RPM)
CHECK ROLLDOWN TIMES ON LOW PRES-

SURE (N1) AND HIGH PRESSURE (N2)
SPOOLS. IF-
LOW PRESSURE SPOOL ROLLDOWN HIGH PRESSURE SPOOL ROLLDOWN

TIME ABNORMALLY SHORT (70 SECONDS TIME ABNORMALLY SHORT (30 SECONDS
OR LESS), HIGH PRESSURE SPOOL OR LESS), LOW PRESSURE SPOOL ROLL-
ROLLDOWN TIME NORMAL (30 SECONDS DOWN TIME NORMAL (70 SECONDS OR
OR MORE). MORE).
CHECK LOW PRESSURE SPOOL FOR CHECK HIGH PRESSURE SPOOL FOR
BINDING. REFER TO 72-00-00, CHECK IN- BINDING. REFER TO 72-00-00, CHECK IN-
STRUCTIONS, PARAGRAPH 14.A. IF- STRUCTIONS, PARAGRAPH 14.B. IF-
NOT OK-TAKE CORRECTIVE ACTION INDI- NOT OK-TAKE CORRECTIVE ACTION INDI-
CATED. CATED.
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PROCEDURE 29. MISMATCHED POWER LEVERS
CHECK POWER LEVER TO FUEL CONTROL

RIGGING. REFER TO REMOVAL/
INSTALLATION. IF-
OK-CONFIRM PROPER DEEC, EFR AND NOT OK-RERIG POWER LEVERS. REFER
FR/MN ADJUSTMENTS. REFER TO TO REMOVAL/INSTALLATION.
OK-PERFORM DEEC BITE CHECK. REFER NOT OK-ADJUST AS INDICATED.

TO 72-00-00, CHECK INSTRUCTIONS,
PARAGRAPH 4. IF-
OK-NO FAULT CODE DISPLAYED. PER- NOT OK-FAULT CODES DISPLAYED. PER-
FORM FUEL CONTROL ELECTRICAL RE- FORM CONTROL SYSTEM CHECKS. RE-
SISTANCE CHECKS. REFER TO 73-21-01. FER TO 72-00-00, CHECK INSTRUCTIONS,
IF- PARAGRAPH 6. TAKE CORRECTIVE AC-
TION INDICATED.
OK-CHECK P2T2 SENSOR FOR OBSTRUC- NOT OK-TAKE CORRECTIVE ACTION INDI-
TIONS. CHECK LINE CONNECTING SEN- CATED.
SOR TO DEEC FOR LEAKS. REFER TO
AIRCRAFT MAINTENANCE MANUAL. IF-
UP833486
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PROCEDURE 29. MISMATCHED POWER LEVERS (CONT)
OK-PERFORM ELECTRICAL CHECK OF NOT OK-TAKE CORRECTIVE ACTION INDI-

POWER LEVER POTENTIOMETER. RE- CATED.
PARAGRAPH 6.E. IF-
OK-REMOVE AND INSPECT P2T2 SEN- NOT OK-TAKE CORRECTIVE ACTION INDI-
SOR. REFER TO 75-40-01. IF- CATED.
OK-IF APPLICABLE, PERFORM SYNCHRO- NOT OK-TAKE CORRECTIVE ACTION INDI-

NIZER INSTALLED TEST. REFER TO CATED.
OK-INSTALL DEEC ON A GOOD ENGINE. NOT OK-TAKE CORRECTIVE ACTION INDI-

CAUTION: MONITOR SPEED AND ITT CATED.
CHECK. IF-
OK-CHECK ELECTRICAL CONNECTORS. NOT OK-REPLACE DEEC. REFER TO

REFER TO 72-00-00, CHECK IN- 76-10-02.

CATED.
UP833486
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PROCEDURE 30. CLIMB/CRUISE ITT CONTROL INOPERATIVE

GRAPH 4, CHECK FOR ITT INPUT PROBLEMS.
IF-
OK-CHECK POWER LEVER TO FUEL CON- NOT OK-CORRECT FAULT. REFER TO

TROL RIGGING. REFER TO REMOVAL/ 72-00-00, CHECK INSTRUCTIONS, PARA-
INSTALLATION. IF- GRAPH 6.
OK-CONFIRM PROPER DEEC ADJUST- NOT OK-RERIG POWER LEVER. REFER

MENT BY PERFORMING PROCEDURES TO REMOVAL/INSTALLATION.
OF ADJUSTMENT/TEST AND RECHECK.
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PROCEDURE 31. OIL PRESSURE FLUCTUATION
CHECK TO ENSURE PROPER OIL LEVEL. IF-
OK-ENSURE OIL PRESSURE INDICATING NOT OK-FILL OIL TANK IN ACCORDANCE

SYSTEM IS OPERATING PROPERLY IN AC- WITH SERVICING. RECHECK. IF-
CORDANCE WITH AIRCRAFT MAINTE-
NANCE MANUAL. IF-
NOT OK-ENSURE OIL PRESSURE REGU-
LATOR IS CLEAN AND OPERATING PROP-
ERLY. REFER TO 79-20-03.
OK-ENSURE OIL NOT OK-TAKE

PRESSURE REGU- CORRECTIVE AC-
LATOR IS CLEAN TION IN ACCOR-
AND OPERATING DANCE WITH AIR-
PROPERLY. RE- CRAFT MAINTE-
FER TO 79-20-03. NANCE MANUAL.
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Aug 23/02


PROCEDURE 32. [POST SB TFE731-72-3597, POST SB TFE731-72-3613, OR
POST SB TFE731-72-3662] SMOKE/ODOR IN CABIN/HIGH GEARBOX PRESSURES
NOTE: The pressure values listed in this procedure are for trouble shooting purposes
only, and are not accept or reject criteria for continued time engines.
If gearbox pressures exceed the values in this procedure and excessive oil con-
sumption and/or smoke odor are not reported, engine should NOT be rejected.
Refer to 72-00-00, Adjustment/Test, Gearbox Pressure Checks, for gearbox pres-

sure limits.
MEASURE GEARBOX PRESSURES IN AC-

CORDANCE WITH CHECK INSTRUCTIONS,
PARAGRAPH 10A.
FAN GEARBOX PRESSURE SHOULD BE LESS

THAN 0 PSI AT IDLE AND TAKE-OFF POWER.
IF-
OK-TRANSFER GEARBOX PRESSURE NOT OK-CHECK FOR THE FOLLOWING:

SHOULD BE LESS THAN 2 PSI AT TAKE-
S FAN GEARBOX SHUTTLE VALVE STUCK
OFF POWER. IF-
IN THE OPEN POSITION.
S MISSING OR DAMAGED PACKINGS ON
FAN GEARBOX INTERNAL BUFFERED
AIR LINES.
NOT OK-
FAN SUPPORT HOUSING.
SEAL BETWEEN THE NO. 1 SEAL AND
SEAL HOUSING AND FAN SUPPORT
HOUSING.
S DAMAGED (LEAKING) FAN GEARBOX
VENT LINE (LOCATED UNDER AIR/OIL
COOLERS).
S PLANETARY GEARBOX SCAVENGE
PASSAGES FOR OBSTRUCTIONS.
S OIL PUMP FOR PROPER PLANETARY
GEARBOX SCAVENGING.
S NO. 1 AND NO. 3 SEGMENTED CARBON
SEALS FOR DAMAGE.
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POST SB TFE731-72-3662] SMOKE/ODOR IN CABIN/HIGH GEARBOX PRESSURES (CONT)
OK-TRANSFER GEARBOX PRESSURE NOT OK-CHECK FOR THE FOLLOWING:

SHOULD BE LESS THAN 0 PSI AT IDLE. IF-
S BREATHER PRESSURIZING VALVE
STUCK IN THE CLOSED POSITION.
S TRANSFER DRIVESHAFT COVER TUBE
FOR MISSING OR DAMAGED GARLOCK
SEAL.
S OIL TRANSFER TUBE (TOWER SHAFT
TRANSFER TUBE) FOR MISSING OR
DAMAGED PACKINGS OR SEALS.
THE TRANSFER GEARBOX SCAVENGE
LINE TO THE OIL PUMP.
S OIL PUMP FOR PROPER TRANSFER
GEARBOX SCAVENGING.
S CONTACT HONEYWELL COMPLETE
CUSTOMER CARE CENTER FOR EN-
GINE DISPOSITION PRIOR TO ENGINE
REMOVAL.
OK-ACCESSORY GEARBOX PRESSURE

SHOULD BE LESS THAN 45.0 IN./H2O AT
TAKE-OFF POWER. IF-
UP833486
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Nov 30/06


POST SB TFE731-72-3662] SMOKE/ODOR IN CABIN/HIGH GEARBOX PRESSURES (CONT)
NOT OK-CHECK FOR THE FOLLOWING:

S TRANSFER GEARBOX VENT VALVE
STUCK IN THE OPEN POSITION.
TRANSFER GEARBOX VENT TUBE.
S MISSING OR DAMAGED PACKINGS OR
SEALS ON TRANSFER GEARBOX,
TRANSFER DRIVESHAFT COVER TUBE,
OIL TRANSFER TUBE (TOWER SHAFT
TRANSFER TUBE), OR TOWER SHAFT
HOUSING.
S OIL PUMP FOR PROPER TRANSFER
GEARBOX SCAVENGING.
S CONTACT HONEYWELL COMPLETE
CUSTOMER CARE CENTER FOR EN-
GINE DISPOSITION PRIOR TO ENGINE
REMOVAL.
OK-VERIFY ACCURACY OF RECORDED NOT OK-MAKE SURE BREATHER PRES-

GEARBOX PRESSURES. SURIZING VALVE IS NOT STUCK IN THE
CLOSED POSITION.
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PROCEDURE 33. FUEL FILTER BY-PASS LIGHT ILLUMINATED
(OR MECHANICAL PIN IS EXTENDED)
PERFORM IMPENDING FUEL FILTER BY-PASS

INDICATION CHECK IN ACCORDANCE WITH
TROUBLE SHOOTING PARAGRAPH 20.
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Apr 22/05


4. Control System Checks
NOTE: [Post SB TFE731-76-3065] Refer to 76-10-03 for N1 DEEC BITE Check.
If an engine seems to stop accelerating momentarily while advancing pow-

er levers, the engine that appears to stop accelerating is probably operating
properly. This condition can exist when a fault occurs in the other engine
ITT system. It is recommended that each DEEC be checked for faults.
A blinking DEEC manual mode light at engine shutdown indicates a T5 fault

has occurred. The light will stop blinking if the DEEC switch is reset from
Auto to Manual and back to Auto or if power is removed from the DEEC.
However, the light will blink again at the next engine shutdown. The DEEC
should be checked for faults and the appropriate corrective action taken.
A. [Pre SB TFE731-76-3065] DEEC BITE Check
NOTE: When performing DEEC BITE Check, the engine must be in a static
(not operating) condition.
(1) Turn on electrical power supply to digital electronic engine control.
(2) Turn Function Selector switch to Position 2.
(3) If the front panel display stays blank, check DEEC power circuit in accordance with
Paragraph 6.A.
(4) The DEEC control front panel display will now show in sequence the following displays.
(a) 8888
(b) ....
(c) Software version (example 1.60)
(5) Self test of DEEC starts, any faults that are detected during this test will be displayed
on the front panel display. Refer to Table 109 for LRU fault display codes.
(6) If the Code 00 is displayed, no faults are detected.

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NOTE: [Post SB TFE731-76-3065] Refer to 76-10-03 for N1 DEEC Fault Code
Corrective Action.
Table 109. [Pre SB TFE731-76-3065] DEEC LRU Fault Codes

Fault Code Component Condition
00 OK System Operational
01 T2 Inlet Temperature Sensor
02 BA Surge Control Valve Solenoid A
03 BB Surge Control Valve Solenoid B
04 TM Fuel Control Torque Motor
05 PL Power Lever Potentiometer
06 T5 Interstage Turbine Temperature
07 MS Manual Mode Solenoid
08 OS Overspeed Solenoid
09 N1 N1 Transducer
10 N2 N2 Transducer
11 CC DEEC Malfunction
12 AR Adjustment Out-Of Range
13 ID Identification Engine Harness
4. A. (7) If either Code 11 or 12 are displayed, perform the following steps.
(a) If Code 11 is displayed, fault may have been caused by the following.
Not erasing fault memory after performing an overspeed solenoid/engine compo-

nents (shutdown) test in accordance with Adjustment/Test, Paragraph 10, or as a
result of normal in-service operation.
1 Erase fault memory in accordance with Step (13) and recheck.

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NOTE: Fault code 11 occasionally occurs when an APR/Sync box
prior to a -4 series is installed in the aircraft. If fault code
11 re-occurs after erasing fault memory and the manual
mode light is not illuminated, perform a check of the inter-
nal mini-flags (IMF) as follows.
[DEEC, Part No. 2118002-60/-62] Set function select

switch to Position 3, Level 2, then set function select
switch to Position 4. Return function select switch to
Position 3 to display stored internal mini-flags. If code 103
and/or 104 is displayed, this indicates an erroneous fault in
the APR/Sync box. This is peculiar to APR/Sync series
prior to the -4 and is acceptable.
[DEEC, Part No. 2118002-52] Set function select switch

to Position 3, Level 2, to display stored internal mini-flags.
If code 103 and/or 104 is displayed, this indicates an
erroneous fault in the APR/Sync box. This is peculiar to
APR/Sync series prior to the -4 and is acceptable.
4. A. (7) (a) 2 If fault re-occurs, and unit will not reset to auto mode, replace DEEC.
(b) If Code 12 is displayed, perform adjustments as required in accordance with

Adjustment/Test, Paragraph 8. After adjustments perform the following.
1 Erase fault memory in accordance with Step (13) and recheck.
2 If fault re-occurs, and unit will not reset to auto mode, replace DEEC.
(8) If fault Code 13 is displayed, refer to Adjustment/Test, Paragraph 8 for corrective ac-
tion.
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UP833486
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Apr 22/05


4. A. (9) If any other LRU fault code is displayed, refer to appropriate section of Paragraph 5 or
6 for corrective action of the individual affected components.
NOTE: Fault codes displayed in the following step have occurred since last
erasure of DEEC, and do not necessarily exist at this time. Faults may
have been the result of intermittent or in-flight problems that are not
duplicated during ground runs and are a useful aid in trouble shooting to
prevent re-occurrence.
(10) Turn Function Selector switch to Position 3.
(11) The DEEC front panel display will now show in sequence the following displays.
(a) 8888
(b) System fault codes (Refer to Table 109)
(c) 000 (self test completed)
(12) If any fault codes are displayed, refer to Steps (8) and (9) for corrective actions.
NOTE: Engine must be shut down to perform the following procedure.
(13) Following correction of faults, erase fault memory by performing the following steps.
(a) Position selector switch to 10.
(b) Move calibration switch to increase.
(c) The display will blink during erasure process then become blank, indicating
erasure complete.
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July 31/95


5. Control System Checks Using 916688-1-1 Pre-Installation Tester
Perform these checks if any of the following conditions exists.
1. Digital Electronic Engine Control (DEEC) does not remain in normal mode (manual mode light
is on).
2. A replacement DEEC is to be installed (complete these tests prior to installation).
3. A replacement wiring harness (engine or DEEC) or APR/synchronizer cable has been

installed (as applicable).
4. A DEEC input circuit or output circuit fault is suspected.
5. N1 rpm and N2 rpm rollback, rollup, oscillate, fluctuate, surge, or are erratic.
NOTE: If 916688-1-1 tester is not available, refer to Paragraph 4 or Paragraph 6.
Table 109A. Special Tools, Fixtures, and Equipment

Nomenclature Function Part No.
Pre-Installation Tester Isolates circuit faults. 916688-1-1
Breakout Box Provides access to each connector pin for 916718-1-1
standard test equipment.
Adapter Harness Provides connections between DEEC harness 918352-1-1
and Tester or Breakout Box.
Table 109B. Equipment and Materials

megohm)
NOTE: [5BR-2C, 5BR-1H] Synchronizer and APR components are to remain

connected to wiring harnesses when performing the following checks.
A. Connect Tester to Controls System
(1) Turn off power supply to digital electronic engine control (DEEC).
(2) Disconnect harness plug from DEEC Connector J1.
(3) Connect harness plug to adapter harness plug.
(4) Connect adapter harness plug to tester.

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NOTE: [5BR-2C, 5BR-1H] If checking right engine control system and left engine
DEEC remains connected, tester may indicate false power lever potentiom-
eter fault. However, this condition does not exist when checking left engine
control system.
5. B. Conduct Circuit Checks
(1) Position DEEC switch to ON.
(2) Press RESET on tester.
NOTE: Audible indication is heard only while fault exists. An intermittent

problem may be isolated by flexing wire bundles and connectors while
listening for the audible fault monitor. Indicator lamp for the faulty
circuit will remain on.
Some installations may not be connected to 50% speed switch relay or

fuel enrich switch. Therefore, to avoid continuous audible indication
simply remove indicator lamp on tester. Any circuit may be inhibited in
this manner without affecting the rest of the test circuits.
(3) A faulty circuit is indicated by the corresponding indicator lamp, which will remain lit
until RESET is pressed. An audible indication is also given while fault exists or until
ALERT switch is turned to OFF. Refer to Table 109C for designation of circuits on
tester panel.
(4) Pushbutton switch at each lamp position may be used to induce a fault in that circuit to
provide a self-test for circuit detector and lamp. Press RESET after testing.
NOTE: Installation faults such as wires shorted to ground are very common.
In addition to checking for proper circuit load resistance, do not over
look possible grounded wires as a cause of fault.
(5) If a faulty circuit is found, remove tester and replace with 916718-1-1 breakout box.
Standard test equipment such as a multimeter may then be used for further trouble
shooting. Test jacks on breakout box are numbered in direct correspondence to adapt-
er harness connector pins. Refer to Table 109C for normal resistance value and cor-
rective action.
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Table 109C. 916718-1-1 Breakout Box Test Points

Tester Panel Breakout Box Corrective
Marking Circuit Test Jacks Normal Resistance Action*
SOL A Surge Control Valve 3-49 40 ±5 ohms 6.H.
SOL B Surge Control Valve 15-16 40 ±5 ohms 6.I.
M/M Manual Mode Solenoid 35-55 45 ±5 ohms 6.K.
O/S Overspeed Solenoid 1-2 45 ±5 ohms 6.J.
T.M. Torque Motor 24-25 200-260 ohms 6.F.
26-27 (Matched within 10 ohms) 6.G.
T5 ITT Harness 33-34 3.0 to 50.0 ohms at 6.L.
21 ±11°C (70 ±20°F)
T2 Inlet Temperature Sensor 10-11 550 ohms at 27°C (80°F) 6.D.
P/L Power Lever Potentiometer 17-18 0 to 1000 ohms (idle) 17K 6.E.
to 23K ohms (maximum)
ENSW Fuel Enrich Switch (OFF) 28-29 Open **
(If used)
N1 N1 Transducer 6-7 125 ±25 ohms (Skurka) ***6.B.
145 ±20 ohms (Honeywell)
at 21 ±11°C (70 ±20°F)
N2 N2 Transducer 8-9 800 to 1300 ohms at 6.C.
21 ±11°C (70 ±20°F)
50% Speed Switch Relay 45-50 500 ohms **
(If used)
IND Cockpit Manual Mode 12 **
Indicator
RESET Resets all or any one of
the fault lamps
ALERT Turns off audible indicator
*Refer to listed paragraph for trouble shooting procedure and corrective action for circuit which pre-
installation tester has indicated is faulty.
**Refer to Aircraft Maintenance Manual.
***The type of N1 transducer, Skurka or Honeywell, may be determined by the wrenching flat design
on the electrical connector. (See Figure 102.) If the wrenching flat on the electrical connector is
not accessible to determine type of N1 transducer, a resistance reading of 70 to 365 ohms, at all
ambient temperatures, is acceptable for either type of transducer when determining serviceability.
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Reason: To change Normal Resistance values for Tester Panel Marking N2 in Table 109C.
Tester Panel Marking N2 is changed as follows:
Table 109C. 916718-1-1 Breakout Box Test Points

Tester Panel Breakout Box Corrective
Marking Circuit Test Jacks Normal Resistance Action*
N2 N2 Transducer 8-9 Resistance shall be within the limits 6.C.
shown in 77-10-05, Inspection/Check,
Step 2.A.(3).
(FAA APPROVED)
72-00-00 Page 4 of 9
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Reason: To revise the DEEC power circuit check.
Use the following revised Step 6.A.(1) in lieu of existing Step 6.A.(1). 2.A.
(1) Check for 28 VDC across connector as indicated below.
Code Connector Pins

5BR-1H P1 D and E
5BR-1C P11 D and E
5BR-2C P11 D and E
If voltage is not present, aircraft power circuit to DEEC is faulty. Refer to Aircraft
Maintenance Manual.

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6. Control System Checks
Perform these checks if LRU faults are encountered in Paragraphs 4 and 5.

megohm)
NOTE: Whenever electrical connectors are disconnected it is recommended that

all connectors be checked for bent pins, pushed backed sockets or pins,
corrosion, contamination, proper alignment and pin retention in accordance
with Paragraph 17.B.
A. DEEC Power Circuit Check
(1) Check for 28 VDC across connector as indicated below.
Code Connector Pins

5BR-1H P23 4 and 5
5BR-1C P13 D and C
5BR-2C P13 D and C
If voltage is not present, aircraft power circuit to DEEC is faulty. Refer to Aircraft Main-
tenance Manual.
CAUTION: MONITOR VALUES OF SPEED AND ITT TO PREVENT EXCEED-

ING LIMITS SINCE SETTINGS OF SUBSTITUTE DEEC MAY
NOT BE CORRECT.
(2) Remove power from DEEC and install a DEEC known to be functioning correctly.
Recheck.
(3) If DEEC remains in normal mode, replace defective DEEC in accordance with 76-10-02
[Pre SB TFE731-76-3065] or 76-10-03 [Post SB TFE731-76-3065].
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6. B. N1 Transducer Circuit Check
(1) Disconnect electrical connector mating with Connector J1 on DEEC.
NOTE: The type of N1 transducer, Skurka or Honeywell, may be determined
by the wrenching flat design on the electrical connector. (See Figure
102.) If the wrenching flat on the electrical connector is not accessible
to determine type of N1 transducer, a resistance reading of 70 to 365
ohms, at all ambient temperatures, is acceptable for either type of
transducer when determining serviceability.
(2) Using multimeter, check resistance at disconnected wiring harness connector,
[5BR-1H] Pin 6 to Pin 7, [5BR-1C, 5BR-2C] Pin F to Pin G. Resistance shall be 125
±25 ohms (Skurka transducer) or 145 ±20 ohms (Honeywell transducer), at 21 ±11°C
(70 ±20°F).
(3) Using multimeter, check insulation resistance at disconnected wiring harness connec-
tor, [5BR-1H] Pin 6, [5BR-1C, 5BR-2C] Pin F to case. Resistance shall not be less
than 100,000 ohms.
(4) If resistance measured in Step (2) or (3) is not as specified, disconnect electrical con-
nector mating with connector on N1 transducer and perform the following.
(a) Using multimeter, check resistance N1 transducer connector, Pin C to Pin D.
Resistance shall be 125 ±25 ohms (Skurka transducer) or 145 ±20 ohms
(Honeywell transducer), at 21 ±11°C (70 ±20°F).
(b) Using multimeter, check insulation resistance at N1 transducer connector, Pin C
to case. Resistance shall not be less than 100,000 ohms.
(c) If resistance is OK, repair or replace DEEC wiring harness.
(d) If resistance is not OK, replace N1 transducer in accordance with 77-10-03.
N1 Transducer Identification
Figure 102
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Reason: To revise the N1 transducer circuit check.
Use the following revised Steps 6.B.(2) and (3) in lieu of existing Steps 6.B.(2) and (3).
(2) Using multimeter, check resistance at disconnected wiring harness connector, Pin F to
Pin G. Resistance shall be 125 ±25 ohms (Skurka transducer) or 145 ±20 ohms
(Honeywell transducer), at 21 ±11°C (70 ±20°F).
(3) Using multimeter, check insulation resistance at disconnected wiring harness

connector, Pin F to case. Resistance shall not be less than 100,000 ohms.

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Reason: To replace TR 72-184 (revised the N2 transducer and inlet temperature (T2) sensor circuit
checks) and change resistance values from Pin C to Pin D on N2 transducer connector and
from disconnected harness connector, Pin K to Pin L.
Steps 6.C.(2), (3)(b), and D.(2) are changed as follows:
(2) Using multimeter, check resistance from disconnected harness connector, Pin H to
Pin J. Resistance shall be 800 to 1300 ohms.
(b) Using multimeter, check resistance from Pin C to Pin D on N2 transducer

connector. Resistance shall be within the limits shown in 77-10-05,
Inspection/Check, Step 2.A.(3).
(2) Using multimeter, check resistance from disconnected harness connector, Pin K to
Pin L. Resistance shall be within the limits shown in 77-10-05, Inspection/Check,
Step 2.A.(3).
(FAA APPROVED)
72-00-00 Page 5 of 9
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6. C. N2 Transducer Circuit Check
(1) Disconnect electrical connector from Connector J1 on DEEC.
(2) Using multimeter, check resistance from disconnected harness connector, [5BR-1H]
Pin 8 to Pin 9, [5BR-1C, 5BR-2C] Pin H to Pin J. Resistance shall be 800 to 1300
ohms.
(3) If resistance is not specified, isolate cause as follows.
(a) Disconnect electrical connector from N2 transducer.
(b) Using multimeter, check resistance from Pin C to Pin D on N2 transducer con-
nector. Resistance shall be 800 to 1300 ohms at 21 ±11°C (70 ±20°F).
(c) If resistance is OK, repair DEEC wiring harness.
(d) If resistance is not OK, replace N2 transducer in accordance with 77-10-05.
D. Inlet Temperature (T2) Sensor Circuit Check
CAUTION: ENSURE THAT THE FOLLOWING ELECTRICAL CURRENTS DO

NOT EXCEED 10 MILLIAMPS.
Pin 10 to Pin 11, [5BR-1C, 5BR-2C] Pin K to Pin L. Resistance shall be 500 ohms at
0°C (32°F) +2.0 ohms/degree C (1.1 ohms/degree F) above 0°C and -2.0 ohms/
degree C (1.1 ohms/degree F) below 0°C.
(3) If resistance is not as specified, isolate cause.
(a) Disconnect electrical connector mating with inlet pressure and temperature
sensor.
(b) Using multimeter, check inlet pressure sensor resistance Pin A to Pin B. Resis-
tance shall be 500 ohms at O°C (32°F) +2.0 ohms/degree C (1.1 ohms/degree
F) above O°C, and -2.0 ohms/degree C (1.1 ohms/degree F) below O°C.
(c) Using multimeter, check insulation resistance. Measure resistance from Pin A to
case. Resistance shall not be less than 100,000 ohms.
(d) If resistances are OK, repair engine or DEEC wiring harness.
(e) If resistances are not OK, clean electrical connector in accordance with Cleaning/
Painting, Cleaning Method 11 or replace inlet pressure and temperature sensor
in accordance with 75-40-01.
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6. E. Power Lever Potentiometer Circuit Check
CAUTION: POWER SUPPLY VOLTAGE SHALL BE 10.0 ±0.05 VDC WITH A

CURRENT LIMIT OF 10 MILLIAMPS MAXIMUM.
(1) Perform electrical check of power lever potentiometer circuit as follows.
(a) Disconnect electrical connector from Connector J1 on DEEC.
(b) Apply 10.0 ±0.05 VDC to disconnected harness connector, [5BR-1H] Pin 18(-)
to Pin 19(+), [5BR-1C, 5BR-2C] Pin U (-) and Pin V (+).
1 Check voltage at disconnected harness connector, [5BR-1H] Pin 17 to Pin

18, [5BR-1C, 5BR-2C] Pin HH and Pin U, using multimeter. Rotate power
lever between cutoff and idle. Voltage shall be 0.05 VDC maximum.
2 Rotate power lever to maximum. Voltage shall be 10.0 ±0.05 VDC.
(c) If voltage readings are not as specified, isolate cause.
1 Disconnect electrical Connector P6 from fuel control.
2 Apply 10.0 ±0.05 VDC to Connector J6, Pin 4 (-) and Pin 5 (+).
a Check voltage to Connector J6, Pin 3 and Pin 4, using a multimeter.

Rotate power lever from between cutoff and idle. Voltage shall be 0.05
VDC maximum.
b Rotate power lever to maximum. Voltage shall be 10.0 ±0.05 VDC.
3 If voltages are OK, repair engine or digital electronic engine control (DEEC)
wiring harness.
4 If voltages are not OK, replace fuel control power lever potentiometer in
accordance with 73-21-01.
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Reason: To revise the power lever potentiometer circuit check. 1.A.(1)(a)
Use the following revised Steps 6.E.(1)(b) and 6.E.(1)(b)1 in lieu of existing Steps 6.E.(1)(b) and
6.E.(1)(b)1.
(b) Apply 10.0 ±0.05 VDC to disconnected harness connector, Pin U (-) and Pin
V (+).
1 Check voltage at disconnected harness connector, Pin HH and Pin U, using

multimeter. Rotate power lever between cutoff and idle. Voltage shall be
0.05 VDC maximum.

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Reason: To revise the resistance checks of power lever potentiometer procedure. 1.A.(1)(a)
Use the following revised Steps 6.E.(2)(b) and (c) in lieu of existing Steps 6.E.(2)(b) and (c).
(b) With power lever at idle, use multimeter to check resistance from disconnected
harness connector, Pin U to Pin HH. Resistance shall be 0 to 1000 ohms.
(c) With power lever at maximum, use multimeter to check resistance from discon-
nected harness connector, Pin U to Pin HH. Resistance shall be 17K to 23K
ohms.

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NOTE: The power lever potentiometer resistance checks are optional proce-
dures.
6. E. (2) Perform resistance checks of power lever potentiometer.
CAUTION: ENSURE THAT THE FOLLOWING MEASUREMENT CUR-

RENTS DO NOT EXCEED 10 MILLIAMPS.
(a) Disconnect electrical connector from Connector J1 on DEEC.
(b) With power lever at idle, use multimeter to check resistance from disconnected
harness connector, [5BR-1H] Pin 17 to Pin 18, [5BR-1C, 5BR-2C] Pin U to Pin
HH. Resistance shall be 0 to 1000 ohms.
(c) With power lever at maximum, use multimeter to check resistance from discon-
nected harness connector, [5BR-1H] Pin 17 to Pin 18, [5BR-1C, 5BR-2C] Pin U
to Pin HH. Resistance shall be 17K to 23K ohms.
(d) If resistance is not as specified, isolate cause.
1 Disconnect electrical Connector P6 from fuel control.
2 Check resistance from J6 Pin 4 to fuel control case. Resistance shall be

greater than 100K ohms.
3 Check resistance from J6 Pin 4 to Pin 5. Resistance shall be 17K ohms to

23K ohms.
4 With power lever shaft at 20 degree (IDLE), check resistance from J6 Pin 4
to Pin 3. Resistance shall be less than 1200 ohms.
5 If resistance checks are OK, perform calibration check in accordance with

73-21-01.
6 If resistance or calibration checks are not OK, replace power lever poten-
tiometer. Refer to 73-21-01.
7 If resistance or calibration checks are OK, check engine and DEEC wiring
harnesses.
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6. F. Torque Motor Coil 1 Circuit Check
NOTE: Torque motor Coil 1 and Coil 2 resistances shall match within 10
ohms.
Pin 26 to Pin 27, [5BR-1C, 5BR-2C] Pin n to Pin m. Resistance shall be 200 to 260
ohms
(a) Disconnect electrical Connector P7 from fuel control.
(b) Using multimeter, check resistance of torque motor Coil 1 from Connector J7 Pin
C to Pin D. Resistance shall be 200 to 260 ohms.
(c) Using multimeter, check resistance from Pin C to fuel control case. Resistance
shall not be less than 100,000 ohms.
(d) If resistance is OK, repair engine or DEEC wiring harness.
(e) If resistance is not OK, replace fuel control in accordance with 73-20-01.
G. Torque Motor Coil 2 Circuit Check
NOTE: Torque motor Coil 1 and Coil 2 resistances shall match within 10
ohms.
Pin 24 to Pin 25, [5BR-1C, 5BR-2C] Pin d to Pin c. Resistance shall be 200 to 260
ohms.
(b) Using multimeter, check resistance of torque motor Coil 2 from Connector J7 Pin
A to Pin B. Resistance shall be 200 to 260 ohms.
(c) Using multimeter, check resistance from Pin A to fuel control case. Resistance
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Reason: To revise the torque motor coil 1 and coil 2 circuit checks. 1.A.B.(1)
Use the following revised Step 6.F.(2) in lieu of existing Step 6.F.(2).
(2) Using multimeter, check resistance from disconnected harness connector, Pin n to
Pin m. Resistance shall be 200 to 260 ohms.
Use the following revised Step 6.G.(2) in lieu of existing Step 6.G.(2).1.A.B.(1)
(2) Using multimeter, check resistance from disconnected harness connector, Pin d to
Pin c. Resistance shall be 200 to 260 ohms.

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Reason: To revise the surge control valve solenoid A and solenoid B circuit checks. 1.A.B.(1)
Use the following revised Step 6.H.(2) in lieu of existing Step 6.H.(2).
(2) Using multimeter, check resistance from disconnected harness connector, Pin C to
Pin B. Resistance shall be 40 ±5 ohms.
Use the following revised Step 6.I.(2) in lieu of existing Step 6.I.(2).1.A.B.(1)
(2) Using multimeter, check resistance from disconnected harness connector, Pin R to
Pin S. Resistance shall be 40 ±5 ohms.

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6. H. Surge Control Valve Solenoid A Circuit Check
(2) Using multimeter, check resistance from harness connector, [5BR-1H] Pin 3 to Pin 49,
[5BR-1C, 5BR-2C] Pin C to Pin B. Resistance shall be 40 ±5 ohms.
(a) Disconnect electrical connector from Solenoid A.
(b) Using multimeter, check resistance of Solenoid A, Pin A to Pin B. Resistance

shall be 40 ±5 ohms.
(c) Using multimeter, check resistance from Pin A to solenoid case. Resistance
(e) If resistance is not OK, replace Solenoid A in accordance with 76-10-01.
I. Surge Control Valve Solenoid B Circuit Check
(2) Using multimeter, check resistance from harness connector, [5BR-1H] Pin 15 to Pin 16,
[5BR-1C, 5BR-2C] Pin R to Pin S. Resistance shall be 40 ±5 ohms.
(3) If resistance is not specified, isolate cause.
(a) Disconnect electrical connector from Solenoid B.
(b) Using multimeter, check resistance of Solenoid B, Pin A to Pin B. Resistance

shall be 40 ±5 ohms.
(c) Using multimeter, check resistance, Pin A to solenoid case. Resistance shall not
be less than 100,000 ohms.
(e) If resistance is not OK, replace Solenoid B in accordance with 76-10-01.

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6. J. Overspeed Solenoid Circuit Check
(2) Using a multimeter, check resistance from disconnected harness connector, [5BR-1H]
Pin 1 to Pin 2, [5BR-1C, 5BR-2C] Pin A to Pin DD. Resistance shall be 45 ±5 ohms.
(b) Using a multimeter, check resistance of overspeed solenoid from Connector J6

Pin 1 to Pin 2. Resistance shall be 45 ±5 ohms.
(c) Using a multimeter, check resistance from Pin 1 to fuel control case. Resistance
K. Manual Mode Solenoid Circuit Check
(2) Using a multimeter, check resistance from disconnected harness connector, [5BR-1H]
Pin 35 to Pin 55, [5BR-1C, 5BR-2C] Pin P to Pin T. Resistance shall be 45 ±5 ohms.
(b) Using a multimeter, check resistance of manual mode solenoid from Connector
J6 Pin 7 to Pin 8. Resistance shall be 45 ±5 ohms.
(c) Using a multimeter, check resistance from Pin 7 to fuel control case. Resistance
L. Interstage Turbine Temperature (ITT) Harness Check
NOTE: If an engine seems to stop accelerating momentarily while advancing

power levers, the engine that appears to stop accelerating is probably
operating properly. This condition can exist when a fault occurs in the
other engine ITT system. It is recommended that each DEEC be
checked for faults prior to trouble shooting.
Refer to Interstage Turbine Temperature (ITT) Circuitry Checks.

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Reason: To revise the overspeed solenoid and manual mode solenoid circuit checks. 1.A.B.(1)
Use the following revised Step 6.J.(2) in lieu of existing Step 6.J.(2).
(2) Using a multimeter, check resistance from disconnected harness connector, Pin A to
Pin DD. Resistance shall be 45 ±5 ohms.
Use the following revised Step 6.K.(2) in lieu of existing Step 6.K.(2).1.A.B.(1)
(2) Using a multimeter, check resistance from disconnected harness connector, Pin p to
Pin T. Resistance shall be 45 ±5 ohms.

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7. Fuel Leakage Checks

Jet fuel leak detection additive (JP-111) Water Treatment Corp of Ohio, Luminal Chemical
(MIL-D-81298) Div, 498 S Belvoir Blvd, South Enclid, OH 44121
Yellow dye (Automatic Yellow 662) Morton International Inc, 100 N Riverside Plaza,
Chicago, IL 60606-1598
A. Unknown Source of Fuel Leaks
(1) If yellow dye is used as an aid to locate fuel leak source, add yellow dye to fuel at a
rate of 1.6 ounces of yellow dye per each 100 U.S. gallons of fuel.
(2) If jet fuel leak detection additive is used as an aid in locating fuel leak source, perform
the following.
(a) Add jet fuel leak detection additive to fuel at a rate of one ounce of jet fuel leak
detection additive per each 9.75 U.S. gallons of jet fuel. Allow to mix thoroughly.
(b) Using an ultra-violet light, direct the beam at the suspected areas of leakage. A
fuel leak will be revealed by a bright green glow.
(3) Fuel pump drain leakage is acceptable if the leakage rate does not exceed 30 drops
per hour (one drop every two minutes).
B. Fuel Plumbing Leaks
Conical seals may be used at any flared tubing fitting, to preclude leakage, at the option of
the user, install conical seals and tighten connections as described in 70-00-00, Standard
Practices.
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8. Oil Leakage Checks

Oil dye (Automate Red BSF) Pylam Products Co, Inc, 1001 Steward Ave,
Garden City, NY 11530
A. Unknown Source of Oil Leaks
(1) When source of an oil leak cannot be determined, use the following dye check to aid in
locating leak source.
CAUTION: DYE USED IN THE FOLLOWING PROCEDURE WILL

STAIN ANY ITEM CONTACTED.
(a) Measure out 12.5 cc of oil dye and thoroughly mix oil dye with one quart of clean
engine oil.
CAUTION: DO NOT OVERFILL OIL SYSTEM WHEN PERFORMING

THE FOLLOWING STEP.
(b) Add oil/oil dye mixture to engine oil tank.
WARNING: AREAS IN PROXIMITY OF ENGINE INLET AND EXHAUST

ARE EXTREMELY HAZARDOUS TO PERSONNEL WHEN
ENGINES ARE OPERATING. PERSONNEL SHALL CLEAR
THESE AREAS DURING ENGINE START AND OPERA-
TION TO AVOID INJURY.
(c) Operate engine in accordance with Aircraft Flight Manual and/or appropriate
aircraft document to allow leakage of oil dye.
(d) Perform normal engine shutdown in accordance with Aircraft Flight Manual
and/or appropriate aircraft document.
(e) Visually determine source of oil leakage from spreading of oil dye.
(f) When an oil leak is suspected but actual evidence is not visible, locate source of
leak using an ultra-violet light. Direct beam at areas suspected. If present,
engine lubricating oil will fluoresce a powder blue color.
(g) Repair leak in accordance with applicable chapter/section.

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8. A. (1) (h) Drain engine oil and replace oil filter, then refill oil system. Refer to 72-00-00,
Servicing.
(i) Operate engine in accordance with Aircraft Flight Manual and/or appropriate
aircraft document for approximately 15 minutes to allow engine oil to reach nor-
mal operating temperature.
(j) Perform normal engine shutdown in accordance with Aircraft Flight Manual
(k) Repeat Step (h).
(l) Check color of oil in oil system to determine if oil dye is still present. Steps (h)
through (j) may be repeated as required to completely eliminate oil dye from oil
system. Dye is not harmful to engine but oil-wetted components will be stained if
dye remains in oil system.
B. Oil Flow and Leak Check (Optional)
NOTE: The oil flow and leak check is an optional procedure which can be
used during oil leakage trouble shooting. This procedure can also be
performed after the engine is assembled to check for possible leaks in
the oil system.
The following procedures are performed when the engine is installed

in a maintenance stand.
(1) Oil pump test rig (831012-1) setup.
(a) Adjust 289762-1 maintenance stand until engine is in a horizontal position.

Accessory drive gearbox should be at 6 o’clock.
(b) Position the oil pump test rig near front of the engine.
(c) Remove drip tray from oil pump test rig, then place drip tray under engine.
(d) Connect a tee fitting to drip tray fitting.
(e) Connect oil pump test rig scavenge hose assembly to tee fitting.
(f) Disconnect aft oil scavenge tube, then remove elbow from No. 6 bearing scav-
enge oil tube assembly in accordance with 79-20-04.
(g) Connect a -6 hose assembly to No. 6 bearing scavenge oil tube assembly.
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8. B. (1) (h) Connect loose end of -6 hose assembly to tee fitting on drip tray.
(i) Remove left side oil transfer tube from inlet of air/oil cooler in accordance with
79-20-06.
(j) Cover outlet port of fluid transfer tube or oil hose assembly (as applicable) with a
plastic cap. (Refer to 79-20-06.)
(k) Install new packing (Part No. S9413-118) on 832068-2 adapter.
(l) Install adapter to inlet port of air/oil cooler, then secure with bolts and washers
removed in Step (i). Tighten bolts to 50 inch-pounds torque.
(m) Connect oil pump test rig pressure hose assembly to adapter.
(n) Remove bolt, washer, and retainer securing scavenge tube to oil pump. (Refer
to 79-20-03, Figure 201, Item 105.)
(o) Push scavenge tube into bottom duct rib in accordance with 79-20-03.
(p) Remove transfer gearbox cover drain plug.
1 Remove drain plug and packing from cover.
2 Remove bolt and retainer securing vent tube to transfer gearbox cover, then
remove vent tube in accordance with 79-20-03.
(q) Remove oil drain plug and packing from accessory drive gearbox in accordance
with 72-60-01.
(r) Remove N1 transducer access cover plate in accordance with 77-10-03.
(s) Make sure drip tray is positioned under accessory drive gearbox drain port and
transfer gearbox.
(t) Use solvent to clean residual oil or assembly fluid from engine.
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8. B. (2) Perform oil flow and leak check.
(a) Apply electrical power to oil pump test rig and position safety disconnect switch
to ON.
(b) Depress scavenge pump START switch to operate scavenge pump.
(c) Depress pressure pump START switch to operate pressure pump. Oil should
begin to flow from drain ports of engine.
(d) Turn relief valve adjustment knob to increase or decrease oil flow to engine.
Operate oil pump test rig for approximately 5 minutes.
(e) Visually check engine and oil tube connections for leakage. Oil should flow from
open drain ports of oil pump, accessory drive gearbox, and transfer gearbox.
(f) Use a portable light to illuminate the air/oil cooler transfer tubes when checking
for leakage. Leakage from an air/oil cooler transfer tube indicates a missing or
damaged packing on transfer tube.
(g) Check N1 transducer support and rear turbine bearing oil tubes for leakage.
1 Leakage from N1 transducer support indicates loose, missing, or damaged

gasket.
2 Leakage from a rear turbine bearing oil tube indicates loose, missing, dam-
aged gasket, or packing.
(h) If oil leakage is observed in the turbine area of engine, No. 6 air/oil seal may be
damaged or oil pressure is causing oil to pass the No. 6 air/oil seal.
1 Temporarily stop pressure pump, remove -6 hose assembly from No. 6

bearing scavenge oil tube assembly, then check for suction at -6 hose as-
sembly. Suction should be present as long as oil is in the drip tray.
2 Reconnect -6 hose assembly, then repeat oil flow and leak check at a lower
flow rate and pressure.
3 If oil leakage continues from turbine area, replace No. 6 air/oil seal.
(i) Depress pressure pump STOP switch when oil flow and leak check is completed.
(j) Operate scavenge pump until drip tray is empty.
(k) When all recoverable oil is returned to oil pump test rig, depress scavenge pump
STOP switch.
(l) Correct any leakage observed in Steps (e) through (h) in accordance with appli-
cable chapter/section, then repeat oil flow and leak check to ensure leakage is
repaired.
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8. B. (3) Oil pump test rig disassembly.
(a) Remove 832068-2 adapter from left inlet at air/oil cooler.
(b) Install 832069-1 adapter to packing side of 832068-2 adapter, then secure with a
suitable bolt and nut.
(c) Coil pressure hose assembly on hose storage arms of oil pump test rig.
(d) Remove plastic cap from outlet port of fluid transfer tube or oil hose assembly
(as applicable). (Refer to 79-20-06.)
(e) Install left side oil transfer tube in accordance with 79-20-06.
(f) Disconnect -6 hose assembly from aft oil scavenge tube, then install a plastic
plug in end of -6 hose assembly.
(g) Install elbow on aft oil scavenge tube, then connect No. 6 bearing scavenge oil
tube assembly in accordance with 79-20-04.
(h) Pull scavenge tube from bottom duct rib, then secure to oil pump in accordance
with 79-20-03.
(i) Install transfer gearbox cover drain plug with new packing in accordance with
72-60-03.
(j) Install transfer gearbox cover vent tube in accordance with 79-20-03.
(k) Install accessory drive gearbox oil drain plug with new packing in accordance
with 72-60-01.
(l) Install N1 transducer cover plate in accordance with 77-10-03.
(m) Remove drip tray from under the engine, then wipe drip dray clean with a lint free
cloth.
(n) Place drip tray on frame of the oil pump test rig.
(o) Coil scavenge and -6 hose assemblies on hose storage arms of oil pump test rig.
(p) Position oil pump test rig safety disconnect switch to OFF, then remove electrical
power from test rig.
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8. C. Oil Plumbing Leaks
Conical seals may be used at any flared tubing fitting, to preclude leakage, at the option of
the user, install conical seals and tighten connections as described in 70-00-00, Standard
Practices.
D. Breather Pressurization Valve Static Leak
If oil leakage occurs through the breather pressurization valve on the accessory drive gear-
box, check for internal leakage in oil tank. Remove plumbing lines from oil tank in accor-
dance with 79-10-01. Watch for oil leakage (except initial residual oil) from oil tank openings.
If leakage occurs, replace oil tank in accordance with 79-10-01.
E. Accessory Drive Gearbox Leak
If oil leakage occurs at the mating flange of housing assembly and accessory drive gearbox
cover, re-torque bolts in accordance with 72-60-02. If leakage still occurs, replace gasket in
F. Fuel-In-Oil Check
NOTE: Perform the following procedure whenever leakage of fuel into the oil sys-
tem is suspected (odor of fuel detected in oil or oil level increases).
Table 112A. Equipment and Materials

Test Equipment for Procedure Using API (American Petroleum Institute) Hydrometer and Jar.
API hydrometer with thermometer (S-42320) Sargent-Welch Scientific Co, 7300 N Linder Ave,
(Range: 9 to 21 degrees API) Skokie, IL 60076
Hydrometer jar (S-4615) (375 mm height) Sargent-Welch Scientific Co, 7300 N Linder Ave,
Skokie, IL 60076
API hydrometer with thermometer (H9030-2) Scientific Products, 5056 Peachtree Rd,
(Range: 9 to 21 degrees API) Chamblee, GA 30341
(Alternate equipment for S-42320)
Hydrometer jar (C9010-340) (375 mm height) Scientific Products, 5056 Peachtree Rd,
(Alternate equipment for S-4615) Chamblee, GA 30341
API hydrometer with thermometer (35110-005) Van Waters and Rogers, P.O. Box 2062, Terminal
(Range: 10 to 21 degrees API) Ave Annex, Los Angeles, CA 90054
(Alternate equipment for S-42320)
Hydrometer jar (24650-102) (375 mm height) Van Waters and Rogers, P.O. Box 2062, Terminal
(Alternate equipment for S-4615) Ave Annex, Los Angeles, CA 90054
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Table 112A. Equipment and Materials (Cont)

Test Equipment for Alternate Procedure Using Specific Gravity Hydrometer
Specific gravity hydrometer (Range: 0.900 to Commercially available
1.00 specific gravity; accuracy of ±0.001)
Celsius (Centigrade) thermometer (Range: 10 Commercially available
to 50°C; accuracy of ±10°C)
Hydrometer jar (Volume of approximately Commercially available
500 cc)
8. F. (1) Test oil using API hydrometer and jar.
NOTE: Oil temperature shall be 10 to 38°C (50 to 100°F) for test.
(a) Take oil sample from filler port on oil tank of sufficient quantity to fill hydrometer
jar to within two inches of top (approximately one pint).
(b) Allow sample to set until all air bubbles and foam rise to surface.
(c) Insert hydrometer into sample and stir gently for about one minute to equalize
temperature. Let hydrometer settle for one minute, ensuring that hydrometer
does not touch sides of jar.
(d) Read oil temperature (degrees F on lower scale). If temperature is not visible
through oil, remove hydrometer and read temperature immediately. Read gravity
(degrees API on upper scale). Gravity reading is lowest visible graduation at oil
surfaces.
NOTE: Figures 103 and 104 shall be used for plotting temperature/
gravity when API hydrometer is used.
(e) Use temperature/gravity graph (Figure 103 for Mobil Jet Oil II, Aeroshell 500,
Aeroshell 560, and Mobil Jet Oil 254 or Figure 104 for Exxon Turbo Oil 2380, BP
Turbo Oil 2380, and Castrol Aero 5000). Plot temperature and gravity recorded.
(f) If point plotted is below line on graph, continued operation is permissible. If point
plotted is on or above line, replace fuel/oil cooler in accordance with 79-20-07.
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Mobil Jet Oil II, Aeroshell 500, Aeroshell 560, and Mobil Jet Oil 254
Temperature/Gravity Graph − API Procedure
Figure 103
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Exxon Turbo Oil 2380, BP Turbo Oil 2380, and Castrol Aero 5000
Temperature/Gravity Graph − API Procedure
Figure 104
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CAUTION: HYDROMETER AND JAR SHALL BE THOROUGHLY CLEANED
AND DRIED BETWEEN EACH SAMPLE TEST.
8. F. (2) Test oil using specific gravity hydrometer (Alternate Procedure).
NOTE: Oil temperature shall be 10 to 38°C (50 to 100°F) for test.
(a) Take oil sample from filler port on oil tank of sufficient quantity to fill hydrometer
jar to within two inches of top (approximately one pint).
(b) Allow sample to set until all air bubbles and foam rise to surface.
(c) Insert hydrometer and thermometer into sample.
(d) Read oil temperature (degrees C ±1°C) and specific gravity (±0.001 specific
gravity).
NOTE: Figure 105 or 106 shall be used for plotting temperature/specific

gravity.
(e) Use temperature/specific gravity graph (Figure 105 for Mobil Jet Oil II, Aeroshell
500, Aeroshell 560, and Mobil Jet Oil 254 or Figure 106 for Exxon Turbo Oil
2380, BP Turbo Oil 2380, and Castrol Aero 5000). Plot temperature and gravity
recorded.
(f) If point plotted is above line on graph, continued operation is permissible. If point
plotted is on or below line, replace fuel/oil cooler in accordance with 79-20-07.
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Mobil Jet Oil II, Aeroshell 500, Aeroshell 560, and Mobil Jet Oil 254
Temperature/Specific Gravity Graph − Alternate Procedure
Figure 105
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Exxon Turbo Oil 2380, BP Turbo Oil 2380, and Castrol Aero 5000
Temperature/Specific Gravity Graph − Alternate Procedure
Figure 106
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9. Oil System Contamination Checks
Table 112B. Materials and Compounds

NOTE: [5BR-1H] Oil system contamination may be indicated by the extension of

the indicator pin on the oil filter by-pass indicator valve (Figure 201,
79-30-01), metal particles evident at inspection of magnetic plug of chip
detector (Figure 201, 79-20-03), or metal particles evident at inspection of
oil filter (Figure 201, 79-20-01) during required engine inspections. In
addition, oil system contamination may be evident when oil passages or
cavities are opened as a result of any maintenance actions performed on
the engine, or may be suspected as a result of the failure of any oil wetted
component of the engine.
[5BR-1C, 5BR-2C] Oil system contamination may be indicated by a warn-

ing indicator, on the ground test panel, from a signal sent by the oil filter
by-pass (indicator) valve (Figure 201, 79-30-01), metal particles evident at
inspection of magnetic plug of chip detector (Figure 201, 79-20-03), or
metal particles evident at inspection of oil filter (Figure 201, 79-20-01)
during required engine inspections. In addition, oil system contamination
may be evident when oil passages or cavities are opened as a result of any
maintenance actions performed on the engine or may be suspected as a
result of the failure of any oil wetted component of the engine.
[Installations with operational electrical chip detectors] Cockpit indica-

tion of oil system contamination during normal engine operation is provided
by an indicator connected to the magnetic plug of the chip detector when
the collection of metal chips on the probe end of the magnetic plug provides
an electrical circuit for the indicator.
The following procedures shall be performed when oil system contamina-

tion is indicated or suspected.
A. [Installations with Operational Electrical Chip Detector] Electrical Indicating Circuit

Check
NOTE: Perform the following procedures if cockpit indicator illuminates.
(1) Remove aircraft electrical connections from magnetic plug of chip detector.
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9. A. (2) Check cockpit indicator for illumination. If not illuminated, proceed to Step (3). If illumi-
nated, perform the following.
(a) Check wiring between chip detector and cockpit light for short to ground in accor-
dance with Aircraft Maintenance Manual.
(b) Check light socket for short to ground in accordance with Aircraft Maintenance
Manual.
(3) Thoroughly clean electrical connector on magnetic plug with solvent.
(4) If cockpit indicator is still illuminated and magnetic plug of chip detector still installed,
measure resistance from pin of electrical connector on magnetic plug to check valve
housing of chip detector. If resistance is greater than 250K ohms, trouble shoot aircraft
indicating system in accordance with Aircraft Maintenance Manual. If resistance is
250K ohms or less, determine cause in accordance with Paragraph B.
B. Contamination Checks
(1) [5BR-1H] Check indicator pin on by-pass indicator valve. Pin shall not be extended.
(2) [5BR-1C, 5BR-2C] Check oil by-pass valve warning light. Light shall not be illumi-
nated.
(3) Check chip detector in accordance with 79-20-03. Metal particles shall not be evident.
(4) Check oil filter for contamination in accordance with 79-20-01. Metal chips shall not be
visible through oil filter mesh.
(5) Perform Oil Filter Analysis check, and forward oil sample to approved laboratory in
accordance with Inspection/Check.
(6) Check interior of transfer gearbox for metal particles. Metal particles shall not be pres-
ent.
(7) Refer to Paragraph C if preceding check requirements are not met.

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9. C. Corrective Action
(1) [5BR-1H] Reset pin on by-pass indicator valve.
(2) [5BR-1C, 5BR-2C] Replace filter and clean by-pass valve. Valve is self resetting.
Refer to 79-30-01.
(3) If metal particles are evident on chip detector only, none in oil filter or transfer gearbox,
perform the following procedures.
(a) Clean magnetic plug, and reinstall magnetic plug.
(b) Run engine throughout full power range in accordance with Aircraft Flight Manual
and/or appropriate aircraft document for 15 minutes. (In cold weather operation,
run engine more than 15 minutes if required to obtain minimum oil temperature
of 4°C (40°F). Determine if engine is acceptable for continued operation (run did
not produce recurrence of initial indication) by repeating check procedures in
Paragraph B. (Step B.(5), Oil Filter Analysis, is only required if oil filter is con-
taminated.)
(c) Upon reaching three to five hours of engine operation following engine run and
checks in Step (b), repeat check procedures in Paragraph B.
(4) If metal particles are evident on oil filter and chip detector only, none in transfer gear-
box, start preliminary investigation of source while awaiting Oil Filter Analysis results.
The lube and oil pump contamination inspection may be used to determine cause of oil
system contamination. Refer to 79-20-03.
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9. C. (5) If metal particles are present in transfer gearbox, check bearings in transfer gearbox. If
bearings are normal, condition indicates source as No. 4 or 5 bearing cavity. Remove
engine for disassembly and perform the following.
(a) Perform fan area inspection in accordance with 72-00-00, Inspection/Check.
(b) Clean and inspect No. 1 through 6 bearings, seal rotors, seals and seal housing
in accordance with appropriate chapter/section.
(c) Clean and inspect accessory drive gearbox, transfer gearbox and components of
gearboxes in accordance with appropriate chapter/section.
(d) Flush and inspect upper air/oil cooler in accordance with Component Mainte-
nance Manual, 79-20-31.
(e) Flush and inspect lower left air/oil cooler in accordance with Component Mainte-
nance Manual, 79-20-37.
(f) Flush and inspect lower right air/oil cooler in accordance with Component Main-
tenance Manual, 79-20-38.
(g) Flush and inspect oil lube and scavenge pump in accordance with Component
Maintenance Manual, 79-20-03.
(h) Flush and inspect oil temperature regulator in accordance with Component
(i) Flush and inspect oil temperature control valve in accordance with Component
(j) Flush and inspect fuel heater in accordance with Component Maintenance
Manual, 79-20-32.
(k) Flush oil tank in accordance with Inspection/Repair Manual, 72-IR-02.
(l) Clean oil system fittings and plumbing in accordance with 72-00-00, Cleaning/
(m) Clean oil jet strainers in accordance with 72-00-00, Cleaning/Painting, Cleaning
Method No. 9.
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10. [Pre SB TFE731-72-3597, Pre SB TFE731-72-3613, or Pre SB TFE731-72-3662] Smoke/Odor
in Cabin Checks


Equipment manufactured by Olympus America Inc, Industrial Products Div,
2 Corporate Center Dr, Melville, NY 11747-3157 may be used in lieu of equip-
ment specified in this table. If used, this equipment shall be set up and oper-
ated in accordance with manufacturer’s instructions. Information pertaining to
this equipment and its use may be obtained from the manufacturer.
Borescope Kit To perform borescope inspection. 831440-2
A. Isolation of Engine
(1) Perform normal engine start in accordance with Aircraft Flight Manual and/or appropri-
ate aircraft document.
(2) Run engine(s) for approximately 3 minutes, accelerating and decelerating several times
to ensure that engine(s) achieve normal temperature and all possible contributing seals
are actuated.
(3) Actuate cabin bleed air switches independently to determine which engine(s) cause the
smoke.
(4) Switch digital electronic engine control to manual mode independently and operate
engine at 80 percent N1 to purge cavities and observe for oil or smoke in exhaust.
(5) Switch digital electronic engine control to normal mode and perform normal engine
shutdown in accordance with Aircraft Flight Manual and/or appropriate aircraft docu-
ment.
B. Isolation of Type of Leak (Static − Dynamic)
Smoke or odor after first takeoff, during cruise, altitude descent or at various power lever
movements during flight, indicates a dynamic leakage problem. (Refer to Paragraph D.)
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10. C. Oil Leaks
(1) Check oil level, and check for evidence of oil leakage on engine. Leakage is usually
the result of deteriorated or damaged o-rings, damaged or worn carbon face seals, or
oil cavity over-pressurization.
(2) Visually inspect breather pressurization valve to determine if valve is open a minimum
of 0.072 inch.
(3) Visually inspect for obstructions that could cause restriction to breather pressurization
valve. (Example: cowling or nacelle door.)
D. Dynamic Leakage Problems
(1) Remove plug from transfer gearbox cover.
(2) Connect 0 to 60 psig pressure gage.
CAUTION: DO NOT EXCEED ENGINE OPERATING LIMITS WHEN PER-

FORMING THE FOLLOWING STEP.
(4) Measure No. 4 and No. 5 cavity pressure reading while performing slow acceleration
and deceleration of engine. If pressure remains steady (without sudden spikes), per-
form rapid acceleration and deceleration of engine. If spikes occur, this is an indication
of momentarily unseating of No. 4 and No. 5 seals.
(5) Retard power lever to idle, and perform normal engine shutdown in accordance with
Aircraft Flight Manual and/or appropriate aircraft document.
(6) Remove pressure gage from transfer gearbox cover.
(7) Install plug in transfer gearbox cover.
(8) If No. 4 and No. 5 cavity pressure recorded in Step (4) is greater than 10 psig, return
engine to a heavy maintenance facility for replacement of No. 4 and No. 5 seals.
(9) If No. 4 and No. 5 cavity pressure recorded in Step (4) is less than 10 psig, continue
with the following procedures.
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10. D. (10) Check for leaks.
(a) Remove plug from vent tube (79-10-01, Figure 202) between oil tank and acces-
sory drive gearbox, and install 0 to 10 psig pressure gage.
(b) Perform normal engine start in accordance with Aircraft Flight Manual and/or
appropriate aircraft document, and operate engine with ITT above 732°C
(1350°F).
(c) Record pressure reading.
(d) Perform normal engine shutdown in accordance with Aircraft Flight Manual
(e) If pressure recorded in Step (c) exceeds 2 psig, proceed to Step (f); otherwise,
perform the following.
1 Remove pressure gage installed in Step (a).
2 Install “inches of water” gage (Ashcroft Model 1188A, 0-80 inches of water).
3 Perform normal engine start in accordance with Aircraft Flight Manual and/
or appropriate aircraft document, and operate engine with ITT above 732°C
(1350°F). Record pressure reading.
4 Perform normal engine shutdown in accordance with Aircraft Flight Manual

5 Remove gage, and install plug removed in Step (a).
(f) If pressure exceeds 2 psig or 25 inches of water, perform the following inspec-
tions, and replace items that do not meet inspection requirements.
1 No. 1 fan carbon seal in accordance with 72-71-01.
2 No. 3 carbon seal in accordance with 72-30-01.

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10. D. (11) Inspect fan by-pass and fan support assembly areas for evidence of oil leaks, utilizing
ultra violet light inspection method as follows. (Refer to Oil Leakage Checks.)
CAUTION: CARE MUST BE EXERCISED WHEN PERFORMING THE

FOLLOWING PROCEDURES TO DISTINGUISH BETWEEN
LUBRICATING COMPOUND AND ENGINE OIL RESIDUE.
BOTH ARE YELLOWISH IN COLOR UNDER ULTRA VIO-
LET LIGHT. LUBRICATING COMPOUND HAS A PUNGENT
SOLVENT ODOR. ENGINE OIL HAS A SWEET ODOR.
(a) Remove fan spinner in accordance with 72-70-01 and inspect inside diameter. If
evidence of oil leakage is present, inspect and replace damaged packing and
gasket on fan shaft plug in accordance with 72-71-03.
(b) Remove fan rotor assembly in accordance with 72-70-03 and inspect aft side of
disc and hub. If evidence of oil leakage is present, determine cause as follows.
1 Remove fan support assembly and inspect and replace interface packing in
2 Inspect seal plate. If evidence of oil leakage is present, determine cause.
a Verify proper torque on seal carrier retention bolts in accordance with

72-71-01.
b Remove seal carrier and inspect carrier flange for flatness in accor-
dance with 72-71-01.
c Remove, inspect, and replace seal plate, in accordance with 72-71-01.
3 Inspect ID of seal carrier (surface that mates with No. 1 knife edge seal). If
evidence of oil leakage is present, remove and inspect No. 1 fan carbon
seal in accordance with 72-71-01 and replace if requirements are not met.
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10. D. (12) Inspect blades on low pressure first stage compressor rotor assembly through inter-
mediate case struts for evidence of oil leaks, utilizing ultra violet light inspection
method. (Refer to Oil Leakage Checks.)
(a) Inspect buffered air transfer connector and packings. If evidence of oil leakage is
present, replace packings and, if damaged, connector in accordance with
72-72-02.
(b) [Pre SB TFE731-72-3469] Carefully remove No. 3 seal rotor and inspect No. 3
carbon seal in place in accordance with 72-30-01. If inspection requirements are
not met, replace seal.
CAUTION: PRIOR TO REMOVAL OF THE NO. 3 CARBON SEAL IN

THE FOLLOWING STEP, CLEAN AWAY ANY OIL PUD-
DLING WHICH MAY LIE IN FRONT OF SEAL, TO PRE-
VENT RESIDUAL OIL FROM GETTING BEHIND THE SEAL
AND BEING MISINTERPRETED AS LEAKAGE.
(c) Remove No. 3 carbon seal in accordance with 72-30-01 and inspect area behind
seal. If evidence of oil leakage is present replace packing in accordance with
72-30-01.
(d) Remove compressor bearing housing in accordance with 72-30-10 in the Heavy
Maintenance Manual and inspect interface packing between intermediate case
and bearing housing for damage. (Authorized only at a heavy maintenance
facility.)
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10A. [Post SB TFE731-72-3597, Post SB TFE731-72-3613, or Post SB TFE731-72-3662] Gearbox
Pressure Checks for Smoke/Odor in Cabin
Table 113B. Equipment and Materials

Substitute test gage must have the same units of measure, the same (or bet-
ter) resolution, and the same (or better) accuracy, as the specified test gage.
*Lo-pressure indicator (Model 9675, 0 to 99.9 Davis Inotek Instruments, 4701 Mount Hope Dr,
psi and 0 to 9.9 in./Hg, auto-ranging, 0.1 psi Baltimore, MD 21215
resolution and 0.1 in./Hg, accuracy ±2% of
reading)
Pressure gage (Ashcroft Model 1188A, 0 to 100 Dresser Industries, Inc, 250 E Main St, Stratford,
in./H2O; accuracy of 1%, 1 in./H2O resolution) CT 06579
**Tubes and Fittings (AN4) (for gage hookup) Commercially available
*Any alternate gage must read in in./Hg for vacuum and in psig for pressure.
**To eliminate response time delays in the measurements. Use a minimum size of AN4.
A. Isolation of Engine
(2) Run engine(s) for approximately 3 minutes, accelerating and decelerating several times
to ensure that engine(s) achieve normal temperature and all possible contributing seals
are actuated.
(3) Actuate cabin bleed air switches independently to determine which engine(s) cause the
smoke/odor.
(4) Switch DEEC to normal mode and perform normal engine shutdown in accordance with
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10A. B. Isolation of Type of Leak (Static − Dynamic)
Smoke or odor after first take-off, during cruise, altitude descent or at various power lever
movements during flight, indicates a dynamic leakage problem. (Refer to Paragraph D.)
C. Oil Leaks
(1) Check oil level, and check for evidence of oil leakage on engine. Leakage is usually
the result of deteriorated or damaged packings, damaged or worn carbon face seals, or
oil cavity over-pressurization.
(2) Visually inspect breather pressurization valve to determine if valve is open a minimum
of 0.072 inch.
(3) Visually inspect for obstructions that could cause restriction to breather pressurization
valve. (Example: cowling or nacelle door.)
NOTE: The following procedure is only performed for trouble shooting purposes.
Refer to Adjustment/Test for post-maintenance gearbox pressure check
requirements.
D. Dynamic Leak Problems
CAUTION: DO NOT USE A WATER MANOMETER TO CHECK FAN OR

TRANSFER GEARBOX CAVITY PRESSURES. IF WATER GETS
INTO THE OIL SYSTEM, DAMAGE TO THE ENGINE CAN OC-
CUR.
NOTE: The cavity pressures will typically be negative at idle. To check fan
and transfer gearbox pressures, refer to Table 113B for approved test
gages. To check fan gearbox pressure, Tube Assembly, Part No.
3075668-3 or 3075698-1, must be used. Enter all pressure readings
on Table 113C.
To make sure readings are accurate, length of tubing used for gage
connections in the following steps shall not exceed 4 feet.
(1) Prepare engine for fan gearbox pressure check. (See Figure 106.1.)
NOTE: Oil wetted pressure gages (transducers) must be placed below

(within 6 inches) the height of the source. Static oil head pres-
sure will be added to the transducer diaphragm in the amount of
approximately 0.4 psi per foot of height difference.
Do not move the oil wetted pressure gages (transducers) above

the desired measurement point. If the source pressure becomes
negative to ambient, an air vacuum can be trapped near the
diaphragm and will result in measured pressures lower than the
actual.
(a) Remove cap from fan gearbox pressure fitting on vent tube.
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[Post SB TFE731-72-3597, Post SB TFE731-72-3613, or Post SB TFE731-72-3662]

Cavity Pressurization Test Setup (Typical)
Figure 106.1
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10A. D. (1) (b) Connect test Lo-pressure indicator (Model 9675 or equivalent transducer) to
fitting.
(c) Position gage at or up to 6 inches below centerline of vent tube.
(2) Prepare engine for accessory gearbox pressure check.
(a) Remove plug from accessory gearbox pressure fitting.
(b) Connect pressure gage (0 to 100 in./H2O or equivalent transducer) to fitting.
(3) Prepare engine for transfer gearbox pressure check.
(a) Remove plug from transfer gearbox cover.
(b) Connect test Lo-pressure indicator (Model 9675 or equivalent transducer) to

fitting.
(c) Position gage at or up to 6 inches below bottom of transfer gearbox.
(4) Measure and record gearbox pressures on Table 113C.
(a) With gearbox test gages installed, perform normal engine start in accordance
with Aircraft Flight Manual and/or appropriate aircraft document.
(b) Run engine at idle power for 3 minutes minimum, to normalize test setup.
(c) Perform normal engine shutdown in accordance with Aircraft Flight Manual
(d) Null (zero) all gages (if applicable) and record pre-run static pressures (engine
off) on Table 113C within 2 minutes of engine shutdown.
NOTE: Null (zero) all gages (if applicable) within 5 minutes of starting
engine run.
(e) Perform normal engine start in accordance with Aircraft Flight Manual and/or
appropriate aircraft document.
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10A. D. (4) (f) Accelerate engine to take-off power setting and allow to stabilize for a minimum
of 3 minutes before taking pressure readings.
(g) Record take-off power steady state fan gearbox pressure, transfer gearbox
pressure, and accessory gearbox pressure.
(h) Retard power lever to idle and operate engine at ground idle for 3 minutes before
taking pressure readings.
(i) Record ground idle reading of fan gearbox pressure, transfer gearbox pressure,
and accessory gearbox pressure.
(k) Record gage post-run static pressures (engine off) on Table 113C within 2 min-
utes of engine shutdown.
NOTE: The following step compares pre-run static pressures and post-
run static pressures to make sure gage drift is within limits.
(l) Compare post-run static pressure (engine off) recorded readings to pre-run static
pressure (engine off) recorded readings to determine gage drift. If recorded
readings have drifted more than the allowable static drift limit listed below, re-
corded readings are invalid. Return to Step (d).
Allowable Static Pressure Drift Limits

AGB Drift Limit 2.0 in./H2O maximum
TGB Drift Limit 0.3 psig (0.6 in./Hg) maximum
FGB Drift Limit 0.3 psig (0.6 in./Hg) maximum
(m) Evaluate pressures recorded on Table 113C taken in previous steps. Pressures
shall not exceed limits shown in Table 113C. However, if one or more recorded
pressures are within the following limited time pressure ranges, engine may
continue in service for an additional 15 hours maximum before accomplishing
trouble shooting and corrective action. Refer to 72-00-00, Trouble Shooting,
Procedure 32.
1 Limited time pressure range.
a Takeoff fan gearbox pressure (steady state) range is +5.0 to +6.0 psig.
b Ground Idle fan gearbox pressure (steady state) range is -6.0 to -5.0
in./Hg.
c Takeoff transfer gearbox pressure (steady state) range is +10.0 to

+11.0 psig.
d Takeoff accessory gearbox (steady state) range is +45.0 to +50.0

in./H2O.
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10A. D. (4) (n) If one or more of the pressures recorded on Table 113C exceed the limited time
pressure ranges, perform trouble shooting and corrective action prior to further
engine operation. Refer to 72-00-00, Trouble Shooting, Procedure 32.
(o) The completed Data Sheet (Table 113C) is to be maintained with the engine
records after completion.
(5) Remove test equipment.
(a) Remove the Lo-pressure indicator (Model 9675 or equivalent transducer) from
fan gearbox pressure fitting and install cap on vent tubing in accordance with
79-20-03 and lockwire cap.
(b) Remove pressure (in./H2O) gage from accessory gearbox fitting and install plug
on accessory gearbox pressure fitting in accordance with 79-10-01 and lockwire
plug.
(c) Remove Lo-pressure indicator (Model 9675 or equivalent transducer) from trans-
fer gearbox and install plug on transfer gearbox cover in accordance with
72-60-03.
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Table 113C. [Post SB TFE731-72-3597, Post SB TFE731-72-3613, or Post SB TFE731-72-3662]

Accessory Gearbox, Transfer Gearbox, and Fan Gearbox Trouble Shooting Pressures
Accessory Transfer Gearbox
Engine Gearbox (AGB) (TGB) Fan Gearbox (FGB)
*Pre-run
Static
Pressure (-in./Hg or +psig)
(Engine off) (in./H2O) (-in./Hg or +psig)
Takeoff
Pressure
(Steady (-in./Hg or +psig)
State) (in./H2O) (-in./Hg or +psig)
Ground Idle
Pressure
(Steady (-in./Hg or +psig)
State) **(in./H2O) **(-in./Hg or +psig)
*Post-run
Static
%TGB Pressure
%AGB Pressure Limits Limits %FGB Pressure Limits
Accept if less than +5 psig
Takeoff
Pressure ---|----|----|----|----|----|----|----|----|----|----
Limit (in./Hg) -2 -1 0 +1 +2 +3 +4 +5 +6 +7 (psig)
(Steady 45.0 in./H2O Maxi- 10 psig Maximum
State) mum @ Takeoff @ Takeoff Accept < | > Reject
Accept if less than −6 in./Hg
Ground Idle
Pressure ---|----|----|----|----|----|----|----|----|----|----
Limit (in./Hg) -7 -6 -5 -4 -3 -2 -1 0 +1 +2 (psig)
(Steady
State) Not Applicable Not Applicable Accept < | > Reject
Transient
Pressure 83.0 in./
Limit H2O Maximum Not Applicable Not Applicable
*Pre-run static pressures and post-run static pressures must be within the allowable static pressure drift
limits.
**For Troubleshooting only − No Established Limits
%Maximum serviceable limits. Refer to text for limited time pressure range.
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11. Surge Bleed Valve Operation Check
A. Surge Bleed Valve Operational Check
(2) Switch DEEC to manual mode by positioning cockpit switch to remove power from
DEEC.
CAUTION: DO NOT EXCEED ENGINE OPERATING LIMITS SPECIFIED IN

TABLE 501.
(3) With DEEC in manual mode, slowly advance power lever to takeoff power N1 specified
in Aircraft Flight Manual and/or appropriate aircraft document, maximum N2, or maxi-
mum interstage turbine temperature (ITT) limit specified in Table 501, whichever occurs
first. With power lever at this position, allow engine to stabilize for approximately three
minutes. Record N1 and ITT from cockpit indicators.
(4) Retard power lever to idle and return DEEC to normal mode by positioning cockpit
switch to apply power to DEEC.
NOTE: When performing the following step, ITT should normally peak early
during stabilization, then decrease slightly. If ITT again rises after
stabilization, the surge valve poppet may be creeping open. If this
occurs, perform Surge Valve Inspection in accordance with Inspection/
Check.
(5) With DEEC in normal mode, slowly advance power lever to obtain the same N1 re-
corded in Step (3). With power lever at this position, allow engine to stabilize for
approximately three minutes. Record N1 and ITT from cockpit indicators.
(6) Retard power lever to idle and perform normal engine shutdown in accordance with
NOTE: On a cold day, the delta ITT will normally be on the low side of the
range specified in the following step, and on the high side on a hot
day.
(7) If ITT recorded in Step (3) is not approximately 15 to 30°C (27 to 54°F) higher than ITT
recorded in Step (5), perform Surge Bleed Valve and Solenoid Controller Checks speci-
fied in Paragraph 12.
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12. Surge Bleed Valve and Solenoid Controller Checks
A. Preparation of Surge Bleed Valve and Solenoid Controller for Check
(1) Disconnect P3 line from solenoid controller P3 port.
(2) Connect air supply with regulating valve and pressure gage (0 to 50 psig) to controller
P3 port. Do not apply pressure at this time.
(3) Provide 28 VDC power supply.
B. Check of Open Cycle
(1) Disconnect wiring harness connector mating with Solenoid B.
(2) Apply air to controller P3 port at 25 psig.
(3) Apply 28 VDC power across Pins A (+) and B (-) at Solenoid B connector, and check
for the following.
(a) Air shall momentarily gush from the solenoid vent port.
(b) Surge bleed valve poppet shall position to full open.
(c) If air fails to gush from solenoid vent port, remove obstruction from vent port, or
replace solenoid. Refer to 76-10-01.
(d) If air gushes from solenoid vent port, but surge bleed valve poppet fails to open
fully, repair surge bleed valve. Refer to 76-10-01.
(4) Remove 28 VDC power from Solenoid B connector, and reconnect wiring harness
connector mating with Solenoid B.
(5) Relieve air pressure at P3 port of controller.

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12. C. Check of Close Cycle
(1) Disconnect wiring harness connector mating with Solenoid A.
(2) Apply air to controller P3 port at 25 psig.
(3) Apply 28 VDC power across Pins A (+) and B (-) at Solenoid A connector, and check
for the following.
(a) Air shall momentarily gush from the solenoid vent port.
(b) Surge bleed valve poppet shall position to full closed.
(c) If air fails to gush from solenoid vent port, remove obstruction from vent port, or
replace solenoid. Refer to 76-10-01.
(d) If air gushes from solenoid vent port, but surge bleed valve poppet fails to close
fully, repair surge bleed valve. Refer to 76-10-01.
(4) Remove 28 VDC power from Solenoid A connector, and reconnect wiring harness
connector mating with Solenoid A.
(5) Relieve air pressure at P3 port of controller.
(6) Disconnect air supply from controller P3 port, and reconnect P3 line.
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13. Interstage Turbine Temperature (ITT) Circuitry Checks

megohm)
Megohmmeter (Model GR 1863-9700) General Radio, 300 Baker St, Concord, MA
01742
CAUTION: WHEN CHECKING INSULATION RESISTANCE USING MEGOHM-

METER IN THE FOLLOWING PROCEDURES DO NOT APPLY MORE
THAN 100 VOLTS DC.
NOTE: When performing the following procedures, check all connectors for bent
and pushed back pins, pushed back sockets, corrosion, and contamination.
Insert spare pin into each socket checking for adequate contact to ensure
socket is not spread. When checking resistance of wiring harnesses, gent-
ly flex harness along entire length while checking for opens and shorts.
A. [5BR-1H] DEEC Circuit Check
(1) Disconnect electrical connector mating with J1 on synchronizer.
(2) Disconnect electrical connector mating with ITT cockpit indicator.
(3) Using multimeter, check resistance from Pin 33 to Pin 34 on electrical connector mating
with J1 on synchronizer. Resistance shall be 3 to 50 ohms.
(4) Using megohmmeter at 100 VDC, check insulation resistance from Pin 33 on electrical
connector to harness shielding and from Pin 34 to ground on electrical connector dis-
connected from J1 on synchronizer. Resistance shall be greater than 50 kilohms.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP MONITOR VAL-

UES OF SPEED AND ITT TO PREVENT EXCEEDING LIMITS
SINCE SETTINGS FOR MAXIMUM SPEED AND ITT MAY NOT
BE CORRECTED.
(5) If resistance readings obtained in Steps (3) and (4) are as specified, install electronic
engine control known to be functioning correctly in accordance with Aircraft Mainte-
nance Manual and recheck for original fault. If original fault has been corrected, re-
place DEEC.
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13. A. (6) If resistance readings obtained in Step (3) or (4) are not as specified, proceed as fol-
lows.
(a) Disconnect electrical Connector P1 from thermocouple harness.
(b) Using multimeter, check thermocouple harness resistance across J1 Pins B and
C. Resistance shall not exceed 8.0 ohms. If resistance is not as specified,
replace harness. Refer to 77-20-01.
(c) Using megohmmeter at 100 VDC, check thermocouple harness insulation resis-
tance from J1 Pin B to shielding and from J1 Pin C to ground. Resistance shall
be greater than 50 kilohms. If resistance is not as specified, clean connectors or
(d) Check ITT lead assembly.
1 Disconnect electrical connector mating with Connector P2 on ITT lead

assembly.
2 Using multimeter, check resistance from P1-B to P2-1. Resistance shall not
exceed 8.0 ohms. If resistance is not as specified, replace ITT lead assem-
bly. Refer to 77-20-01.
3 Using multimeter, check resistance from P1-C to P2-2. Resistance shall not
4 Using megohmmeter at 100 VDC, check insulation resistance from P2-1 to

P2-2 and from P2-1 to shielding and from P2-2 to ground. Resistance shall
be greater than 50 kilohms. If resistance is not as specified, clean connec-
tors or replace ITT lead assembly. Refer to 77-20-01.
(e) If resistance readings obtained in Steps (b) and (c) are as specified, indicating
that the thermocouple harness is good and resistance readings of Step (d) are
as specified indicating that the ITT lead assembly is good, this indicates a faulty
DEEC wiring harness. Clean connectors on DEEC wiring harness or replace
harness.
(7) Reconnect all disconnected electrical connectors.

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13. B. [5BR-1C, 5BR-2C] DEEC Circuit Check
(1) Disconnect electrical connector mating with J1 on DEEC.
(2) Disconnect electrical connector mating with cockpit ITT indicator.
(3) Using multimeter, check from Pin a to Pin b on electrical connector disconnected from
J1 on DEEC. Resistance shall be 3 to 50 ohms.
(4) Using megohmmeter at 100 VDC, check insulation resistance from Pin a to harness
shielding and from Pin b to ground on electrical connector disconnected from J1 on
DEEC. Resistance shall be greater than 50 kilohms.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP MONITOR VAL-

UES OF SPEED AND ITT TO PREVENT EXCEEDING LIMITS
SINCE SETTINGS FOR MAXIMUM SPEED AND ITT MAY NOT
BE CORRECTED.
(5) If resistance readings obtained in Steps (3) and (4) are as specified, install digital elec-
tronic engine control known to be functioning correctly in accordance with Aircraft
Maintenance Manual and recheck for original fault. If original fault has been corrected,
replace digital electronic engine control.
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13. B. (6) If resistance readings obtained in Step (3) or (4) are not as specified, proceed as fol-
lows.
(a) Disconnect electrical Connector P1 from thermocouple harness.
(b) Using multimeter, check thermocouple harness resistance across J1 Pins B and
C. Resistance shall not exceed 8.0 ohms. If resistance is not as specified,
(c) Using megohmmeter at 100 VDC, check thermocouple harness insulation resis-
tance from J1 Pin B to shielding and from J1 Pin C to ground. Resistance shall
be greater than 50 kilohms. If resistance is not as specified, clean connectors or
(d) Check ITT lead assembly.
1 Disconnect electrical connector mating with Connector P2 on ITT lead

assembly.
2 Using multimeter, check resistance from P1-B to P2-1. Resistance shall not
3 Using multimeter, check resistance from P1-C to P2-2. Resistance shall not
4 Using megohmmeter at 100 VDC, check insulation resistance from P2-1 to

P2-2 and from P2-1 to shielding and from P2-2 to ground. Resistance shall
be greater than 50 kilohms. If resistance is not as specified, clean connec-
tors or replace ITT lead assembly. Refer to 77-20-01.
(e) If resistance readings obtained in Steps (b) and (c) are as specified, indicating
that the thermocouple harness is good and resistance readings of Step (d) are
as specified indicating that the ITT lead assembly is good, this indicates a faulty
DEEC wiring harness. Clean connectors on DEEC wiring harness or replace
harness.

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13. C. Indicating Circuit Check
(1) Check ITT thermocouple harness.
(a) Disconnect electrical connector mating with Connector J1 on thermocouple

harness.
(b) Using multimeter, check resistance across J1-A and J1-D. Resistance shall not
exceed 8.0 ohms. If resistance is not as specified, replace harness. Refer to
77-20-01.
(c) Using megohmmeter at 100 VDC, check insulation resistance from J1-A to
shielding and from J1-D to ground. Resistance shall not be less than 50 ki-
lohms. If resistance is not as specified, clean connectors or replace harness.
Refer to 77-20-01.
(2) [5BR-1H] Check ITT lead assembly.
(a) Disconnect electrical connector mating with Connector P3 on ITT lead assembly.
(b) Using multimeter, check resistance from P1-A to P3-1. Resistance shall not
exceed 8.0 ohms. If resistance is not as specified, replace ITT lead assembly.
Refer to 77-20-01.
(c) Using multimeter, check resistance from P1-D to P3-2. Resistance shall not
Refer to 77-20-01.
(d) Using megohmmeter at 100 VDC, check insulation resistance from P3-1 to P3-2
and from P3-1 to shielding and from P3-2 to ground. Resistance shall be greater
than 50 kilohms. If resistance is not as specified, clean connectors or replace
ITT lead assembly. Refer to 77-20-01.
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13. C. (3) [5BR-1C, 5BR-2C] Check ITT lead assembly.
(a) Disconnect electrical connector mating with Connector J3 on ITT lead assembly.
(b) Using multimeter, check resistance from P1-A to J3-1. Resistance shall not
Refer to 77-20-01.
(c) Using multimeter, check resistance from P1-D to J3-2. Resistance shall not
Refer to 77-20-01.
(d) Using megohmmeter at 100 VDC, check insulation resistance from J3-1 to J3-2
and from J3-1 to shielding and from J3-2 to ground. Resistance shall be greater
than 50 kilohms. If resistance is not as specified, clean connectors or replace
ITT lead assembly. Refer to 77-20-01.
(4) [5BR-1H] Check aircraft wiring harness.
(a) Disconnect electrical connector mating with ITT indicator.
(b) Using multimeter, check continuity and resistance from connector mating with
P3-1 and alumel pin on connector mating with indicator in accordance with Air-
craft Maintenance Manual. If resistance is not as specified, replace wiring har-
ness.
(c) Using multimeter, check continuity and resistance from connector mating with
P3-2 and chromel pin on connector mating with indicator in accordance with
Aircraft Maintenance Manual. If resistance is not as specified, replace wiring
harness.
(d) Using megohmmeter at 100 VDC, check insulation resistance from connector
mating with P3-1 to shielding and from connector mating with P3-2 to ground in
accordance with Aircraft Maintenance Manual. Resistance shall be greater than
50 kilohms. If resistance is not as specified, clean connector or replace harness.
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13. C. (5) [5BR-1C, 5BR-2C] Check aircraft wiring harness.
(a) Disconnect electrical connector mating with ITT indicator.
(b) Using multimeter, check continuity and resistance from connector mating with
J3-1 and alumel pin on connector mating with indicator in accordance with Air-
craft Maintenance Manual. If resistance is not as specified, replace wiring har-
ness.
(c) Using multimeter, check continuity and resistance from connector mating with
J3-2 and chromel pin on connector mating with indicator in accordance with
Aircraft Maintenance Manual. If resistance is not as specified, replace wiring
harness.
(d) Using megohmmeter at 100 VDC, check insulation resistance from connector
mating with J3-1 to shielding and from connector mating with J3-2 to ground in
accordance with Aircraft Maintenance Manual. Resistance shall be greater than
50 kilohms. If resistance is not as specified, clean connector or replace harness.
(6) Check ITT indicator in accordance with Aircraft Maintenance Manual. If faulty, replace
indicator.

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14. Engine Internal Binding Checks
Table 115. Special Tools, Fixtures, and Equipment

Gearshaft Holder Allows manual cranking of high pressure 289816-1
spool.
NOTE: Thermal binding of the low pressure spool may occur within 20 to 45 min-
utes after shutdown of engine because differential cooling of spool compo-
nents. This condition is normal and should not be misinterpreted as a
malfunctioning low pressure spool. If condition is encountered, wait until
engine returns to ambient temperature prior to further trouble shooting.
A. Check Low Pressure (LP) Spool
(1) Check LP spool for internal binding or rubbing by rotating spool at fan or turbine. If
binding or rubbing is noted, determine cause as follows.
(a) Visually inspect fan rotor assembly. If binding or rubbing is evident, replace
faulty component as follows.
1 Fan rotor assembly in accordance with 72-70-03.
2 Fan inlet housing in accordance with 72-20-01.
(b) Check fan gearbox. If binding or rubbing is noted, remove and inspect the fol-
lowing components, as required, to determine cause.
1 Oil filter and cover installation in accordance with 79-20-01.
2 Chip detector in accordance with 79-20-03.
3 Fan support assembly installation in accordance with 72-70-06.
4 Pinion, planet gear, and coupling shaft installation in accordance with

72-72-02.
(c) Check low pressure turbine module for binding or rubbing immediately after
shutdown. If binding or rubbing is noted, remove and inspect LP turbine module
in accordance with 72-50-04 to determine cause.
(d) Check low pressure compressor. If binding or rubbing is evident, disassemble

and inspect low pressure compressor to determine cause. Refer to Heavy Main-
tenance Manual. (Authorized only at a heavy maintenance facility.)
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14. B. High Pressure (HP) Spool Binding Check
(1) Remove starter in accordance with Aircraft Maintenance Manual and check drive shaft
on starter for binding. If binding is evident, replace starter.
(2) Install 289816-1 gearshaft holder in splined adapter of starter-generator gearshaft on

accessory drive gearbox and rotate holder. If binding or rubbing is noted, determine
cause as follows.
(a) Remove cover from transfer gearbox in accordance with 72-60-01 and inspect
gearbox for foreign object damage.
(b) Remove accessories on forward side of accessory drive gearbox in accordance

with Aircraft Maintenance Manual and check drive shaft on each accessory for
binding. If binding is evident, replace faulty accessory.
(c) Remove oil pump in accordance with 79-20-03 and check drive shaft on pump
for binding. If binding is noted, replace oil pump.
(d) Remove fuel control in accordance with 73-20-01 and check drive shaft for bind-
ing. If binding is noted, replace fuel control.
(e) Remove fuel pump in accordance with 73-20-01 and check drive shaft for bind-
ing. If binding is noted, replace pump.
(f) Remove transfer gearbox in accordance with 72-60-01 and check as follows.
1 Check transfer gearbox gearshaft for freedom of rotation. If binding is

evident, disassemble and inspect transfer gearbox in accordance with
72-60-03 to determine cause.
2 Inspect shouldered shaft and splined shaft in accordance with 72-60-01.
(g) Rotate accessory drive gearshaft with 289816-1 gearshaft holder in starter-
generator gearshaft. If binding is noted, remove gearbox in accordance with
72-60-01. If gearshaft rotates freely, proceed to Step (3).
(h) Disassemble and inspect accessory drive gearbox in accordance with 72-60-02.
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14. B. (3) Rotate shouldered shaft in tower shaft housing to check rotation of HP spool. If binding
or rubbing is noted, determine cause as follows.
(a) Perform HP impeller borescope inspection in accordance with Inspection/Check.
(b) Disassemble engine to gain access to HP turbine rotor assembly in accordance

with 72-50-06.
(c) Rotate HP turbine rotor assembly. If rotor is binding or rubbing, determine cause
as follows.
1 Check HP turbine rotor assembly blade tip to segmented shroud clearance

2 Remove, disassemble, and inspect HP turbine rotor assembly in accor-

dance with 72-50-06 to determine cause.
3 Remove, disassemble, and inspect HP turbine nozzle assembly in accor-

dance with 72-50-07 to determine cause.
(d) Check HP compressor. If binding or rubbing is evident, disassemble and inspect

HP compressor in accordance with Heavy Maintenance Manual. (Authorized
only at a heavy maintenance facility.)
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NOTE: MEDRA (latest version), is available from Honeywell and is used to reduce en-
gine performance evaluation data, calculate performance margins, analyze the
condition of the engine, and manage a data base of test results. For more in-
formation about MEDRA refer to Service Information Letter (SIL) F731-75 and/or
contact Honeywell Complete Customer Care Center.
Use the MEDRA program to perform the following procedures as required in
Inspection/Check or any time low engine performance is suspected. Recorded
values from this performance evaluation run may be compared with data from
earlier performance evaluation runs. Factory test run data for a specific engine
being tested may also be obtained from Honeywell Complete Customer Care
Center.
The performance evaluation run is the primary way to determine the condition of
the engine. Some engine performance problems are caused by the aircraft
systems. To avoid unnecessary engine removal and teardown, these causes
should be eliminated or controlled during the performance evaluation run as
follows.
(1) The chances of aircraft bleed systems creating problems can be eliminated
by capping HP and LP bleed ports at the engine. It is highly recommended
that all engine bleed ports be capped to obtain the most accurate data
needed for MEDRA.
(2) Duplicate instruments should be used to obtain N1, N2, and T5 data.
Duplicate instruments will also assist in determining the accuracy of aircraft
instruments.
15. Engine Performance Evaluation Run Using Manual Engine Data Reduction and Analysis (MEDRA)
Program

Equipment manufactured by Howell Instruments Inc, (H337JP-NP-901
Analyzer/Trimmer) may be used in lieu of equipment specified in this table.
If used, this equipment shall be set up and operated in accordance with
manufacturer’s instructions. Information pertaining to this equipment and its
use may be obtained from Howell Instruments Inc, 3479 W Vickery Blvd, Fort
Worth, TX 76107.
Datalogging equipment manufactured by TEC may be used to obtain neces-
sary data for MEDRA. If used, this equipment shall be setup and operated in
accordance with manufacturer’s instructions. Information pertaining to this
equipment may be obtained from the following.
ACES Systems/TEC Aviation Div
10737 Lexington Dr
Knoxville, TN 37932-3294
(865) 671-2003
Temperature Indicator Provides interface for connecting digital 296754-2
Cable Assembly thermometer.
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Table 116. Special Tools, Fixtures, and Equipment (Cont)

J2 Connector Access Provides test points for monitoring 298219-3
Test Box temperature and monopole circuits.
Overspeed Test Set Provides test points for monitoring DEEC 831430-1
circuits. (Alternate for
909932-5-1)
Pressure and Tempera- Provides for measurement of LP compressor 832667-2
ture Probe Assembly discharge pressure and temperature.
Overspeed Test Set Provides test points for monitoring DEEC 909932-5-1
circuits.

Digital counter Commercially available
(4 digit or more readout; accurate
±fourth digit for 1 second count;
minimum input impedance of
1 megohm; sensitivity of 0.2 volt
peak-to-peak minimum)
Digital thermometer Omega Engineering Inc, P.O. Box 4047,
(4 digit readout 0.2 resolution over a Stamford, CT 06907-0047
temperature range of -99.8 to +999.8°C
(-147.64 to 1831.64°F); accuracy of ±1.5°C
(2.7°F); minimum input impedance of 1
megohm; input shall be two-wire, isolated
from ground)
Pressure gage Commercially available
0 to 250 psig (Readout in 1 PSI
increments; accuracy of ±1.0 PSI)
Pressure gage Commercially available
0 to 100 psig (Readout in 1 PSI
increments; accuracy of ±1.0 PSI)
Thermometer, for outside air temperature Commercially available
measurement
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NOTE: The procedures of Paragraphs A and B are not required when using a
datalogger. If a datalogger is to be used to obtain data, perform the proce-
dures of Paragraphs C and D.
N1 and N2 frequency readings can be obtained by performing procedure in

Step 15.A.(1) or alternate procedure in Step 15.A.(2).
15. A. Installation of Test Equipment
(1) Install 831430-1 overspeed test set.
(a) Ensure power is not applied to DEEC.
(b) Select a suitable working surface for test set within 15 feet of DEEC, that will
allow operation of test set controls with engine running.
(c) Set test set controls as follows.
Switch or Control Setting

AC POWER switch OFF
DC VOLTS TO UUT (Unit Under OFF (guard down)
Test) switch
LEVEL DETECTOR INHIBIT
PRI switch OFF
SEC switch OFF
OVERSPEED SHUTDOWN switch OFF
DC VOLTS control Fully counterclockwise
DVM selector switch UUT DC VOLTS
FREQUENCY
VAR FREQ control Fully counterclockwise
FREQ (MHZ) (less than) 10
MONOPOLE
TEST/MONITOR switch TEST
N1/OFF/N2 switch OFF
(d) Connect test set power cable, Connector P1, to 105 to 132 volt, 50 to 400 Hz
power source.
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15. A. (1) (e) Prior to connecting test set cable, Connector P2, to DEEC, adjust test set internal
power supply as follows.
1 Set AC POWER switch to ON.
2 Lift guard over DC VOLTS TO UUT switch and set switch to ON.
3 Adjust DC VOLTS control clockwise to obtain indication of 28.0 ±0.1 volts

on DVM readout. DC VOLTS TO UUT lamp shall light.
4 Set DC VOLTS TO UUT switch to OFF and lower guard over switch. DC
VOLTS TO UUT lamp shall go out.
(f) Connect test set cable, Connector P2, to DEEC, Connector J2.
(g) During test, position MONOPOLE TEST/MONITOR switch to MONITOR and

MONOPOLE N1/OFF/N2 switch from OFF to N1 or N2 to obtain required fre-
quency readings.
(2) (Alternate Procedure) Install 298219-3 J2 connector access test box.
(b) Connect test box cable connector to DEEC, Connector J2.
(c) During test, connect digital frequency counter to monopole test jacks on test box
to obtain required frequency readings.
CAUTION: USE EXTREME CARE WHENEVER PLUG FOR SENSOR BEL-

LOW CONTROL PRESSURE PORT ON FUEL CONTROL (FIG-
URE 107) IS REMOVED TO PREVENT ANY DIRT OR FOREIGN
MATTER FROM ENTERING PORT. FUNCTION OF AN INTER-
NAL ORIFICE WILL BE AFFECTED BY ANY CONTAMINATION
ENTERING PORT.
NOTE: MEDRA does not require PCD, Ps2.35, and Ts2.35 data inputs. ME-
DRA will operate without these inputs; however, to perform a thorough
analysis, it is recommended and essential that this data be obtained.
P3 cannot be obtained while the engine is on the aircraft; therefore,
PCD data is obtained from the fuel control in lieu of P3. MEDRA
compensates for any differences between P3 and PCD.
(3) Remove plug from sensor bellow control (PC) pressure port of fuel control (adjacent to
mounting boss for PCD limiter valve). (See Figure 107.)
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July 31/95


Sensor Bellow Control Pressure Port

Figure 107
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July 31/95


15. A. (4) Connect a 0 to 250 psig pressure gage to PC pressure port for monitoring PCD pres-
sure. Connect gage so that when engine is running gage can be monitored.
NOTE: If readings exceed limits or data is erratic after initial performance

evaluation run, blocking of engine LP and HP bleed ports can be
accomplished to isolate engine from aircraft bleed air systems.
(5) Install 832667-2 pressure and temperature probe assembly in an engine low pressure
bleed port. Cap all other LP and HP bleed ports at engine.
(6) Connect a 0 to 100 psig pressure gage to 832667-2 pressure and temperature probe
assembly to monitor Ps2.35 pressure. Connect gage so that when engine is running,
gage can be monitored.
(7) Connect digital thermometer to 832667-2 pressure and temperature probe assembly to
monitor Ts2.35 temperature. Position thermometer so that when engine is running
thermometer can be monitored.
NOTE: [5BR-1C, 5BR-2C] T5 (ITT) readings can be obtained by performing

the preferred method in Step (8) or the alternate method in Step (9).
[5BR-1H] T5 (ITT) readings are taken at the pylon to eliminate bias

voltage from the APR/Synchronizer system.
(8) (Preferred Method) Connect 296754-1 temperature indicator cable assembly and
digital thermometer as follows.
(a) Disconnect aircraft electrical connector mating with ITT lead assembly, Connec-
tor [5BR-1C] J3, [5BR-1H] P3. Refer to 72-00-00, Schematics and Diagrams,
Electrical System Diagram.
(b) [5BR-1C, 5BR-2C] Connect 296754-1 temperature indicator cable assembly

between Connector J3 and connector mating with Connector J3.
(c) [5BR-1H] Connect 296754-1 temperature indicator cable assembly between

Connector P3 and connector mating with Connector P3.
(d) Connect digital thermometer to 296754-1 temperature indicator cable assembly.
(9) [5BR-1C, 5BR-2C] (Alternate Method) Install 298219-3 J2 connector access test box
as follows.
(c) Connect digital thermometer to T5 test jacks on test box to obtain required tem-
perature readings.
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15. B. Engine Performance Evaluation Run
NOTE: Gusty winds cause large fluctuations of N1, which makes interpreta-
tion of test results very difficult.
(1) Turn aircraft to position engine inlet into the wind. If wind is variable or if side gusts are
present, defer test until favorable wind conditions exist.
(2) Record the following on Tables 118 and 119, as required.
NOTE: Temperature measured away from aircraft is not acceptable.
(a) Prevailing outside air temperature (OAT) from shaded area immediately outside
aircraft.
(b) Pressure altitude. Set altimeter to 29.92 inches Hg and read pressure altitude
directly.
(c) Date, time, engine model and serial number, aircraft serial number, engine hours
and cycles since new, and N1 compensator part number.
(d) Normal mode maximum N1 for ambient conditions (takeoff power) as specified in
Aircraft Flight Manual and/or appropriate aircraft document. Indicate if engine
has thrust reverser.
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Table 118. Surge Bleed Valve Operational Check Data Sheet

Date Engine Model No.
Time Engine Serial No.
Aircraft Serial No.
TA (OAT) (Taken in shaded Pressure Altitude
area immediately outside (Set altimeter to
aircraft) 29.92 inches Hg)
Maximum N1 for ambient conditions per
Aircraft Flight Manual and/or appropriate
aircraft document
Engine Parameters Manual Mode Normal Mode
N1 SPEED (A/C INDICATOR) % %
N2 SPEED (A/C INDICATOR) % %
T5 (A/C INDICATOR) °C °C
FUEL FLOW (A/C INDICATOR) lbs/hr lbs/hr
PCD PRESSURE (TEST GAGE) PSIG PSIG
NOTE: File with performance evaluation run data sheet.

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Table 119. Performance Evaluation Run Data Sheet

Date Time
Engine Model No. Engine Hours Since New
Engine Serial No. Engine Cycles Since New
Aircraft Serial No.
Maximum N1 for ambient conditions per Aircraft Flight Manual
and/or appropriate aircraft document (Bleed air off)
Thrust Reverser (circle one) Yes No If Yes, list manufacturer
N1 Compensator Part No.
Normal Mode N1 at:
1.5% Below 3% Below 6% Below 9% Below

Engine Parameters Units Takeoff Takeoff Takeoff Takeoff Takeoff
Time * Hrs:Min
T1 (OAT) Deg C
Barometer PA
N1 (Cockpit) Percent
N1 (Redundant) Hertz
N2 (Cockpit) Percent
N2 (Redundant) Hertz
T5 (Cockpit) Deg C
T5 (Redundant) Deg C
Fuel Flow * lbs/hr
PCD * Psig
Ps2.35 * Psig
Ts2.35 * Deg C
*Not required for Performance Evaluation Run.

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NOTE: When stabilizing engine in the following steps, do not move power
lever during stabilization period. It is more important to obtain accu-
rate data than the specific N1 specified. The N1 speeds specified are
only approximate values.
15. B. (4) Perform surge bleed valve operational check.
(a) Switch DEEC to manual mode by removing power from DEEC.
CAUTION: DO NOT EXCEED ENGINE OPERATING LIMITS SPECI-

FIED IN ADJUSTMENT/TEST TABLE 501.
(b) With DEEC in manual mode, slowly advance power lever to obtain maximum N1
for ambient conditions recorded on data sheet, Table 118, maximum N2, or
maximum T5 limit specified in Adjustment/Test, Table 501, whichever occurs first.
With power lever at this position allow engine to stabilize for approximately three
minutes. Record N1, N2, T5, and fuel flow from cockpit indicators and PCD
pressure from gage installed in Step A.(4) on data sheet, Table 118.
(c) Retard power lever to idle and return DEEC to normal mode by applying power
to DEEC.
NOTE: When performing the following step, T5 should normally peak

early during stabilization, then decrease slightly. If T5 again rises
after stabilization, the surge valve poppet may be creeping open.
If this occurs, perform Surge Bleed Valve Inspection in accor-
dance with Inspection/Check.
(d) With DEEC in normal mode, slowly advance power lever to obtain the same N1
recorded in Step (b). With power lever at this position, allow engine to stabilize
for approximately three minutes. Record N1, N2, T5, and fuel flow from cockpit
indicators and PCD pressure from gage installed in Step A.(4) on data sheet,
Table 118.
(e) If T5 recorded in Step (b) is not 15 to 30°C (27 to 54°F) higher than T5 recorded
in Step (d), perform Surge Bleed Valve and Solenoid Controller checks specified
in Paragraph 12 and take required corrective action prior to continuing.
NOTE: If engine operating limits prevent reaching required maximum N1, refer
to Trouble Shooting, Procedure 18.
(5) If not already operating at maximum N1 for ambient conditions recorded on data sheet,
Table 119, advance power lever to obtain normal mode maximum N1 and stabilize
engine for a minimum of 3 minutes.
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15. B. (6) Record the following data on Table 119.
(a) N1, N2, T5, and fuel flow from cockpit indicators.
(b) As applicable, PCD pressure from gage installed in Step A.(4), Ps2.35 pressure
from gage installed in Step A.(6), and T2.35 temperature from digital thermome-
ter installed in Step A.(7).
(c) Redundant T5 from digital thermometer installed in Step A.(8) or (9), as applica-
ble.
(d) DEEC input N1 and N2 frequencies.
(7) Retard power lever to reduce N1 approximately one and half percent from N1 takeoff
power recorded in Step (6). Maintain power lever at this point for a minimum of 2
minutes to stabilize conditions, then record data as specified in Step (6).
(8) Retard power lever to reduce N1 approximately three percent from N1 takeoff power
recorded in Step (6). Maintain power lever at this point for a minimum of 2 minutes to
stabilize conditions, then record data as specified in Step (6).
(9) Retard power lever to reduce N1 approximately six percent from N1 takeoff power
(10) Retard power lever to reduce N1 approximately nine percent from N1 takeoff power
(11) Perform normal engine shutdown in accordance with Aircraft Flight Manual and/or
(12) Verify cockpit ITT indicator accuracy. Compare cockpit ITT indicator readings and
digital thermometer readings recorded in Steps (6) through (10). Any difference in
value of more than 5°C (9°F) indicates a possible ITT indicator error, which shall be
corrected in accordance with Aircraft Maintenance Manual.
(13) Verify cockpit N1 speed indicator accuracy. Divide DEEC input N1 frequencies (in
Hertz) recorded in Steps (6) through (10) by 101.5 to convert frequency indications to
percent rpm and record results. Determine N1 compensator part number from Engine
Log Book. Refer to Table 204, 77-10-03, to determine the BIAS percent increase for
given part number. Add N1 bias to converted rpm and record. Compare results with
cockpit N1 indicator readings recorded in Steps (6) through (10). These results shall
be within 0.10 percent. If this limit is exceeded, repair indicator or replace in accor-
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15. B. (14) Verify cockpit N2 indicator accuracy. Convert frequency indications to percent rpm in
accordance with Figure 108, or by dividing DEEC input N2 frequencies (in Hertz) re-
corded in Steps (6) through (10) by 102.30. Record results. Compare results with
cockpit N2 readings recorded in Steps (6) through (10). These results shall be within
0.50 percent. If this limit is exceeded, repair or replace indicator in accordance with
Aircraft Maintenance Manual.
(15) Disconnect test equipment, then reconnect electrical connectors.
(16) If installed, remove pressure gage from sensor bellow control pressure port on fuel
control and reinstall plug with new packing in port. (See Figure 203, 73-21-01.)
(17) If installed, remove pressure gage and digital thermometer from 832667-2 pressure
and temperature probe assembly.
(18) Remove 832667-2 pressure and temperature probe assembly. Cap LP bleed port or
connect aircraft bleed system as required using new gaskets.
(19) Proceed to Paragraph E.
NOTE: The procedures of Paragraphs C and D are used when a datalogger is

available for obtaining data for use with MEDRA. If a datalogger is not
available, perform the procedures of Paragraphs A and B.
C. Installation of Datalogger Equipment
NOTE: MEDRA does not require PCD T3.5, Ps2.35, and Ts2.35 data inputs.
MEDRA will operate without these inputs; however, to do a thorough
analysis, it is recommended and essential that this data be obtained.
Do not remove pressure gage from sensor bellow control pressure

port. Gage is needed to obtain readings for Surge Bleed Valve Opera-
tional Check
(1) With pressure gage installed, connect a 0-250 psig pressure transducer to the (PC)
port (Figure 107), connect sensor bellow control pressure to obtain PCD data.

evaluation run, blocking of engine LP and HP bleed ports can be
accomplished to isolate engine from aircraft bleed systems.
(2) Install 832667-2 pressure and temperature probe assembly in an engine low pressure
bleed port for obtaining Ps2.35 pressure and Ts2.35 temperature.
(3) Connect transducers, temperature cables, and electrical cable between DEEC/engine
and datalogger in accordance with manufacturer’s instructions.
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PERCENT N2
Frequency Versus N2
Figure 108
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July 31/95


15. D. Engine Run to Obtain Data
NOTE: Gusty winds cause large fluctuations of N1 which makes interpretation

of test results very difficult.
(1) Turn aircraft to position engine inlet into the wind. If wind is variable, or if side gusts are
present, defer test until favorable wind conditions exist.
(2) Record the following on Tables 118 and 119, as required.
NOTE: Temperature measured away from aircraft is not acceptable.
(a) Prevailing outside air temperature (OAT) from shaded area immediately outside
aircraft on Table 118 only.
(b) Pressure altitude. Set altimeter to 29.92 in. Hg and read pressure altitude direct-
ly, then record on Table 118 and, if datalogger is not capable of receiving data,
on Table 119.
(c) Date, time, engine model and serial number, aircraft serial number, engine hours
and cycles since new, and N1 compensator part number.
(d) Normal mode maximum N1 for ambient conditions (takeoff power) as specified in
Aircraft Flight Manual and/or appropriate aircraft document. Indicate if engine
has thrust reverser.
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July 31/95


NOTE: When stabilizing engine in the following steps do not move power
lever during stabilization period. It is more important to obtain accu-
rate data than the specific N1 specified. The N1 speeds specified are
only approximate values.
15. D. (4) Perform surge bleed valve operational check.
(a) Switch DEEC to manual mode by removing power from DEEC.
CAUTION: DO NOT EXCEED ENGINE OPERATING LIMITS SPECI-

FIED IN ADJUSTMENT/TEST TABLE 501.
(b) With DEEC in manual mode, slowly advance power lever to obtain maximum N1
for ambient conditions recorded on data sheet, Table 118, maximum N2, or
maximum T5 (ITT) limit specified in Adjustment/Test, Table 501, whichever oc-
curs first. With power lever at this position, allow engine to stabilize for approxi-
mately three minutes. Record N1, N2, T5, and fuel flow from cockpit indicators
and record PCD pressure from gage installed in Step A.(4) on data sheet, Table
118.
(c) Retard power lever to idle and return DEEC to normal mode by applying power
to DEEC.
NOTE: When performing the following step, T5 should normally peak

early during stabilization, then decrease slightly. If T5 again rises
after stabilization, the surge valve poppet may be creeping open.
If this occurs, perform Surge Bleed Valve Inspection in accor-
dance with Inspection/Check.
(d) With DEEC in normal mode, slowly advance power lever to obtain the same N1
recorded in Step (b). With power lever at this position, allow engine to stabilize
for approximately 3 minutes. Record N1, N2, T5 and fuel flow from cockpit
indicators and PCD pressure from gage installed in Step A.(4) on data sheet,
Table 118.
(e) If T5 recorded in Step (b) is not 15 to 30°C (27 to 54°F) higher than T5 recorded
in Step (d), perform Surge Bleed Valve and Solenoid Controller Checks specified
in Paragraph 12, and take required corrective action prior to continuing.
NOTE: If engine operating limits prevent reaching required maximum N1, refer
to Trouble Shooting, Procedure 18.
(5) If not already operating at maximum N1 for ambient conditions recorded on data sheet,
Table 119, advance power lever to obtain normal mode maximum N1 and stabilize
engine for a minimum of 3 minutes.
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Aug 23/02


15. D. (6) Ensure datalogger is in the “SCANNING PERIOD” in accordance with manufacturer’s
instructions. Record N1, N2, T5, and fuel flow from cockpit indicators on data sheet,
Table 119.
(7) Retard power lever to reduce N1 approximately one and a half percent from N1 takeoff
power recorded in Step (6). Maintain power lever at this point for a minimum of 2
minutes to stabilize conditions, then record data as specified in Step (6).
(8) Retard power lever to reduce N1 approximately three percent from N1 takeoff power
(9) Retard power lever to reduce N1 approximately six percent from N1 takeoff power
(10) Retard power lever to reduce N1 approximately nine percent from N1 takeoff power
stabilize conditions, then record data specified in Step (6). Shut down engine.
(11) Disconnect datalogger from DEEC and engine.
(12) If installed, remove pressure gage from pressure port of fuel control, and reinstall plug
with new packing in port. (See Figure 203, 73-21-01.)
(13) If installed, remove 832667-2 pressure and temperature probe assembly. Using new
gaskets, cap LP bleed port or connect aircraft bleed system as required.
NOTE: Refer to Manual Engine Data Reduction and Analysis (MEDRA) User
Manual, to perform the following procedures.
If readings exceed limits or data is erratic after initial performance evalua-

tion run, block all engine LP and HP bleed ports to isolate engine from
aircraft bleed systems, then repeat performance evaluation run.
E. Use of Manual Engine Data Reduction and Analysis (MEDRA) Program, Part No. 3000050-1
Enter and reduce data in accordance with MEDRA User Manual.

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Aug 23/02


15. F. Additional Engine Analysis (Possible Causes of Low Performance)

evaluation run, block all LP and HP bleed ports at engine to isolate
engine from aircraft bleed air systems and reaccomplish performance
evaluation run.
(1) Normal performance of a turbine engine depends on adequate sealing of the flow path
through the high pressure and low pressure turbines. If seal knife edges (outside
diameter) and the mating shroud sealing surfaces (inside diameter) are maintained
within the specified serviceable limits, performance will ordinarily be normal. Occasion-
ally a knife edge which is near the minimum acceptable diameter will be combined with
a shroud having the maximum acceptable diameter, resulting in a clearance substan-
tially greater than average. If this occurs on several seals in an engine, an accumula-
tion of losses may be present which can result in performance degradation. Repair or
replacement of appropriate components may improve engine performance.
(2) Changes in engine parameters when compared to parameters recorded during pre-
vious engine performance evaluation runs on the same engine should be used to deter-
mine engine sections which may contribute to low engine efficiency. (Refer to Table
120.)
Table 120. Symptoms of Engine Inefficiency

Parameter and Effect
Inefficient Section T5 Wf N2 P2.3 P3
HP Turbine INCR INCR DECR INCR DECR
LP Turbine INCR INCR INCR DECR INCR
HP Compressor INCR INCR INCR-*DECR INCR DECR
LP Compressor INCR INCR INCR DECR DECR
Combustor Profile INCR NORM NORM NORM NORM
Surge Valve INCR INCR INCR DECR DECR
*Severe spalling of HP impeller shroud may cause N2 to decrease as much as 200 rpm.
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Aug 23/02



INSERT PAGE 2 OF 14 FACING 72-00-00, PAGE 198.31.
Reason: To change reference for Service Bulletin TFE731-72-3369RWK to 72-50-05, Approved Repairs,
Table 206 in caution before Step 15.F.(3)(a)6 and in Step 15.F.(3)(a)6.
Caution before Step 15.F.(3)(a)6 and Step 15.F.(3)(a)6 are changed as follows:
CAUTION: LPT1 NOZZLE AREA ADJUSTMENTS MAY ONLY BE

ACCOMPLISHED BY VENDORS THAT HAVE BEEN
APPROVED IN 72-50-05, APPROVED REPAIRS, TABLE
206. UNEQUAL OPENINGS BETWEEN THE VANES
MAY RESULT IN A LOAD APPLIED TO THE DISC
WHICH VARIES CIRCUMFERENTIALLY, RESULTING IN
EXCESSIVE STRESS ON THE DOWNSTREAM LPT1
TURBINE DISC. OPERATION OF AN ENGINE WITH
NOZZLES THAT HAVE BEEN IMPROPERLY ADJUSTED
CAN RESULT IN SUBSEQUENT UNCONTAINED
FAILURE OF THE LPT1 TURBINE DISC.
6 If AE area adjustments to the nozzle are required, refer to 72-50-05,

Approved Repairs, Table 206 for approved facilities and procedures
for nozzle area adjustment.
UP833486
Page 2 of 14
72-00-00 24 Jul 2015
See TR

15. F. (3) Causes of individual section inefficiency which may be looked for during engine disas-
sembly are as follows.
(a) HP Turbine:
1 Excessive clearance between HP turbine rotor assembly blade tips and

shroud segments. (Refer to 72-50-05.)
2 Binding, freedom of rotation, or loss of spring rate in piston seal ring. (Refer
to 72-50-06.)
3 Excessive clearance between knife edge seal blades on forward and aft
couplings and honeycomb seals. (Refer to 72-50-06.)
4 Misassembly of HP turbine nozzle assembly. (Refer to 72-50-07.)
NOTE: It is sometimes useful to replace HP or LP turbine nozzles

with nozzles having different AE to help restore engine
performance. By utilizing Tables 121 and 122, reviewing
run data sheets and comparing removed nozzle areas, it
can be determined what engine parameter will be affected
and to what extent.
If LP or HP turbine nozzle has part number or AE values

that are not legible, re-flowing and/or remarking is re-
quired.
5 HP and/or LP turbine nozzle effective flow area (AE) may be changed (ad-
justed) to reduce T5 and/or correct a speed mismatch between N1 and N2.
Refer to Tables 121 and 122 to determine the amount of N2 and T5 devi-
ation for specific amount (percent) of AE adjustment.
CAUTION: LPT1 NOZZLE AREA ADJUSTMENTS MAY ONLY

BE ACCOMPLISHED BY VENDORS THAT HAVE
BEEN APPROVED IN SERVICE BULLETIN
TFE731-72-3369RWK. UNEQUAL OPENINGS BE-
TWEEN THE VANES MAY RESULT IN A LOAD
APPLIED TO THE DISC WHICH VARIES CIRCUM-
FERENTIALLY, RESULTING IN EXCESSIVE STRESS
ON THE DOWNSTREAM LPT1 TURBINE DISC.
OPERATION OF AN ENGINE WITH NOZZLES THAT
HAVE BEEN IMPROPERLY ADJUSTED CAN RE-
SULT IN SUBSEQUENT UNCONTAINED FAILURE
OF THE LPT1 TURBINE DISC.
6 If AE area adjustments to the nozzle are required, refer to Service Bulletin

TFE731-72-3369RWK for approved facilities and procedures for nozzle area
adjustment.
(b) LP Turbine:
LP turbine inefficiency. Remove, disassemble, and inspect LP turbine module in

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Apr 22/05


Table 121. HP Turbine Nozzle Total Effective Flow Area (AE) Adjustment‘
*HP Turbine
Nozzle AE ITT Deviation
Adjustment N2 Deviation
(percent) (rpm) F C
−2.00 +300 −11.0 −6.0
−1.75 +260 −10.0 −6.0
−1.50 +220 − 9.0 −5.0
−1.25 +180 − 8.0 −4.0
−1.00 +140 − 6.0 −3.0
−0.75 +100 − 5.0 −3.0
−0.50 + 70 − 3.0 −2.0
−0.25 + 40 − 2.0 −1.0
0.00 0 0.0 0.0
+0.25 − 30 + 1.0 +1.0
+0.50 − 70 + 3.0 +2.0
+0.75 −100 + 4.0 +2.0
+1.00 −140 + 6.0 +3.0
+1.25 −180 + 7.0 +4.0
+1.50 −210 + 8.0 +4.0
+1.75 −240 + 9.0 +5.0
+2.00 −280 +10.0 +6.0
NOTE: 1. Minimum AE is 14.00 square-inches. Maximum AE is 14.50 square-
inches. Values smaller than 14.00 square-inches will back pressure the
compressor which may result in engine compressor stalls.
*2. (− represents closing area); (+ represents opening area)
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Aug 23/02


Table 122. LP Turbine Nozzle Total Effective Flow Area (AE) Adjustment
*LP Turbine Nozzle ITT Deviation
AE Adjustment N2 Deviation
(percent) (rpm) F C
−2.00 −190 +8.0 +4.0
−1.75 −160 +7.0 +4.0
−1.50 −140 +6.0 +3.0
−1.25 −120 +5.0 +3.0
−1.00 − 90 +4.0 +2.0
−0.75 − 70 +3.0 +2.0
−0.50 − 50 +2.0 +1.0
−0.25 − 20 +1.0 +1.0
0.00 0 0.0 0.0
+0.25 + 20 −1.0 −1.0
+0.50 + 40 −2.0 −1.0
+0.75 + 70 −3.0 −2.0
+1.00 + 90 −3.0 −2.0
+1.25 +110 −4.0 −2.0
+1.50 +130 −5.0 −3.0
+1.75 +160 −6.0 −3.0
+2.00 +180 −7.0 −4.0
NOTE: 1. Minimum AE is 25.100 square-inches. Maximum AE is 25.600 square-
inches. Values smaller than 25.100 square-inches will back pressure the
compressor which may result in engine compressor stalls.
*2. (− represents closing area); (+ represents opening area)
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Aug 23/02


15. F. (3) (c) HP Compressor:
1 Impeller-shroud rub or abradable material missing.
2 Low N2 speed caused by HP turbine inefficiency.
3 Plenum air leaks caused by one or more of the following.
a Fuel manifold gaskets missing or leaking. (Refer to 73-10-01.)
b High pressure bleed air port gasket missing or leaking. (Refer to

72-40-01.)
c Air leak in duct between combustion chamber plenum case and fan
duct set. (Refer to Aircraft Maintenance Manual.)
d Plenum drain valve stuck open or missing. (Refer to 72-40-01.)
4 Surge bleed valve leaking. (Refer to 76-10-01.)
(d) LP Compressor:
1 Surge bleed valve leaking. (Refer to 76-10-01.)
2 Seals on LP bleed air ducts missing or leaking. (Refer to 75-10-05.)
3 Check aircraft LP bleed air ducts. (Refer to Aircraft Maintenance Manual.)
(e) Combustor Profile:
1 Improper gap between combustion chamber liner and inner transition liner.
(Refer to 72-40-02.)
2 Improper gap between combustion chamber liner and outer transition liner.
(Refer to 72-40-02.)
3 Improper combustion chamber liner cooling skirt gaps. (Refer to 72-40-02.)
(4) If engine performance evaluation run was accomplished to determine reason for low
engine performance, and reason has not been identified, contact Honeywell, Customer
Service Engineering, for comparison of recorded data with factory data.
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Nov 30/06


15A. This Procedure is Deleted
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Aug 23/02


16. No. 4 and No. 5 Bearing Cavity Pressure Check

Compound pressure gage (±10 psig) Commercially available

Pressure Sensing Provides fitting for attaching pressure gage to 296761-1
Adapter measure No. 4 and 5 cavity pressure when
transfer gearbox cover does not have a boss
for attaching pressure gage.
A. [Pre SB TFE731-72-3597] Bearing Cavity Pressure Check
(1) Remove plug from transfer gearbox cover.
(2) Connect 0 to 60 psig pressure gage.

(4) Operate engine with N1 above 80 percent for a minimum of 3 minutes and note pres-
sure gage reading.
(5) Retard power lever to idle and perform normal engine shutdown in accordance with
(6) If No. 4 and No. 5 bearing cavity pressure noted in Step (4) is greater than 10 psig,
return engine to an authorized heavy maintenance facility for replacement of No. 4 and
No. 5 seals.
(7) Remove pressure gage from transfer gearbox cover.
(8) Install plug in transfer gearbox cover.

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Nov 26/03


16. B. [Post SB TFE731-72-3597 or Post SB TFE731-72-3662] Bearing Cavity Pressure Check
The procedures for Paragraph 16.B have been deleted. Refer to 72-00-00, Trouble Shooting,
Paragraph 10A.
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Apr 22/05



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Apr 22/05


Carbon Ring Seal Test Data Sheet

ENGINE MODEL DATE
ENGINE P/N PASS/FAIL
ENGINE S/N TECHNICIAN
ENGINE
CONDITION AGB PRESSURE (IN. WATER) TGB PRESSURE (4/5 CAVITY)
Criteria Steady State 21 in. water
(Maximum)
Transient 83 in. water Tested (Circle
(Maximum) appropriate units) Acceptable Limit
Static in. psig 0 ±0.4 psig
pressure, water (in. Hg) (±0.8 in. Hg)
engine off
Ground idle in. psig Less than -1.0 psig
water (in. Hg) (-2.0 in. Hg)
Take-off power in. psig Less than 2.0 psig

water (in. Hg) (4.0 in. Hg)
[Post SB TFE731-72-3597]
Carbon Ring Seal Test Data Sheet
Figure 108.2
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Nov 26/03


17. N1 and N2 RPM’s Rollback, Rollup, Oscillate, Fluctuate, Surge, or are Erratic in Normal Mode
Only
NOTE: To aid in trouble shooting system faults, use Table 127 to debrief pilot
(aircrew) when N1 and N2 rpm’s roll back, rollup, oscillate, fluctuate, surge
or are erratic.

Pre-installation Tester Isolates circuit faults. 916688-1-1
[5BR-1C] Adapter Provides connections between DEEC harness 918352-1-1
Harness and tester.
Table 125. Equipment, Materials, and Compounds

Equipment, Material, or Compound Manufacturer
Electrical contact cleaner (ECC 100) Florachem International, 14666 N 74th St,
Scottsdale, AZ 85260
Freon (R-12) Commercially available
[5BR-2C, 5BR-1H] Synchronizer by-pass Honeywell International Inc., Distribution Center,
adapter cable (831059-1) Sales Administration, P.O. Box 29003, Phoenix,
AZ 85038-9003
[5BR-2C 5BR-1H] Synchronizer by-pass Honeywell International Inc., Distribution Center,
adapter cable (957202-1) (Alternate for Sales Administration, P.O. Box 29003, Phoenix,
synchronizer by-pass adapter cable AZ 85038-9003
(831059-1))
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Nov 30/06


17. A. If N1 and N2 rpm’s discrepancy (rollback, rollup, oscillate, fluctuate, surge, or are erratic)
does not repeat on ground, proceed to Step B. If N1 and N2 rpm’s discrepancy repeats on
ground, proceed as follows.
(1) Check control system in accordance with Paragraph 4, 5 or 6.
(2) If Step (1) exposes no faults, temporarily replace digital electronic engine control
(DEEC) with a known good DEEC and check for rpm discrepancy
(a) If discrepancy no longer occurs, replace original DEEC in accordance with Air-
craft Maintenance Manual.
(b) [5BR-2C, 5BR-1H] If discrepancy occurs, proceed to Step (3).
(c) [5BR-1C] If discrepancy occurs, proceed to Paragraph B.
(3) [5BR-2C, 5BR-1H] Disconnect DEEC wiring harness from APR/Synchronizer. Tempo-
rarily connect DEEC wiring harness to DEEC connector.
(a) If discrepancy no longer occurs, replace synchronizer in accordance with Aircraft

Maintenance Manual.
(b) If discrepancy occurs, proceed to Paragraph B.
Table 126. N1 RPM Deviation Component/Circuit Association

N1 RPM Deviation Probable Cause
Reduces to idle or below N2 monopole/Harness
Reduces to flight descent Power lever potentiometer takeoff tap/Harness
Up to 15% T2 sensor/Harness
[5BR-2C, 5BR-1H] Approximately 10% Synchronizer/Harness
8% to 10% Thermocouple Harnesses
Less than 10% DEEC/Engine Harness
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July 31/95


Table 127. N1 and N2 RPM’s Discrepancy Debrief Aircrew Form

(Rollback, Rollup, Oscillation, Fluctuation, Surge, or Erratic)
Aircraft Serial No. Engine Serial No. Date
Engine Position Engine Synchronizer Relationship (Master/Slave)
Cockpit Information Prior to RPM Discrepancy

Altitude Attitude Indicated Airspeed
Outside Air Temperature Weather Conditions Turbulence
N1 RPM N2 RPM ITT DEEC Power (On/Manual Mode)
[5BR-2C, 5BR-1H] Synchronizer Power (On/Off) Synchronizer Spool Selection (N1/N2)
What avionics equipment was in use?

Radar VHF Trans UHF Trans HF Trans
Transponder Auto Pilot Strobe Lights Other
NOTE: Static detected in radio equipment just prior to rpm discrepancy, may be an
indication of faulty airframe static wick or engine ground bonding connections.
Has same discrepancy occurred before? If yes, when?
Was any maintenance performed as a result? (Specify)
Aircrew Action Taken and Engine Response

[5BR-2C, 5BR-1H] Was synchronizer spool selection changed?
If yes, N1 rpm response.
[5BR-2C, 5BR-1H] Was synchronizer de-energized?
Was DEEC transferred manually to manual mode?

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Table 127. N1 and N2 RPM’s Discrepancy Debrief Aircrew Form

(Rollback, Rollup, Oscillation, Fluctuation, Surge, or Erratic) (Cont)
Additional aircrew action taken (describe).
N1 rpm response.
Was any static detected in radio equipment?
N1 and N2 RPM’s Discrepancy

NOTE: An engine surge is a compressor stall. An rpm or power surge is a deviation
from N1 power setting. Ensure correct term usage in aircrew’s description of
discrepancy. If discrepancy is a compressor stall, refer to Trouble Shooting,
Procedure 14.
Description (rollback, rollup, etc)
Percent N1 rpm deviation No. of engine(s) effected
NOTE: If answer to the following question is no, percent N1 rpm deviation information
will not be applicable to Table 126.
Was rpm deviation allowed to achieve it’s fullest extreme before any action was
taken?
After discrepancy occurred did N1 rpm-

return to original speed?
remain at deviated speed?
oscillate?
Did DEEC automatically transfer to manual mode?
If so, could DEEC be reset to auto mode?
Will discrepancy repeat on ground?
Additional discrepancy information

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July 31/95


17. B. If aircraft maintenance history reflects Steps B.(1) through B.(5) as having been recently
complied with, proceed to Step B.(6). If previous aircraft maintenance history does not reflect
Steps B.(1) through B.(5) as being recently complied with, proceed as follows.
NOTE: If 916688-1-1 tester is not available, perform the following using equip-
ment and procedures specified in Paragraph 5 or Paragraph 6.
(1) [5BR-1C, 5BR-2C] Check control system for intermittent faults using 916688-1-1
pre-installation tester.
(a) Connect tester to controls system.
1 Turn off power supply to digital electronic engine control (DEEC).
2 [5BR-1C] Disconnect harness plug from DEEC.
3 [5BR-2C] Disconnect harness plug from APR/Synchronizer.
4 Connect harness plug to tester.
(b) Conduct circuit checks.
1 Position DEEC switch to ON.
2 Press RESET on tester.
NOTE: Some installations may not be connected to 50% speed

switch relay or fuel enrich switch; therefore, to avoid con-
tinuous audible indication, remove indicator lamp on tester.
Any circuit may be inhibited in this manner without affect-
ing the rest of the test circuits.
3 A faulty circuit is indicated by the corresponding indicator lamp, which will

remain lit until RESET is pressed. An audible indication is also given while
fault exists or until ALERT switch is turned to OFF. Refer to Table 128 for
designation of circuits on tester panel.
4 Pushbutton switch at each lamp position may be used to induce a fault in

that circuit to provide a self-test for circuit detector and lamp. Press RESET
after testing.
NOTE: Audible indication is heard only while fault exists. An

intermittent problem may be isolated by flexing wire
bundles and connectors while listening for the audible fault
monitor. Indicator lamp for the faulty circuit will remain on.
5 Flex wire bundles and connectors while listening for audible fault monitor.
Should monitor sound, note harness and/or connector being flexed and
repair or replace as necessary.
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Table 128. 916688-1-1 Pre-Installation Tester Panel Circuit Designation

Tester Panel Marking Circuit Corrective Action*
NOTE: This table only contains references to circuits pertinent to Paragraph 17. For
complete test panel marking information refer to Table 109C.
T5 ITT Harness 13.
T2 Inlet Temperature Sensor 6.D.
P/L Power Lever Potentiometer 6.E.
N1 N1 Transducer 6.B.
N2 N2 Transducer 6.C.
T.M. Torque Motor 6.F
6.G.
*Refer to listed paragraph for trouble shooting procedure and corrective action for circuit which pre-
installation tester has indicated is faulty.
17. B. (1) (b) 6 [5BR-1C] Check DEEC J1 mating connector as follows.
a Remove lockwire and back connector nuts off two turns.
b Gently pull harness connector against connector nuts.
c If a faulty circuit is indicated by tester, connector has improper connec-

tions. Repair and/or replace as necessary.
d Continue to remove connector nuts and observe point at which a faulty

circuit is indicated by tester.
e Temporarily reinstall connector.

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July 31/95


WARNING: DO NOT USE FREON IN CLOSED AREA. VAPOR
INHALATION IS HARMFUL.
DO NOT ALLOW FREON TO CONTACT SKIN OR

EYES. WEAR PROTECTIVE CLOTHING AS NEC-
ESSARY.
NOTE: Do not cold pack J1 mating connector. An adequate

check is performed in Step 6.
17. B. (1) (b) 7 [5BR-2C] Check DEEC J1 mating connector and both synchronizer har-
ness connectors as follows.

d Continue to remove connector nuts and observe point at which faulty



ESSARY.
NOTE: Do not cold pack J1 mating connector or both synchroniz-

er harness connectors. An adequate check is performed
in Step 7.
8 With exception of connectors checked in Step 6 or 7, cold pack harness

connector backshells and P2T2 sensor using freon (R-12). Should monitor
sound, note connector or sensor being cold packed. Repair and/or replace
as necessary.
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July 31/95


17. B. (2) [5BR-1H] Check control system for intermittent faults using 916688-1-1 pre-installation
tester.
(a) Connect tester to controls system.
1 Turn off power supply to digital electronic engine control (DEEC).
2 Disconnect harness plug from synchronizer.
3 Connect harness plug to tester.
(b) Conduct circuit checks.
1 Position DEEC switch to ON.
2 Press RESET on tester.
NOTE: Some installations may not be connected to 50% speed

switch relay or fuel enrich switch; therefore, to avoid con-
tinuous audible indication, remove indicator lamp on tester.
Any circuit may be inhibited in this manner without affect-
ing the rest of the test circuits.
3 A faulty circuit is indicated by the corresponding indicator lamp, which will

remain lit until RESET is pressed. An audible indication is also given while
fault exists or until ALERT switch is turned to OFF. Refer to Table 128 for
designation of circuits on tester panel.
4 Pushbutton switch at each lamp position may be used to induce a fault in

that circuit to provide a self-test for circuit detector and lamp. Press RESET
after testing.
NOTE: Audible indication is heard only while fault exists. An

intermittent problem may be isolated by flexing wire
bundles and connectors while listening for the audible fault
monitor. Indicator lamp for the faulty circuit will remain on.
5 Flex wire bundles and connectors while listening for audible fault monitor.
Should monitor sound, note harness and/or connector being flexed and
repair or replace as necessary.
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July 31/95


17. B. (2) (b) 6 Check DEEC J1 mating connector and both synchronizer harness connec-
tors.

d Continue to remove connector nuts and observe point at which a faulty



ESSARY.
NOTE: Do not cold pack J1 mating connector or both synchroniz-

er harness connectors. An adequate check is performed in
Step 6.
7 With exception of connectors checked in previous step, cold pack harness

connector backshells and P2T2 sensor using freon (R-12). Should monitor
sound, note connector or sensor being cold packed. Repair and/or replace
as necessary.
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July 31/95


17. B. (3) Remove all harness connectors and check for the following.
(a) Bent and pushed back pins.
(b) Pushed back sockets.
(c) Corrosion and contamination.
(d) Proper alignment of pins/sockets with keyway on all 55 pin/socket connectors.

Check as follows. (See Figure 109.)
1 Check for witness marks on socket connector face that may indicate that
mating pins did not enter sockets properly.
2 Using a straight edge, check alignment of Pins/Sockets 1, 8, 14, 39 and 48

with center of keyway.
3 Pin alignment shall not deviate more than one half pin diameter from center
of keyway. Repair and/or replace as necessary.
(e) Proper alignment of pins/sockets with keyway of all connectors except 55 pin/
socket connectors.
(f) Proper alignment of mating connectors.
(g) Adequate pin retention on all female connector pins/sockets, except thermocou-
ple lead assembly connector. Check as follows.
1 Hold connector with socket end facing downward and insert appropriate size
pin, with 0.6 ounce weight attached, into pin socket.
2 Any pin socket not retaining pin with 0.6 ounce weight attached is not ac-
ceptable.
(h) Adequate pin retention on thermocouple lead assembly connectors. Check as

follows.
1 Hold connector with socket end facing downward and insert 0.039 inch
diameter pin, with 1 ounce weight attached, into pin socket.
2 Any pin socket not retaining pin with 1 ounce weight attached is not accept-
able.
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July 31/95


NOTE: This figure represents a typical female connector socket spiral. Male connector
pins spiral in opposite direction. However, reference pins remain the same.
55 Pin/Socket Connector, Pin/Socket to Keyway Alignment

Figure 109
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July 31/95


17. B. (4) Remove harness connector backshells in accordance with Aircraft Maintenance Manu-
al and perform the following.
(a) Check for corrosion, contamination, loose connections, cold solder joints, wire
whiskers at solder joints, excess solder, excess flux, etc.
(b) Repair or replace any faulty or questionable hardware.
(c) Clean all connectors and connections with electrical contact cleaner (ECC 100).
NOTE: Improper harness routing or insufficient harness length can cause

connector twisting, bending and misalignment.
(5) Reinstall connector backshells and connectors in accordance with Aircraft Maintenance
Manual. Ensure harness has sufficient freedom as to allow connectors to be properly
installed, placing no stress on connection.
(6) If Steps (1) through (5) expose no faults, or if Steps (1) through (5) have previously
been complied with and rpm discrepancy still exists, remove and replace DEEC in
accordance with Aircraft Maintenance Manual.
(7) [5BR-1H] If Steps (1) through (6) are complied with and rpm discrepancy reoccurs at a
later date, remove and replace synchronizer in accordance with Aircraft Maintenance
Manual.
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July 31/95


18. Fuel Manifold Assembly Pressure Check

(2 psi or less increments)
Pressure gage (two required) (0 to 1000 psig) Commercially available
A. Pressure Check
NOTE: In order to satisfy high quality operational standards, as well as ensur-

ing the accuracy of readings obtained during the test and calibration of
the equipment, it is recommended that all instrumentation and gages
used, be checked on a periodic basis against instrumentation and
gages of known accuracy.
(1) Remove plug and packing from control pneumatic (P3) pressure port on fuel control
(Figure 110) and install pressure gage (0 to 250 psig).
(2) Remove cap from tee in primary fuel line and install pressure gage (0 to 1000 psig).
(3) Remove cap from tee in secondary fuel line and install pressure gage (0 to 1000 psig).
WARNING: AREAS IN PROXIMITY OF ENGINE INLET OR EXHAUST ARE

EXTREMELY HAZARDOUS TO PERSONNEL. PERSONNEL
SHALL CLEAR THESE AREAS PRIOR TO OPERATING ENGINE
TO AVOID INJURY.
(5) Slowly advance power lever to obtain a cockpit fuel flow indication of approximately
1000 to 1200 PPH (approximately 80% N1), record on Table 130.
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Aug 23/02


Fuel Manifold Assembly Pressure Test Point

Figure 110
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July 31/95


Table 130. Fuel Manifold Assembly Pressure Test Worksheet

AIRCRAFT SERIAL NUMBER AIRCRAFT OPERATING HOURS
ENGINE SERIAL NUMBER ENGINE OPERATING HOURS
FUEL FLOW PPH SECONDARY PRESSURE PSIG
PRIMARY PRESSURE PSIG P3 PRESSURE PSIG
P3 PRESSURE PSIG DIFFERENTIAL PRESSURE PSID
DIFFERENTIAL PRESSURE PSID
ACCEPT REJECT ACCEPT REJECT
18. A. (6) Allow engine to stabilize for minimum of one minute; then record the following on Table
130.
(a) Primary fuel pressure from gage installed in Step (2).
(b) Secondary fuel pressure from gage installed in Step (3).
(c) Control pneumatic (P3) pressure from gage installed in Step (1).
(8) Subtract P3 pressure (recorded in Step (6)(c)) from primary fuel pressure (recorded in
Step (6)(a)). Record as primary differential pressure on Table 130.
(9) Subtract P3 pressure (recorded in Step (6)(c)) from secondary fuel pressure (recorded
in Step (6)(b)). Record as secondary differential pressure on Table 130.
(10) Enter graph on Figure 111 with fuel flow (recorded in Step (5)) and primary and second-
ary differential pressures (recorded in Steps (6)(a) and (6)(b)). Intersecting points shall
be in area left (ACCEPT) of both primary and secondary differential fuel pressure
curve.
(11) If intersecting points are in area right (REJECT) of either primary or secondary differen-
tial fuel pressure curve, replace fuel manifold assembly. Refer to 73-10-01.
(12) Remove pressure gage from control pneumatic (P3) pressure port of fuel control and
reinstall plug with new packing.
(13) Remove pressure gages from tees in primary and secondary fuel lines and reinstall
caps.
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July 31/95


Primary and Secondary Differential Fuel Pressure Limits

Figure 111
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July 31/95

See TR
19. Combustion Chamber Liner Borescope Inspection

A. Borescope Inspection of Combustion Chamber Liner
(1) Remove igniter plugs in accordance with 74-00-01.
(2) Inspect inside of combustion chamber liner through both igniter plug ports for cracks in
the No. 1 and No. 2 outer cooling skirts, No. 1 outer panel, and the dome. Cracks are
not acceptable.
(3) If No. 1 and No. 2 outer cooling skirts, No. 1 outer panel, and the dome cannot be
completely inspected in Step (2), perform the following.
(a) Remove fuel manifold in accordance with 73-10-01.
(b) Inspect for cracks through the fuel manifold ports, as necessary to complete the
inspection of the No. 1 and No. 2 outer cooling skirts, No. 1 outer panel, and the
dome. Cracks are not acceptable.
(4) If cracks are evident in Step (2) or (3), replace combustion chamber liner in accordance
with 72-40-02.
20. Impending Fuel Filter By-Pass Indication Check
NOTE: Fuel system contamination may be indicated by a cockpit engine impending

fuel filter by-pass warning indicator illuminated by a signal sent from the
differential pressure indicator, an impending by-pass indication of the fuel
pump mounted mechanical fuel filter by-pass indicator, and/or by debris
evident at inspection of fuel filter during required engine inspections. In
addition, fuel system contamination may be evident when fuel passages or
cavities are opened as a result of any maintenance action performed on the
engine or may be suspected as a result of the failure of any fuel wetted
Perform the following procedures if an impending fuel filter by-pass

indication is observed.
A. Remove and Inspect Engine Fuel Filter for Contamination

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May 11/07



REVISION 11, DATED 11 MAY 2007. INSERT FACING 72-00-00, PAGE 198.52. THIS TR IS
Reason: To clarify the impending fuel filter by-pass indication check.
The NOTE following Paragraph 20 is changed as follows:
NOTE: Fuel system contamination may be indicated by a cockpit engine impending

fuel filter by-pass warning indicator illuminated by a signal sent from the
differential pressure indicator, an impending by-pass indication of the fuel
pump mounted mechanical fuel filter by-pass indicator, and/or by debris
evident at inspection of fuel filter during required engine inspections. In
addition, fuel system contamination may be evident when fuel passages or
cavities are opened as a result of any maintenance action performed on the
engine or may be suspected as a result of the failure of any fuel wetted
Some aircraft indication systems have dual functions, utilizing a single

indicator in the cockpit that combines the impending fuel filter by-pass and
high fuel temperature indications. Malfunction of the anti-ice valve in the
fuel pump may be evident by elevated temperatures of the fuel pump as-
sembly during engine operation and immediately after engine shutdown.
As the fuel heater utilizes engine oil for fuel heating, a malfunctioning fuel
pump anti-ice valve can result in elevated fuel temperatures that are
approximately the same as normal operating engine oil temperatures. Use
of an infrared type thermometer may be used on the fuel pump housing to
confirm. Refer to appropriate aircraft manuals for troubleshooting before
performing the fuel filter checks and ground runs.
Perform the following procedures if an impending fuel filter by-pass indica-

tion is observed.

UP833486
Page 1 of 1
09 Apr 2012

NOTE: Significant contamination is defined as visible debris impacted in the
engine fuel filter to a depth of greater than 50 percent.
20. A. (1) Remove engine fuel filter in accordance with 73-21-02 and inspect for significant
contamination.
(2) If removed filter contains significant contamination, determine and eliminate the source
of contamination. Refer to Paragraph B.
(3) If the removed filter does not contain significant contamination, determine cause for
impending fuel filter by-pass indication. Refer to Paragraph C.
B. Checks When Engine Fuel Filter is Significantly Contaminated
NOTE: The following laboratories are listed for reference only. Honeywell
does not “Approve” or “Authorize” any particular facility for fuel filter
analysis.
(1) Submit removed engine fuel filter to suitable laboratory for back flush and analysis of
debris.
Jet-Care International
3 Saddle Rd
Cedar Knoll, NJ 07927
Phone: (973) 292-9597
Spectro Oil AG
Rinaustrasse 452
CH-4303 Kaiseraugst, Switzerland
Phone: 41 (0) 61 815 90 20
(2) Determine source of fuel contamination and correct.
(3) Remove fuel control and inspect and clean fuel control fuel filter (inlet screen). Refer to
73-21-01.
(4) Install new (clean) fuel control fuel filter (inlet screen) and fuel control. Refer to
73-21-01.
NOTE: Ensure aircraft fuel supply has been inspected prior to engine
operation to prevent recontamination of fuel filter.
(5) Check fuel pump output pressure. Refer to 72-00-00, Testing.
(6) Perform fuel manifold pressure check. Refer to 72-00-00, Trouble Shooting.
(7) Perform normal engine start. Refer to applicable Aircraft Flight Manual and/or
applicable aircraft documents.
(8) Operate engine in accordance with applicable Aircraft Flight Manual and/or applicable
aircraft documents and ensure required N1 rpm for ambient conditions.
(9) Operate engine for a minimum of one (1) hour at medium to high power setting.
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May 11/07


20. B. (10) Remove engine fuel filter and visually inspect for debris.
(11) If engine fuel filter is not contaminated and impending fuel filter by-pass indication did
not return, release engine for return to service.
(12) If debris is present again after engine run, investigate aircraft fuel supply. Refer to
applicable aircraft documentation.
(13) If no debris is present after engine run, but the impending fuel filter by-pass indication
returned, reinstall engine fuel filter and perform impending fuel filter by-pass indicator
functional test. (Refer to 73-21-02.) Inspect indicator wiring harness (if applicable) in
accordance with the applicable Light Maintenance Manual reference.
NOTE: Significant contamination is defined as visible debris impacted in the engine

fuel filter to a depth of greater than 50 percent.
C. Checks When Engine Fuel Filter is Not Significantly Contaminated
(1) Install new (clean) engine fuel filter. Refer to 73-21-02.
(2) Perform normal engine start. Refer to applicable Aircraft Flight Manual and/or
applicable aircraft documents.
(3) Operate engine for a minimum of one (1) hour at medium to high power setting.
(4) If engine operation is normal and impending fuel filter by-pass indication does not
return, release engine for return to service.
(5) If impending fuel filter by-pass indication returns during the one (1) hour engine
operation AND no impending fuel filter by-pass indications are observed on adjacent
engine, accomplish the following.
(a) Remove and inspect engine fuel filter for debris. Refer to 73-21-02.
(b) If engine fuel filter appears free of contamination, reinstall engine fuel filter and
release engine for return to service for a maximum of 15 engine operating hours.
(c) Within 15 hours of engine operation accomplish the following.
1 Functionally test engine fuel filter impending fuel filter by-pass indicator.
(Refer to 73-21-02.) Inspect indicator wiring harness (if applicable) in
accordance with the applicable Light Maintenance Manual reference.
2 Remove and inspect engine fuel filter for contamination. Refer to 73-21-02.
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May 11/07


21. Schematics and Diagrams
This section of Trouble Shooting is to provide an area specifically for Schematics and Diagrams
and can be referred to throughout this publication.
Listed below are the applicable Schematics and Diagrams.
Schematic/Diagram Page No.
Oil System 198.55
[5BR-1C, 5BR-2C] Engine Fuel and Control System 198.57
[5BR-1C] Electrical System 198.61
[5BR-2C] Electrical System 198.65
[5BR-1H] Fuel and Control System 198.69
[5BR-1H] Electrical System 198.73

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UP833486
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Apr 22/05

UP833486
Oil System Schematic

Figure 112
72-00-00 Page 198.55

May 11/07


UP833486
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Apr 22/05

UP833486
[5BR-1C, 5BR-2C] Engine Fuel and Control System Schematic

Figure 113
72-00-00 Page 198.57

May 11/07


UP833486
72-00-00 Page 198.58

Apr 22/05


[5BR-1C, 5BR-2C] Engine Fuel and Control System Schematic

Figure 113.1
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Apr 22/05



UP833486
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Apr 22/05

UP833486
[5BR-1C] Electrical System Diagram

Figure 114
72-00-00 Page 198.61

May 11/07


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Apr 22/05



Figure 114.1
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Apr 22/05



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Apr 22/05

UP833486

Figure 115
72-00-00 Page 198.65

May 11/07


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Apr 22/05



INSERT PAGE 6 OF 9 THRU PAGE 7 OF 9 FACING 72-00-00, PAGE 198.67.
Reason: To change resistance values for N2 XDCR in Figure 115.1.
Figure 115.1 is changed as follows:
(FAA APPROVED)
72-00-00 Page 6 of 9
UP833486
22 Jul 2015


ENGINE COMPONENT RESISTANCES
CONNECTOR
MATING WITH
COMPONENT DEEC J1 FROM TO RESISTANCE
FROM TO
PIN PIN
J5-A J5-B 125 ±25 OHMS (SKURKA XDCR) AT 21 ±11°C (70 ±20°F)
N1 XDR F G 145 ±20 OHMS (HONEYWELL XDCR) AT 21 ±11°C (70
J5-C J5-D ±20°F)
J4-A J4-B RESISTANCE SHALL BE WITHIN THE LIMITS SHOWN IN
N2 XDCR H J
J4-C J4-D 77-10-05, INSPECTION/CHECK, STEP 2.A.(3).
INLET TEMP SENSOR K L J8-A J8-B 554 OHMS AT 27°C (80°F)
0 TO 1000 OHMS (IDLE)
POWER LEVER POT U HH J6-3 J6-4
17K TO 23K OHMS (MAX)
d c J7-A J7-B
TORQUE MOTOR 200 TO 260 OHMS (MATCHED WITHIN 10 OHMS)
n m J7-C J7-D
SURGE VALVE SOL A B C J17-A J17-B
40 ±5 OHMS
CONTROLLER SOL B R S J16-A J16-B
MANUAL MODE SOLENOID P T J6-7 J6-8 45 ±5 OHMS
OVERSPEED SOLENOID A DD J6-1 J6-2 45 ±5 OHMS
COMPLETE THERMOCOUPLE
a b 3 TO 50 OHMS AT 21 ±11°C (70 ±20°F)
CIRCUIT
J1-A J1-D
THERMOCOUPLE HARNESS 8.0 OHMS MAXIMUM AT 21 ±11°C (70 ±20°F)
J1-B J1-C
J3-1
P1-A
ALUM
P1-B J2-1
THERMOCOUPLE LEAD ASSEMBLY 8.0 OHMS MAXIMUM AT 21 ±11°C (70 ±20°F)
P1-C J2-2
J3-2
P1-D
CHROM
NOTES:
1 GROUND SHIELDS TO CONNECTOR CABLE CLAMPS.
2 GROUND INNER SHIELDS AND OUTER SHIELDS TO ADAPTER ON CONNECTOR.
3 FASTEN OUTER SHIELD UNDER CABLE CLAMP.
4 DEEC WIRING HARNESS IS NOT A COMPONENT OF ENGINE.
 CUSTOMER CONNECTION.
(FAA APPROVED)
72-00-00 Page 7 of 9
UP833486
22 Jul 2015
See TR

CONNECTOR
MATING WITH
DEEC J1
COMPONENT FROM TO RESISTANCE
FROM TO
PIN PIN
N1 XDR F G 145 ±20 OHMS (HONEYWELL XDCR) AT 21 ±11°C (70
J5-C J5-D ±20°F)
J4-A J4-B
N2 XDCR H J 800 TO 1300 OHMS AT 21 ±11°C (70 ±20°F)
J4-C J4-D
INLET TEMP SENSOR K L J8-A J8-B 554 OHMS AT 27°C (80°F)

POWER LEVER POT U HH J6-3 J6-4
d c J7-A J7-B
n m J7-C J7-D
SOL A B C J17-A J17-B

SURGE VALVE
CONTROLLER 40 ±5 OHMS
SOL B R S J16-A J16-B
MANUAL MODE SOLENOID P T J6-7 J6-8 45 ±5 OHMS
OVERSPEED SOLENOID A DD J6-1 J6-2 45 ±5 OHMS
CIRCUIT
a b 3 TO 50 OHMS AT 21 ±11°C (70 ±20°F)
J1-A J1-D
J1-B J1-C
J3-1
P1-A
ALUM
P1-B J2-1
P1-C J2-2
J3-2
P1-D
CHROM
NOTES:
2 GROUND INNER SHIELDS AND OUTER SHIELDS TO ADAPTER ON CONNECTOR.
3 FASTEN OUTER SHIELD UNDER CABLE CLAMP.
H CUSTOMER CONNECTION.

Figure 115.1
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[5BR-1H] Engine Fuel and Control System Schematic

Figure 116
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May 11/07


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[5BR-1H] Engine Fuel and Control System Schematic

Figure 116.1
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[5BR-1H] Electrical System Diagram

Figure 117
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Figure 117.1
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INSERT PAGE 8 OF 9 THRU PAGE 9 OF 9 FACING 72-00-00, PAGE 198.77.
Reason: To change resistance values for N2 XDCR in Figure 117.2.
(FAA APPROVED)
72-00-00 Page 8 of 9
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CONNECTOR
P23
FROM TO
PIN PIN
N1 XDR 6 7 145 ±20 OHMS (HONEYWELL XDCR) AT 21 ±11°C (70
J8-C J8-D ±20°F)
J5-A J5-B RESISTANCE SHALL BE WITHIN THE LIMITS SHOWN IN
N2 XDCR 8 9
J5-C J5-D 77-10-05, INSPECTION/CHECK, STEP 2.A.(3).
INLET TEMP SENSOR 10 11 J4-A J4-B 554 OHMS AT 27°C (80°F)
POWER LEVER POT 17 18 J6-3 J6-4
24 25 J7-A J7-B
26 27 J7-C J7-D
SURGE VALVE SOL A 3 49 J11-A J11-B
40 ±5 OHMS
CONTROLLER SOL B 15 16 J10-A J10-B
MANUAL MODE SOLENOID 35 55 J6-7 J6-8 45 ±5 OHMS
OVERSPEED SOLENOID 1 2 J6-1 J6-2 45 ±5 OHMS
33 34 3 TO 50 OHMS AT 21 ±11°C (70 ±20°F)
CIRCUIT
J1-A J1-D
J1-B J1-C
P3-1
P1-A
ALUM
P1-B P2-1
P1-C P2-2
P3-2
P1-D
CHROM
NOTES:
3 CIRCUIT RUNS THROUGH APR UNIT.
 CUSTOMER FURNISHED.
(FAA APPROVED)
72-00-00 Page 9 of 9
UP833486
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CONNECTOR
P23
FROM TO
PIN PIN
N1 XDR 6 7 145 ±20 OHMS (HONEYWELL XDCR) AT 21 ±11°C (70
J8-C J8-D ±20°F)
J5-A J5-B
N2 XDCR 8 9 800 TO 1300 OHMS AT 21 ±11°C (70 ±20°F)
J5-C J5-D
INLET TEMP SENSOR 10 11 J4-A J4-B 554 OHMS AT 27°C (80°F)

POWER LEVER POT 17 18 J6-3 J6-4
24 25 J7-A J7-B
26 27 J7-C J7-D
SOL A 3 49 J11-A J11-B

SURGE VALVE
CONTROLLER 40 ±5 OHMS
SOL B 15 16 J10-A J10-B
MANUAL MODE SOLENOID 35 55 J6-7 J6-8 45 ±5 OHMS
OVERSPEED SOLENOID 1 2 J6-1 J6-2 45 ±5 OHMS
CIRCUIT
33 34 3 TO 50 OHMS AT 21 ±11°C (70 ±20°F)
J1-A J1-D
J1-B J1-C
P3-1
P1-A
ALUM
P1-B P2-1
P1-C P2-2
P3-2
P1-D
CHROM
NOTES:
3 CIRCUIT RUNS THROUGH APR UNIT.
Y CUSTOMER FURNISHED.

Figure 117.2
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INSERT PAGE 2 OF 33 FACING 72-CONTENTS, SERVICING, PAGE 1.
Reason: To update table of contents for Preservation.
Paragraph title for Preservation and paragraph titles and page numbers under Preservation are changed as
follows:
CHAPTER/
SECTION/
ENGINE 72-00-00
SERVICING
Engine Storage Requirements TR 3
General TR 4
Set-up Data TR 5
Procedure TR 7
Method 1: Uninstalled engine in unsealed packing, TR 10
unpreserved, and engine stored in a controlled environment
for up to 60 days
Method 2: Uninstalled engine in sealed package, fuel TR 13
system preserved, and stored in a controlled environment for
up to 2 years
Method 3: Uninstalled engine in a sealed and pressurized TR 18
container, fuel system preserved, and stored in a controlled
or uncontrolled environment for indefinite time
Method 4: Installed engine, engine is operable, and stored in TR 21
a controlled or uncontrolled environment for indefinite time.
Method 5: Installed engine, engine not operable, fuel system TR 24
preserved, stored in a controlled or uncontrolled environment
for up to 2 years
Engine Preservation Instructions (For Shipment) TR 29
If Aircraft is Operated in a Salt Atmosphere or On Air Strips 306
Treated With Salt
If Aircraft is Operated Over Saltwater Below 4000 Feet for More 307
Than 30 Minutes, Perform Compressor Rinse
SERVICING
72-CONTENTS (FAA APPROVED)
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CHAPTER 72 − SERVICING
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
SERVICING 301
Depreservation 301
Engine Depreservation Instructions 301
Preservation 303
Installed Engine Preservation Instructions
(6 Months or Less) 303
Installed Engine Preservation Instructions
(More Than 6 Months) 304
Engine Preservation Instructions
(Engine Removed from Aircraft) 305
If Aircraft is Not Sheltered During Extreme Wet Conditions 306
If Aircraft is Operated in a Salt Atmosphere or On Air
Strips Treated With Salt 306
If Aircraft is Operated Over Saltwater Below 4000 Feet for
More Than 30 Minutes, Perform Compressor Rinse 307
Periodic Servicing Requirements 310
Oil Servicing 311
Approved Engine Fuels 315
Compressor Liquid Cleaning Procedure (Compressor Wash) 315
Oil System Flush 322
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GENERAL − SERVICING
1. Depreservation
Table 301. Approved Engine Oils

Oil Brand and Trade Name
CAUTION: [POST SB TFE731-72-3597 OR POST SB TFE731-72-3662] MOBIL JET

OIL 254 AND BP/EXXON TURBO OIL 2197 ARE THE ONLY RECOM-
MENDED ENGINE OILS AND CAN BE MIXED TOGETHER IF NECES-
SARY.
NOTE: [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3662] The listed brands of
engine oil may be mixed if necessary.
Aeroshell/Royco Turbine Oil 500 (Type II)
Aeroshell/Royco Turbine Oil 560 (Type II)
BP/Exxon Turbo Oil 2197 (Type II)
BP/Exxon Turbo Oil 2380 (Type II)
Castrol Aero 5000 (Type II)
Mobil Jet Oil II (Type II)
Mobil Jet Oil 254 (Type II)
A. Engine Depreservation Instructions
(1) Fill oil tank assembly to operating level with specified oil (Table 301), observing proce-
dures given in Oil Servicing.
(2) Attach an overboard line to the fuel pump discharge pressure tap on fuel control.
(3) Ensure that ignition system is de-energized, then turn on aircraft boost pump.
(4) Allow aircraft fuel boost pump to run until a steady stream of fuel is observed coming
from the fuel pump discharge pressure port line.
(5) Turn off aircraft boost pump.
(a) If steady stream of fuel is not observed coming from the fuel pump discharge
pressure port line, turn off aircraft boost pump and perform Step (6).
(b) If steady stream of fuel flowed from the fuel pump discharge pressure port line,
proceed to Step (7).
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1. A. (6) Motor engine momentarily to reposition fuel pump drive shaft, and repeat Steps (4) and
(5).
(7) Remove line from discharge pressure port and reinstall plug with new packing in port.
(8) Disconnect fuel line at primary discharge port of flow divider valve and connect a line to
drain overboard.
CAUTION: DO NOT EXCEED MANUFACTURER’S RECOMMENDED DUTY

CYCLE FOR STARTER-GENERATOR.
(9) Ensure that ignition system is de-energized. Turn on aircraft boost pump. Advance
power lever to idle position. Motor engine with starter-generator until fuel only flows
from overboard drain line.
(10) Stop motoring engine. Turn off aircraft boost pump. Disconnect overboard drain line
and reconnect line to primary discharge port of flow divider valve.
WARNING: AREAS IN PROXIMITY OF ENGINE INLET AND EXHAUST ARE

EXTREMELY HAZARDOUS TO PERSONNEL WHEN ENGINES
ARE OPERATING. PERSONNEL SHALL CLEAR THESE AREAS
DURING ENGINE START AND OPERATION TO AVOID INJURY.

ENGINE SHALL NOT BE OPERATED UNLESS THE FULL CON-
FIGURATION OF EXHAUST DUCTS IS INSTALLED.

NOTE: A mixer nozzle must be installed on engine prior to start. Mixer nozzles
ate aircraft document. Operate engine for approximately three minutes at idle speed
and perform normal engine shutdown. Inspect all lubrication lines and fuel lines and
their connection points for any evidence of oil or fuel leakage. Pay particular attention
to previously disconnected fuel lines.
(12) Refer to Inspection/Check, Routine Periodic Inspection for fuel filter element and oil
filter element inspection requirements.
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Reason: To add engine storage requirements and change preservation requirements.
Paragraph 2 thru Step 2.A.(3) are changed as follows:
2. Engine Storage Requirements

Approved engine oil Commercially available

Barrier material (MIL-PRF-121) Commercially available
Barrier material (MIL-PRF-131, Type I, Class III) Commercially available
Corrosion-preventive compound (Braycote 153) Air BP Lubricants Div, Maple Plaza II, 1N, 6
(MIL-PRF-16173, Class 1, Grade 3) Campus Dr, Parsippany, NJ 07054-4406
(Alternate for corrosion-preventive compound
(CRC 3-36, MIL-PRF-81309, Type III))
Corrosion-preventive compound (CRC 3-36, CRC Industries Inc, 885 Louis Dr, Warminster, PA
MIL-PRF-81309, Type III) 18974-2869
Desiccant (MIL-D-3464, Type I) Commercially available
Grease (Aeroshell No. 17) (MIL-G-21164C) Shell Oil Co, Aviation Sales Div, P.O. Box 910,
Louisiana St, Houston, TX 77252-2463
Humidity indicator card (MX-56789) AGM Container Controls Inc, 3526 E Fort Lowell
Rd, Tucson, AZ 85716-1705
Humidity indicator plug (TA356-40) (SAE AS26860) AGM Container Controls Inc, 3526 E Fort Lowell
Rd, Tucson, AZ 85716-1705
Mineral base oil (Grade 1010) (MIL-PRF-6081) Commercially available
Oil (Univolt 60 Preservative) (Alternate for mineral Exxon Co, USA, P.O. Box 4803, 600 Jefferson St,
base oil (Grade 1010) (MIL-PRF-6081) Houston, TX 77210-4803
Sealer (Metric Model HS-B) Doboy Inc, 869 S Knowles Ave, New Richmond, WI
54017-1745
Warning tag (Tag S8145-15A) Honeywell International Inc., Distribution Center,
1944 E Sky Harbor Circle, Phoenix, AZ 85034-3440
(FAA APPROVED)
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A. General
(1) Use these general procedures for preservation, storage and re-activation of the
engine.
(2) Engines cannot be preserved and placed into storage indefinitely (either on or off-
wing) without follow-up actions. Proper preservation requires planning, preparation,
active monitoring, and recurring activities to make sure that the stored asset(s) is
safely returned to service.
(3) Engines received from the manufacturer have been preserved prior to shipment.
Preservation is good for 2 years. Preservation validation requirements for engines
preserved by the manufacturer shall be as stated in Method 4, Step 2.C.(5)(a)5.
(FAA APPROVED)
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2. Preservation

Barrier material (MIL-PRF-121) Commercially available
Barrier material (MIL-PRF-131, Type I, Class III) Commercially available
Desiccant (MIL-D-3464, Type I) Commercially available
Humidity indicator card (MX-56789) AGM Container Controls Inc, P.O. Box 40020,
3526 E Fort Lowell, Tucson, AZ 85717-0020
Humidity indicator plug (Type II) Commercially available
(SAE-AS 26860) or (HUM 2156)
Mineral base oil (Grade 1010) (MIL-PRF-6081) Commercially available
(Alternate for Oil (Univolt 60 Preservative))
Oil (Univolt 60 Preservative) Exxon Co, USA, P.O. Box 4803, 600 Jefferson St,
Houston, TX 77210-4803
Sealer (Metric Model HS-B) Doboy Inc, 869 S Knowles Ave, New Richmond,
WI 54017-1745
A. Installed Engine Preservation Instructions (6 Months or Less)
WARNING: MOST PRESERVATIVE SOLUTIONS ARE FLAMMABLE AND

SHOULD NOT BE USED EXCESSIVELY NOR APPLIED TO A
HOT ENGINE. ALLOW ENGINE TO COOL FOR A MINIMUM OF
10 MINUTES BEFORE USING PRESERVATIVE MATERIAL ON
ANY PART OF THE ENGINE.
(1) Allow engine to cool.
(2) Inspect engine to assure that inlet area is clean and dry.
CAUTION: AIRCRAFT INLET AND TAILPIPE PLUGS FOR ENGINE SHALL

BE INSTALLED PRIOR TO WASHING THE AIRCRAFT OR IF
AIRCRAFT IS TO BE PARKED UNSHELTERED WHEN NOT IN
SERVICE. TO MINIMIZE OR PREVENT CORROSION, WATER
OR CLEANING SOLUTION SHALL NOT BE PERMITTED TO
ENTER THE ENGINE INLET AREA.
(3) Install inlet and tailpipe plugs.

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CYCLE FOR STARTER.
2. A. (4) Every 4 weeks with inlet and tailpipe plugs removed, motor engine with starter suffi-
ciently to achieve N1 rotation, observing manufacturers recommended duty cycle for
starter.
(5) Repeat Steps (2) and (3).
(6) It is recommended that digital electronic engine control (76-10-02) be placed in air-tight
bag containing desiccant for storage.
B. Installed Engine Preservation Instructions (More Than 6 Months)
CAUTION: THE COMPRESSOR SECTION SHALL NOT BE SPRAYED WITH

ANY CORROSION-PREVENTIVE COMPOUND. NO HYDRO-
CARBONS OR OILS, INCLUDING DE-ICING/ANTI-ICE FLUID,
SHALL EVER BE SPRAYED INTO AN ENGINE INLET, EXHAUST,
SCOOPS, VENTS, AND DRAINS DURING ENGINE OPERATION.
UNCONTROLLED COMBUSTION COULD BE A POSSIBLE RE-
SULT. AVOID OPERATING ENGINE DURING AIRCRAFT DE-
ICING.
(1) Disconnect fuel control discharge line between oil temperature regulator (fuel/oil cooler)
and fuel control and connect a line to the fuel control discharge port to drain overboard.
(2) Disconnect fuel supply line at inlet connection on fuel pump and connect supply of oil.
Supply oil under 2 to 5 pounds per square-inch pressure.

CYCLE FOR STARTER-GENERATOR.
(3) De-energize ignition system. Advance power lever to idle position. Motor fuel control
until clean oil flows from overboard drain line. Fuel control may be motored by motor-
ing engine, observing motoring procedures established by the particular installation.
(4) Stop motoring engine, disconnect oil supply lines from fuel inlet port on fuel pump and
cap inlet port. Allow residual oil to drain from fuel control and lines, then disconnect
overboard drain line and reconnect fuel line between fuel control and fuel/oil cooler.
NOTE: Use of corrosion-preventive compound in the engine lubrication sys-

tem for preservation is not required. Specified engine lubricating oil is
a satisfactory corrosion preventive.
(5) Wipe all fuel and oil from engine. Secure warning tags to engine and as required to
indicate preservation procedures have been performed and that engine shall not be
operated except as noted until depreservation procedures are performed. Maintain
engine motoring record indicating engine shall be motored every four weeks.
(6) Install inlet and tailpipe plugs.

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CAUTION thru Step 2.B.(6) are changed and Figure 301 is added as follows:
NOTE: CAUTION thru Step 2.A.(6) are deleted.
B. Set-up Data
CAUTION: DELETED.
(1) Refer to Table 302 for equipment and materials needed for engine storage
requirements.
(2) Equivalent alternative equipment and materials may be used.
CAUTION: DELETED.
(3) All engines should be tracked for preservation state. See Figure 301 for example
tracking log.
NOTE: Steps (4) thru (6) are deleted.
(FAA APPROVED)
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Engine Preservation and Storage Log

Figure 301
(FAA APPROVED)
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CAUTION thru Step 2.C.(8) are changed and Figure 301A is added as follows:
NOTE: CAUTION and Steps 2.B.(7) and (8) are deleted.
CAUTION: DELETED.
C. Procedure
(1) Set-up.
(a) The following is a summary of approved engine storage methods. (See Figure
301A.)
1 Method 1: Uninstalled engine in an unsealed packing stored in a

controlled environment for up to 60 days. Refer to Step C.(2).
2 Method 2: Uninstalled engine in sealed packing stored in a controlled

environment for up to 2 years. Refer to Step C.(3).
3 Method 3: Uninstalled engine in a sealed/pressurized packing in a

controlled or uncontrolled environment for indefinite time. Refer to
Step C.(4).
4 Method 4: Installed engine stored in an uncontrolled environment for

indefinite time. Refer to Step C.(5).
5 Method 5: Installed engine stored in an uncontrolled environment for

up to 2 years. Refer to Step C.(6).
(b) Situations may arise where engines are not stored using one of these
approved methods and are not properly protected relative to their environment
(non-compliance). Such engines are not considered preserved.
(FAA APPROVED)
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Preservation Flowchart
Figure 301A
(FAA APPROVED)
72-00-00 Page 8 of 33
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(c) Definition of terms.
1 Preservation - actions taken to prevent degradation of the engine

while not in active service.
2 Re-activation for return to service - actions taken at the end of a period

of preservation that are required to return the engine to service.
3 Required action for continued storage - actions taken at the end of a

period of preservation that are required to extend the storage.
4 Non-compliance - an engine that has been stored and has not been
preserved in accordance with manual requirements, or alternatively,
an engine whose compliance with manual requirements has been
compromised. For example, a preserved and sealed engine is
unsealed but engine re-activation or re-preservation procedures are
not performed.
5 Corrective actions - actions required for non-compliance engines prior

to the engine being returned to service or placed in a state of
preservation. If the engine is only partially in ‘non-compliance’ (for
example, the oil system is preserved but the fuel system is not) the
corrective actions may be taken for only the systems that are not in
compliance.
6 Controlled environment - a storage facility, such as a hangar, that

protects the engine from the weather elements, such as rain, snow,
salt spray, and dust storms.
7 Sealed packing - condition where engine and desiccant are placed

into air tight barrier material (MIL-PRF-131, Type I, Class III), and air is
evacuated from the barrier material (MIL-PRF-131, Type I, Class III),
and the barrier material (MIL-PRF-131, Type I, Class III) is sealed to
protect the engine from environmental humidity and dust. Engine is
then (typically) placed into a cushioned container, suitable for
shipping.
8 Un-sealed packing - condition where an engine is placed in an

unsealed and unpressurized container without the use of sealed
barrier material (MIL-PRF-131, Type I, Class III) and desiccant,
leaving the engine exposed to environmental humidity and/or dust.
9 Line replaceable unit (LRU) - for the purposes of this instruction,

includes the oil pump, fuel pump, fuel control, accessory gearbox
assembly, and transfer gearbox assemblies.
10 Fuel system component - for the purposes of this instruction, includes

the fuel pump, fuel control, fuel flow divider, fuel manifold assembly,
fuel/oil cooler, fuel heater, and motive flow fuel pump (as applicable).
(FAA APPROVED)
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CAUTION: DO NOT EXCEED 60 DAYS OF STORAGE USING THIS METHOD.
(2) Method 1: Uninstalled engine in unsealed packing, unpreserved, and engine stored in
a controlled environment for up to 60 days.
(a) Initial preservation requirements.
1 Oil system.
a Check oil level and service if necessary.
b Prior to placing engine in storage, start and run engine for a

minimum of 10 minutes at or above idle after normal operating
temperature is achieved to reduce the moisture content of the
oil, and to ensure coverage of all oil wetted internal engine
components with oil.
c Drain engine oil from oil tank as soon as possible after engine
shutdown while oil is still hot.
d Remove and inspect oil filter element and chip detector. If

there is evidence of contamination, perform corrective action
as indicated. Install new oil filter.
e Oil system preservation not required.
2 Fuel system.
Fuel system preservation not required.
3 Engine openings.
a Install engine inlet and exhaust covers. If covers are not

available, seal inlet and exhaust openings with barrier material
(MIL-PRF-121) and secure with tape.
b Visually check entire engine. Plug all holes, cap all ports, and
be sure that all external parts are complete and secure.
4 Record date of preservation on engine historical record.
CAUTION: DO NOT EXCEED 60 DAYS OF STORAGE IN THIS MANNER.
(b) Preservation validation requirements for continued storage.
1 At or before 60 days of storage, perform one of the following actions.
a Re-activate engine and return to service.
(FAA APPROVED)
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b If additional time in storage is required, perform the following
actions.
Send fuel sample for laboratory analysis for fungal growth.

Samples may be sent to the following facility:
Lab One Inc.

101 W Mohave
Phoenix, AZ 85003
c If fungal growth is found, replace or overhaul all fuel system

components.
d If no evidence of fungal growth is found, no fuel system

corrective actions are required.
e Perform preservation action in accordance with Method 2, 3,

4, or 5 (as applicable). Re-accomplishment of Method 1 is not
an acceptable method to extend engine storage beyond 60
days.
(c) Re-activation for return to service.
1 Engine openings.
Remove engine covers and sealing caps and plugs.
2 Oil system.
Service oil system (as required) in accordance with 72-00-00,

Servicing.
3 Fuel system.
a If engine was operated within the previous 30 days, no fuel

system re-activation actions are required.
b If engine was not operated within the previous 30 days, send

fuel sample for laboratory analysis for fungal growth. Samples
may be sent to the following facility:
Lab One Inc.

101 W Mohave
Phoenix, AZ 85003
c If fungal growth is found, replace or overhaul all fuel system

components.
d If no evidence of fungal growth is found, no further fuel system

re-activation actions are required.
(FAA APPROVED)
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4 Tests and checks.
a Perform any checks required due to other actions taken during

period of inactivity.
b Start and operate engine to achieve minimum oil temperature

required for dispatch.
c Remove and inspect oil filter element and chip detector. If

as indicated. Reinstall or replace oil filter, as applicable.
5 After return to service, inspect chip detectors and perform SOAP

analysis on oil after the engine has operated between 25 and 30
operating hours.
(d) Corrective action for non-compliance.
1 Openings.
Inspect openings for obvious damage or evidence of contamination/

foreign objects and perform any corrective action indicated.
2 Oil system.
a If the engine was not operated for more than 180 days,
disassemble engine to inspect all internal bearings, gears, and
housings for corrosion in accordance with 72-00-02 through
79-30-01 and Heavy Maintenance Manual requirements. All
bearings that fail inspection are to be scrapped and replaced
with serviceable bearings.
b If the engine was operated within the last 180 days, submit
SOAP sample using oil obtained from transfer or accessory
gearbox. Do not operate engine prior to submitting sample.
Request water content evaluation with SOAP samples.
i. If water content of oil sample is 1000 ppm or greater,

disassemble engine to inspect all internal bearings,
gears, and housings for corrosion in accordance with
72-00-02 through 79-30-01 and Heavy Maintenance
Manual requirements. All bearings that fail
inspection are to be scrapped and replaced with
serviceable bearings.
ii. If water content of oil sample is less than 1000 ppm,
no oil system corrective actions are required.
(FAA APPROVED)
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3 Fuel system.
a Send fuel sample for laboratory analysis for fungal growth.

Lab One Inc.

101 W Mohave
Phoenix, AZ 85003
b If fungal growth is found, replace or overhaul all fuel system

components.
c If no evidence of fungal growth is found, no fuel system

4 After corrective actions have been completed, perform one of the

following actions.
a Reactivate engine and return to service.
b If additional time in storage is required, preserve engine in

accordance with Method 2, 3, 4, or 5 (as applicable). If engine
was operated as part of corrective actions for non-compliance,
engine may be preserved in accordance with Method 1.
(3) Method 2: Uninstalled engine in sealed package, fuel system preserved, and stored in
a controlled environment for up to 2 years.
1 Oil system.


(FAA APPROVED)
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2 Fuel system.
a Disconnect electrical power supply to exciters to prevent

accidental engine start.
b Connect mineral base oil (Grade 1010) (MIL-PRF-6081)

supply to engine fuel inlet fitting.
c Motor engine with power lever at maximum and pump a

minimum of 1 gallon of mineral base oil (Grade 1010)
(MIL-PRF-6081) through the fuel system.
d Re-connect electrical power to exciters.
e Cap fuel inlet fitting.
3 Engine openings.

c Wrap engine in barrier material (MIL-PRF-121).
d Place engine in barrier material (MIL-PRF-131, Type I, Class

III) with four bags of desiccant (MIL-D-3464, Type I) and two
humidity indicator cards (MX-56789).
e Install humidity indicator plug (TA356-40) (SAE AS26860) on

barrier material (MIL-PRF-131, Type I, Class III).
f Seal barrier material (MIL-PRF-131, Type I, Class III) seam

using sealer (Metric Model HS-B).
g Cut bag, insert vacuum line, and evacuate bag until snug.
h Remove vacuum bag and seal barrier material (MIL-PRF-131,

Type I, Class III) seam using sealer (Metric Model HS-B).
4 Secure warning tag. Record date of preservation on engine historical

record.
(FAA APPROVED)
72-00-00 Page 14 of 33
UP833486
15 Dec 2014



CAUTION: DO NOT EXCEED 30 DAYS WITHOUT VALIDATING
PRESERVATION INTEGRITY.
1 Re-validate sealed package integrity every 30 days. Visually check

the sealed package integrity and verify the condition of the humidity
indicators. Refer to Step 2.C.(3)(d), corrective action for non-
compliance, if humidity indicator cards or plug are unacceptable.
2 At or before 2 years of storage, perform one of the following actions.
b If additional time in storage is required, perform the following

actions.
i. Start and run engine for a minimum of 10 minutes at

or above idle after normal operating oil temperature is
achieved, in order to reduce the moisture content of
the oil and to insure coverage of all internal oil wetted
engine components with oil. Preserve engine in
accordance with Method 1, 2, 3, 4, or 5 (as
applicable).
1 Engine openings.
a Remove engine from barrier material (MIL-PRF-131, Type I,

Class III). Remove and discard desiccant. Verify that
humidity is within limits before discarding humidity indicator
cards and plug. Refer to Step 2.C.(3)(d), corrective action for
non-compliance, if humidity indicator cards or plug are
unacceptable.
b Remove engine covers and sealing caps and plugs.
2 Oil system.

Servicing.
(FAA APPROVED)
72-00-00 Page 15 of 33
UP833486
15 Dec 2014



3 Fuel system.

b Accomplish engine depreservation instructions in accordance

with 72-00-00, Servicing.
CAUTION: DISPOSE OF ALL FLAMMABLE AND/OR TOXIC

COMPOUNDS IN ACCORDANCE WITH STATE AND
LOCAL LAWS AND REGULATIONS.
c Re-connect electrical power to exciters.
4 Tests and checks.
a Perform any checks required due to other actions taken during

period of inactivity.
b Start and operate engine to achieve minimum oil temperature



operating hours.
1 Openings.

2 Oil system.
(FAA APPROVED)
72-00-00 Page 16 of 33
UP833486
15 Dec 2014




Manual requirements. All bearings that fail inspection
are to be scrapped and replaced with serviceable
bearings.
ii. If the water content of oil sample is less than 1000
ppm, no additional oil system corrective actions are
required.
3 Fuel system.

Lab One Inc.

101 W Mohave
Phoenix, AZ 85003

components.
c If no evidence of fungal growth is found, no further fuel system


following actions.

accordance with Method 2, 3, 4, or 5 (as applicable). If engine
was operated as part of corrective actions for non-compliance,
engine may be preserved in accordance with Method 1.
(FAA APPROVED)
72-00-00 Page 17 of 33
UP833486
15 Dec 2014



(4) Method 3: Uninstalled engine in a sealed and pressurized container, fuel system
preserved, and stored in a controlled or uncontrolled environment for indefinite time.
1 Oil system.

minimum of 10 minutes at or above after normal operating

2 Fuel system.



3 Engine openings.
a Remove engine from aircraft in accordance with Aircraft

Maintenance Manual.
b Install engine inlet and exhaust covers. If covers are not

(FAA APPROVED)
72-00-00 Page 18 of 33
UP833486
15 Dec 2014



c Visually check entire engine. Plug all holes, cap all ports, and
d Place engine in sealable container. Pressurize container at

reduced oxygen levels in accordance with container
manufacturer’s recommendations.
4 Secure warning tag. Record date of preservation on engine historical

record.

1 Re-validate container integrity every 30 days for container pressure

and humidity levels.
a If container pressure level becomes unacceptable, but

humidity indicators are acceptable, re-pressurize the
container at reduced oxygen levels in accordance with
container manufacturer's recommendations.
b If humidity indicators become unacceptable, submit SOAP

sample and request water content evaluation.
c If water content is 1000 ppm or greater, perform corrective

actions for non-compliance.
d If water content is less than 1000 ppm, replace humidity

indicators and re-pressurize the container.
1 Engine openings.
a Verify humidity indicator is still acceptable. Refer to Step

2.C.(4)(d), corrective action for non-compliance, if humidity
indicator is unacceptable.
b De-pressurize the container and remove engine from sealed

container in accordance with container manufacturer’s
recommendations.
c Remove engine covers and sealing caps and plugs.
2 Oil system.

Servicing.
(FAA APPROVED)
72-00-00 Page 19 of 33
UP833486
15 Dec 2014



3 Fuel system.



4 Tests and checks.
a Start and operate engine to achieve minimum oil temperature

b Remove and inspect oil filter element and chip detector. If


operating hours.
1 Openings.

2 Oil system.
(FAA APPROVED)
72-00-00 Page 20 of 33
UP833486
15 Dec 2014




bearings.
required.
3 Fuel system.

Lab One Inc.

101 W Mohave
Phoenix, AZ 85003

components.


following actions.

accordance with Method 1, 2, 3, 4, or 5 (as applicable).
(5) Method 4: Installed engine, engine is operable, and stored in a controlled or

uncontrolled environment for indefinite time.
NOTE: Run engine every 60 days minimum.
1 Oil system.
(FAA APPROVED)
72-00-00 Page 21 of 33
UP833486
15 Dec 2014




d Oil system preservation not required.
2 Fuel system.
Fuel system preservation not required.
3 Engine openings.


1 Re-validate preservation integrity as follows.
a Every 60 days, start and run engine for a minimum of 10

minutes at or above idle, and at normal operating
temperature, to reduce moisture content of the oil, ensure
coverage of all oil wetted internal engine components with oil.
b Every 180 days, drain and replace engine oil.
1 Engine openings.
2 Oil system.
Change engine oil.
(FAA APPROVED)
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UP833486
15 Dec 2014



3 Fuel system.
No actions required.
4 Tests and checks.



operating hours.
1 Openings.

2 Oil system.

bearings.
required.
(FAA APPROVED)
72-00-00 Page 23 of 33
UP833486
15 Dec 2014



3 Fuel system.

Lab One Inc.

101 W Mohave
Phoenix, AZ 85003

components.


following actions.

(6) Method 5: Installed engine, engine not operable, fuel system preserved, stored in a
controlled or uncontrolled environment for up to 2 years.
1 Oil system.


d Oil system preservation not required.
(FAA APPROVED)
72-00-00 Page 24 of 33
UP833486
15 Dec 2014



2 Fuel system.
a After engine run for oil system, disconnect electrical power

supply to exciters to prevent accidental engine start.


3 Engine openings.

CAUTION: DO NOT EXCEED 30 DAYS WITHOUT EVALUATING

1 Re-validate preservation integrity as follows.
a Every 30 days perform the following actions.
i. Request water content evaluation with SOAP sample.

If water content of oil sample is 1000 ppm or greater,
bearings.
ii. If water content of oil is less than 1000 ppm, dry motor
the engine to re-coat oil wetted bearings and gears
with oil.
(FAA APPROVED)
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UP833486
15 Dec 2014



NOTE: Dry motoring may alternatively be accomplished by
manually hand rotating the fan and hand cranking the
engine’s gearbox sufficient to rotate each of the turbine
rotor groups a minimum of four complete revolutions each.
b Every 180 days, drain and replace engine oil.
2 At or before 2 years of storage, perform one of the following actions.
b If additional preservation time is required, perform the

following actions.
i. Start and run engine for a minimum of 10 minutes at

or above idle after normal operating oil temperature is
achieved, in order to reduce the moisture content of
the oil and to insure coverage of all internal oil wetted
engine components with oil. Preserve engine in
accordance with Method 1, 2, 3, 4, or 5 (as
applicable).
1 Engine openings.
2 Oil system.
Change engine oil
3 Fuel system.



4 Tests and checks.

(FAA APPROVED)
72-00-00 Page 26 of 33
UP833486
15 Dec 2014




operating hours.
1 Openings.

2 Oil system.

bearings.

required.
3 Fuel system.

Lab One Inc.

101 W Mohave
Phoenix, AZ 85003
(FAA APPROVED)
72-00-00 Page 27 of 33
UP833486
15 Dec 2014



components.


following actions.

(7) Deleted.
(8) Deleted.
(FAA APPROVED)
72-00-00 Page 28 of 33
UP833486
15 Dec 2014

See TR

CAUTION: TO PREVENT LOSS OF PRESERVATION OIL FROM FUEL CON-
TROL, DO NOT OPEN FUEL SHUTOFF VALVE OR MOVE
THROTTLE WHILE MOTORING ENGINE.
2. B. (7) Every 4 weeks motor engine with starter sufficiently to obtain N1 rotation, observing
starter manufacturers recommended duty cycle. Ensure fuel shutoff valve is in cut-off
position.
CAUTION: THE COMPRESSOR SECTION SHALL NOT BE SPRAYED WITH

ANY CORROSION-PREVENTIVE COMPOUND. NO HYDRO-
CARBONS OR OILS, INCLUDING DE-ICING/ANTI-ICE FLUID,
SHALL EVER BE SPRAYED INTO AN ENGINE INLET, EXHAUST,
SCOOPS, VENTS, AND DRAINS DURING ENGINE OPERATION.
UNCONTROLLED COMBUSTION COULD BE A POSSIBLE RE-
SULT. AVOID OPERATING ENGINE DURING AIRCRAFT DE-
ICING.
C. Engine Preservation Instructions (Engine Removed from Aircraft)
(1) Prior to removing engine from aircraft perform fuel control preservation procedures as
outlined in Steps B.(1) through B.(5).
(2) Drain engine lubricating oil observing procedures in Oil Servicing.
(3) Remove engine from aircraft and install inlet and tailpipe plugs.
(4) Wrap engine in barrier material (MIL-PRF-121) and seal all openings to prevent en-
trance of foreign material.
(5) Install engine into barrier material (MIL-PRF-131, Type I, Class III) with four bags of
desiccant and two humidity indicator cards. Install humidity indicator plug into barrier
material (MIL-PRF-131, Type I, Class III). Seal barrier material (MIL-PRF-131, Type I,
Class III) seam using sealer.
(6) Cut opening into barrier material (MIL-PRF-131, Type I, Class III) and insert vacuum
line. Evacuate air from barrier material (MIL-PRF-131, Type I, Class III) until barrier
material (MIL-PRF-131, Type I, Class III) is drawn snugly to engine. Remove vacuum
line and seal opening in barrier material (MIL-PRF-131, Type I, Class III) using heat
gun.
(7) Record preservation in Engine Log Book.
(8) Check humidity indicator plug and humidity indicator cards every 30 days. If indicator
plug or card changes from blue to pink, barrier material (MIL-PRF-131, Type I, Class III)
must be opened and engine inspected for rust or corrosion. If rust or corrosion is evi-
dent, take appropriate corrective action. Preserve engine in accordance with Steps (4)
through (8) after inspection completed.
UP833486
72-00-00 Page 305

Aug 23/02

See TR

2. C. (9) Engines preserved as stated in Steps (4) through (7) shall be removed from preserva-
tion storage every 2 years, serviced with oil and motored sufficiently to achieve N1
rotation. Ensure fuel control power lever is in cutoff position prior to motoring. Pre-
serve engine in accordance with Steps (2) through (8) after motoring.
(10) Engines received from manufacturer have been preserved prior to shipment. Preserva-
tion is good for 2 years. Inspection of preserved engines shall be as stated in Steps (8)
and (9).
D. If Aircraft is Not Sheltered During Extreme Wet Conditions

(1) Engine conditions permitting, perform normal engine start in accordance with Aircraft
Flight Manual and/or appropriate aircraft document. Run engine at idle speed for ten
minutes.
(3) Preserve engine in accordance with Paragraph 2.
E. If Aircraft is Operated in a Salt Atmosphere or On Air Strips Treated With Salt
NOTE: Refer to Paragraph 3 for additional recommended procedure.
(1) Wash engine externally as soon as possible with clean fresh water.

ate aircraft document. Run engine at idle speed for a minimum of 10 minutes to re-
move moisture and salt residue.
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Aug 23/02



Reason: To change preservation requirements.
Step 2.C.(9) thru Step 2.D.(3) are changed as follows:
(9) Deleted.
(10) Deleted.
(11) Deleted.
D. Engine Preservation Instructions (For Shipment)
CAUTION: THE COMPRESSOR SHALL NOT BE SPRAYED WITH ANY CORROSION-

PREVENTIVE COMPOUND. NO HYDROCARBONS OR OILS SHALL EVER
BE INTRODUCED INTO A RUNNING ENGINE. UNCONTROLLED
COMBUSTION COULD BE A POSSIBLE RESULT.
(1) Preserve engine in accordance with Paragraph 2.C., Method 1, Method 2, or Method
3.
(2) Deleted.
(3) Deleted.
(FAA APPROVED)
72-00-00 Page 29 of 33
UP833486
15 Dec 2014



Reason: To change figure reference.
Step 2.F.(2)(a) is changed as follows:
(a) Disconnect P3 tube at fuel control P3 pressure limiter valve fitting. Leave tube
end open to atmosphere. Cap fuel control P3 pressure limiter valve fitting.
(See Figure 301B.)
(FAA APPROVED)
72-00-00 Page 30 of 33
UP833486
15 Dec 2014

See TR

2. F. If Aircraft is Operated Over Saltwater Below 4000 Feet for More Than 30 Minutes, Perform
Compressor Rinse
(1) Prepare aircraft for compressor rinse.
(a) Position aircraft into wind in order to carry exhaust discharge away from aircraft.
(b) Close all bleed systems (anti-ice valves, cabin pressurization/air condition, etc)
and install protective covering over starter/generator prior to performing cleaning
procedure. (Refer to Aircraft Maintenance Manual.)
(2) Prepare engine for compressor rinse.
end open to atmosphere. Cap fuel control P3 pressure limiter valve fitting. (See
Figure 301.)
(b) Place protective cover (or tape) over inlet pressure and temperature sensor
(located at engine inlet).
(3) Prepare equipment and materials for compressor rinse.
Turn water control valve to OFF and attach supply of clean tap water (of drinking purity)
to spray mix applicator inlet.
UP833486
72-00-00 Page 307

July 31/95


CAUTION: ALLOW THE ENGINE TO COOL APPROXIMATELY 1 HOUR OR
UNTIL ITT INDICATOR READS 100°C OR LESS.
NOTE: Caution should be exercised during cold weather (below 0°C (32°F))
since equipment has no provisions to prevent freezing.
2. F. (4) Perform compressor rinse procedure.
CAUTION: REFER TO AIRCRAFT MAINTENANCE MANUAL FOR

STARTER DUTY CYCLE. DO NOT EXCEED STARTER
DUTY CYCLE AT ANY TIME DURING CLEANING PROCE-
DURE.
TO ELIMINATE BATTERY DISCHARGE DUE TO STARTER

MOTORING CYCLES, IT IS RECOMMENDED THAT A
GROUND POWER UNIT BE UTILIZED DURING THESE
OPERATIONS.
(a) Verify that ITT indicator reads 100°C or less.
(b) Verify that all bleed systems are closed and that power lever is in cut-off position.
NOTE: Ensure that power lever is in cut-off position (no fuel) and ignition
system is turned off throughout rinse cycles.
If spray mix applicator nozzle is not properly angled, fan rotor

assembly will centrifuge fluid. (See Figure 302.)
(c) Energize starter and motor engine in accordance with Aircraft Maintenance
Manual. As engine high pressure spool starts to rotate, direct nozzle of spray
mix applicator as close as possible to base of fan rotor assembly blades at an
angle that is parallel to blade airfoil contour and blade base contour and open
water control valve on spray mix applicator to inject fresh water. Motor engine to
a minimum speed of ten percent N2 indication for 45 seconds or starter duty
cycle limit, whichever is less.
De-energize starter and continue to inject fresh water until engine rolls down
then shut off water control valve on spray mix applicator. Success of fresh water
inducement is noted by water being discharged from exhaust nozzle.
(d) Allow starter to cool in accordance with Aircraft Maintenance Manual. Allow
engine to drain induced water.
UP833486
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Aug 23/02



Step 2.F.(5)(c) is changed as follows:
(c) Remove cap, previously installed, from fuel control P3 pressure limiter valve
fitting. Connect P3 tube to fuel control P3 pressure limiter valve fitting. (See
Figure 301B.)
(FAA APPROVED)
72-00-00 Page 31 of 33
UP833486
15 Dec 2014

See TR RELEASED FOR THE EXCLUSIVE USE BY: JET MX

2. F. (5) Restore engine to operational status.
(a) Remove protective cover (or tape) from inlet pressure and temperature sensor
and starter/generator.
(b) Reverse blow compressed air (approximately 50 psig) through disconnected P3

tubes removed from fuel control P3 pressure limiter valve fitting.
(c) Remove cap, previously installed, from fuel control P3 pressure limiter valve
fitting. Connect P3 tube to fuel control P3 pressure limiter valve fitting. (See
Figure 301.)
(6) Perform dry-out procedure of engine immediately following compressor rinse and resto-
ration of engine to operational status.

NOTE: Refer to Aircraft Maintenance Manual for any special instructions

relative to dry-out procedure.
(a) Perform normal engine start in accordance with Aircraft Flight Manual and/or
(b) Operate engine at idle speed for approximately 10 minutes.
UP833486
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Aug 23/02


3. Periodic Servicing Requirements

NOTE: Spray mix applicator (B&B Model 299C) provides a required ratio of one part
cleaner to four parts of water at a preset delivery rate of two and one-half
gallons per minute.
Cleaner (B&B 3100) B&B Tritech, Inc, P.O. Box 660776, Miami, FL
33266-0776
Compressor cleaner (ZOK 27) (Alternate for Zokman Products, 1220 E Gump Rd, Ft Wayne,
cleaner (B&B 3100)) IN 46845
Engine cleaner (R-MC (G-21), ECT Inc, 155 S Limerick Rd, Limerick, PA 19468
Part No. 4077-30) (Alternate for jet or
engine compressor cleaner (Turco 5884)) Ivar Rivenaes Ltd, 9 Argent Centre, Silverdale
Rd, Hayes, Middlesex, UB3 3BL, United Kingdom
Gas path cleaner (TURBOCLEAN 2 & 2 RTU) Trafficair Inc, 200 Technology Dr, Alpharetta, GA
(Alternate for jet engine compressor cleaner 30202
(Turco 5884))
Jet engine compressor cleaner (Turco 5884) Henkel Surface Technologies, 32100 Stephenson
Hwy, Madison Heights, MI 48071
Spray mix applicator (B&B Model 299C) B&B Tritech, Inc, P.O. Box 660776, Miami, FL
33266-0776
Water source (clean tap water of drinking purity) Commercially available
Capable of supplying water 25 to 126 psig at
an approximate rate of two and one-half
gallons per minute
NOTE: Table 304 is not used.

UP833486
72-00-00 Page 310

June 9/06



INSERT PAGE 2 OF 10 THRU PAGE 9 OF 10 FACING PAGE 72-00-00, 311.
Reason: To replace TR 72-178 and TR 72-200 (to revise the oil servicing procedures) and change
Paragraph 3.A. to show Post SB TFE731-72-3604.
Paragraph 3.A. is changed as follows:
3. A. Oil Servicing
CAUTION: [POST SB TFE731-72-3597 OR POST SB TFE731-72-3662] DO NOT MIX
OIL (MOBIL JET OIL 254 OR BP/EXXON TURBO OIL 2197) WITH ANY
OTHER OIL. IF ENGINE IS SERVICED WITH ANY AMOUNT OF OIL
OTHER THAN MOBIL JET OIL 254 OR BP/EXXON TURBO OIL 2197, THE
OIL SYSTEM SHALL BE DRAINED AND FLUSHED WITHIN 25 ENGINE
OPERATING HOURS IN ACCORDANCE WITH PARAGRAPH 3.D,
PERFORM OIL SYSTEM FLUSH.
NOTE: Oil and Filter Analysis (Inspection/Check) is required at specified intervals of
engine operating hours following oil fill at initial engine installation and each
subsequent oil change. Refer to Periodic Inspection Requirements,
Inspection/Check.
Whenever leakage of fuel into the oil system is suspected (odor of fuel in oil
or oil level increases), perform Fuel-in-oil Inspection in accordance with 72-
00-00, Trouble Shooting.
(1) Fill engine oil system at initial installation of engine.
CAUTION: USE ONLY APPROVED OIL (TABLE 1107).
FILLING THE OIL TANK OR ADDING OIL TO THE OIL TANK TO A
LEVEL ABOVE THE OIL TANK SIGHT GLASS OR LIQUID LEVEL
GAGE MARKS SPECIFIED IN THESE PROCEDURES MAY
DAMAGE THE OIL TANK AND/OR CAUSE ADVERSE ENGINE
OPERATION.
[5BR-1C, 5BR-2C, RIGHT-HAND ENGINE, PRE SB TFE731-79-
3077] DO NOT USE THE LIQUID LEVEL GAGE ON THE FILLER
TUBE TO SERVICE A RIGHT-HAND ENGINE.
NOTE: [5BR-1C, 5BR-2C, Left-Hand and Center Engine, Pre SB TFE731-
79-3077] The oil level in the engine oil system may be determined
using either the oil tank sight glass or the liquid level gage located on
the filler tube. The oil tank sight glass is the preferred indicator.
[5BR-1H], [5BR-1C, 5BR-2C, Right-Hand Engine], [5BR-1C, 5BR-
2C, Left-Hand and Center Engine, Post SB TFE731-79-3077] The
oil level in the engine oil system is determined using the oil tank sight
glass.
For location of the oil tank and filler tube on the engine, refer to
79-10-01.
The "cap" mentioned on the oil tank and filler tube instruction plates is
referring to the filler plug or liquid level gage, as applicable.
72-00-00
Page 2 of 10
UP833486
1 Aug 2018



The total amount of oil required to fill a completely drained engine is
approximately 12 quarts.
(a) Remove filler plug or liquid level gage from the oil tank or filler tube, as
applicable, in accordance with Step (7).
(b) [5BR-1H, Pre SB TFE731-79-3070], [5BR-1C, 5BR-2C, Pre SB TFE731-79-
3077] Fill the oil tank with approved oil up to FULL mark. (Adding oil to the
FULL mark helps to fill the empty oil system tubes, coolers, gearbox
housings, etc. more quickly during subsequent engine motoring. Do not fill the
oil tank above the 1 QT LOW mark beyond this step of the procedure.)
[5BR-1H, Post SB TFE731-79-3070], [5BR-1C, 5BR-2C, Post SB TFE731-
79-3077] Fill the oil tank with approved oil up to FULL mark (top of NORMAL
range), then add 1 quart. (The quart added above the FULL mark helps to fill
the empty oil system tubes, coolers, gearbox housings, etc. more quickly
during subsequent engine motoring. Do not fill the oil tank above the FULL
mark beyond this step of the procedure.)
CAUTION: FAILURE TO LOCK FILLER PLUG (OR LIQUID LEVEL GAGE) ON
THE OIL TANK (OR FILLER TUBE) CAN RESULT IN LOSS OF OIL
FROM THE OIL TANK WHILE ENGINE IS IN OPERATION. REFER
TO STEP (8).
(c) Inspect filler plug or liquid level gage packing and replace if not serviceable.
Re-install plug or gage on the oil tank or filler tube, as applicable, in
accordance with Step (8) ensuring it is positively locked.
(d) Motor engine for 15 seconds.
(e) Check oil level in the oil tank. Refer to CAUTION and NOTE before Step (a)
for appropriate method(s) for determining oil level for the engine model and
aircraft engine position being serviced. The instructions for each method
follows.
[5BR-1H, Oil Tank Sight Glass, Pre SB TFE731-79-3070], [5BR-1C, 5BR-
2C, Oil Tank Sight Glass, Pre SB TFE731-79-3077] If oil level is between
the 1.5 QT LOW and 1 QT LOW marks, proceed to Step (g). If oil level is
below the 1.5 QT LOW mark, remove filler plug from oil tank, add oil to oil
tank until oil level is at 1 QT LOW mark, then repeat Steps (c), (d) and (e). If
oil level is above the 1 QT LOW mark, proceed to Step (6).
[5BR-1C, 5BR-2C, Liquid Level Gage on Filler Tube, Pre SB TFE731-79-
3077] Remove liquid level gage from filler tube, wipe gage clean and re-install
it on filler tube to the fully secured position. Remove gage from filler tube
again to check oil level. If oil level is between the 1.5 QT LOW and 1 QT LOW
marks, proceed to Step (f). If oil level is below the 1.5 QT LOW mark, add oil
to oil tank until oil level is at 1 QT LOW mark, then repeat Steps (c), (d) and
(e). If oil level is above the 1 QT LOW mark, proceed to Step (6).
[5BR-1H, Oil Tank Sight Glass, Post SB TFE731-79-3070], [5BR-1C, 5BR-
2C, Oil Tank Sight Glass, Post SB TFE731-79-3077] If oil level is within the
NORMAL range, proceed to Step (g). If oil level is below the NORMAL range,
remove filler plug from oil tank, add oil to oil tank until oil level is at FULL mark
(top of NORMAL range), then repeat Steps (c), (d) and (e). If oil level is above
the NORMAL range, proceed to Step (6).
72-00-00
Page 3 of 10
UP833486
1 Aug 2018



CAUTION: FAILURE TO LOCK FILLER PLUG (OR LIQUID LEVEL GAGE) ON
OIL TANK (OR FILLER TUBE) CAN RESULT IN LOSS OF OIL
FROM OIL TANK WHILE ENGINE IS IN OPERATION. REFER TO
STEP (8).
(f) Inspect filler plug or liquid level gage packing and replace if not serviceable.
Re-install plug or gage on the oil tank or filler tube, as applicable, in
accordance with Step (8) ensuring it is positively locked.
CAUTION: SHUT DOWN ENGINE IMMEDIATELY IF ENGINE OIL PRESSURE
IS NOT INDICATED WITHIN 10 SECONDS OF INITIATING START.
(g) Perform normal engine start in accordance with Aircraft Fight Manual and/or
appropriate aircraft document. Run engine at high power setting until oil
temperature is within the normal range, then perform normal shutdown in
accordance with Aircraft Fight Manual and/or appropriate aircraft document.
WARNING: HOT ENGINE OIL MAY OVERFLOW FROM OIL TANK (OR FILLER
TUBE) DUE TO EXPANSION. USE CAUTION TO AVOID
PERSONAL INJURY WHEN SERVICING ENGINE OIL SYSTEM.
NOTE: The indicated oil level in the tank can be influenced by oil
temperature. Field experience has shown that the optimum time to
check the oil level is 10 to 60 minutes after engine shutdown. Oil
system may perform abnormally and engine internal damage may
occur if oil tank is serviced based on oil level indication outside of the
optimum time interval.
(h) Check oil level in oil tank 10 to 60 minutes after engine shutdown. Refer to
CAUTION and NOTE before Step (a) for appropriate method(s) for
determining oil level for the engine model and aircraft engine position being
serviced. The instructions for each method follows.
the 1.5 QT LOW and 1 QT LOW marks, remove the filler plug from oil tank
and proceed to Step (i). If oil level is below the 1.5 QT LOW mark, remove
filler plug from oil tank, add oil to oil tank until oil level is at 1 QT LOW mark,
then repeat Steps (f), (g), and (h). If oil level is above the 1 QT LOW mark,
proceed to Step (6).
marks, proceed to Step (i). If oil level is below the 1.5 QT LOW mark, add oil
to oil tank until oil level is at 1 QT LOW mark, then repeat Steps (f), (g), and
(h). If oil level is above the 1 QT LOW mark, proceed to Step (6).
72-00-00
Page 4 of 10
UP833486
1 Aug 2018



NORMAL range, remove the filler plug from oil tank and proceed to Step (i). If
oil level is below the NORMAL range, remove filler plug from oil tank, add oil
to oil tank until oil level is at FULL mark (top of NORMAL range), then repeat
Steps (f), (g), and (h). If oil level is above the NORMAL range, proceed to
Step (6).
CAUTION: ENSURE NEW PACKING IS INSTALLED ON FILLER PLUG OR
LIQUID LEVEL GAGE, AS APPLICABLE.
FAILURE TO LOCK FILLER PLUG OR LIQUID LEVEL GAGE ON
OIL TANK OR FILLER TUBE, AS APPLICABLE, CAN RESULT IN
LOSS OF OIL FROM OIL TANK WHILE ENGINE IS IN OPERATION.
REFER TO STEP (8).
(i) Install new packing on filler plug or liquid level gage. Re-install plug or gage
on oil tank or filler tube, as applicable, in accordance with Step (8) ensuring it
is positively locked.
(2) Perform normal engine oil servicing.
WARNING: HOT ENGINE OIL MAY OVERFLOW FROM OIL TANK (OR FILLER
TUBE) DUE TO EXPANSION. USE CAUTION TO AVOID
PERSONAL INJURY WHEN SERVICING ENGINE OIL SYSTEM.
CAUTION: USE ONLY APPROVED OIL (TABLE 1107).
FILLING THE OIL TANK OR ADDING OIL TO THE OIL TANK TO A
LEVEL ABOVE THE OIL TANK SIGHT GLASS OR LIQUID LEVEL
GAGE MARKS SPECIFIED IN THESE PROCEDURES MAY
DAMAGE THE OIL TANK AND/OR CAUSE ADVERSE ENGINE
OPERATION.
[5BR-1C, 5BR-2C, RIGHT-HAND ENGINE, PRE SB TFE731-79-
3077] DO NOT USE THE LIQUID LEVEL GAGE ON THE FILLER
TUBE TO SERVICE A RIGHT-HAND ENGINE.
NOTE: The indicated oil level in the tank can be influenced by oil
temperature. Field experience has shown that the optimum time to
check the oil level is 10 to 60 minutes after engine shutdown. Oil
system may perform abnormally and engine internal damage may
occur if oil tank is serviced based on oil level indication outside of the
optimum time interval.
If oil must be added to oil tank, remove filler plug from oil tank, filler
plug from filler tube, or liquid level gage from filler tube, as applicable,
in accordance with Step (7).
[5BR-1C, 5BR-2C, Left-Hand and Center Engine, Pre SB TFE731-
79-3077] The oil level in the engine oil system may be determined
using either the oil tank sight glass or the liquid level gage located on
the filler tube. The oil tank sight glass is the preferred indicator.
72-00-00
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[5BR-1H], [5BR-1C, 5BR-2C, Right-Hand Engine], [5BR-1C, 5BR-
2C, Left-Hand and Center Engine, Post SB TFE731-79-3077] The
oil level in the engine oil system is determined using the oil tank sight
glass.
For location of the oil tank and filler tube on the engine, refer to 79-
10-01.
The "cap" mentioned on the oil tank and filler tube instruction plates is
referring to the filler plug or liquid level gage, as applicable.
(a) Check oil level in oil tank 10 to 60 minutes after engine shutdown. Refer to
CAUTION and NOTE above for appropriate method(s) for determining oil
level for the engine model and aircraft engine position being serviced. The
instructions for each method follows.
the 1.5 QT LOW and 1 QT LOW marks, no further action is required. If oil
level is below the 1.5 QT LOW mark, remove filler plug from oil tank, add oil to
oil tank until oil level is at 1 QT LOW mark, then proceed to Step (b). If oil
level is above the 1 QT LOW mark, proceed to Step (6).
marks, proceed to Step (b). If oil level is below the 1.5 QT LOW mark, add oil
to oil tank until oil level is at 1 QT LOW mark, then proceed to Step (b). If oil
level is above the 1 QT LOW mark, proceed to Step (6).
NORMAL range, no further action is required. If oil level is below the
NORMAL range, remove filler plug from oil tank, add oil to oil tank until oil
level is at FULL mark (top of NORMAL range), then proceed to Step (b). If oil
level is above the NORMAL range, proceed to Step (6).
CAUTION: ENSURE NEW PACKING IS INSTALLED ON FILLER PLUG OR
LIQUID LEVEL GAGE, AS APPLICABLE.
FAILURE TO LOCK FILLER PLUG OR LIQUID LEVEL GAGE ON OIL
TANK OR FILLER TUBE, AS APPLICABLE, CAN RESULT IN LOSS
OF OIL FROM OIL TANK WHILE ENGINE IS IN OPERATION.
REFER TO STEP (8).
(b) Install new packing on filler plug or liquid level gage. Re-install plug or gage
on oil tank or filler tube, as applicable, in accordance with Step (8) ensuring it
is positively locked.
(c) If oil level is not checked within 10 to 60 minutes after engine shutdown,
perform the following.
72-00-00
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THESE AREAS DURING ENGINE START AND
OPERATION TO AVOID INJURY.
CAUTION: SHUT DOWN ENGINE IMMEDIATELY IF ENGINE OIL
PRESSURE IS NOT INDICATED WITHIN 10 SECONDS OF
INITIATING START.
1 Perform normal engine start in accordance with Aircraft Fight Manual
and/or appropriate aircraft document. Run engine at high power
setting until oil temperature is within the normal range, then perform
normal shutdown in accordance with Aircraft Fight Manual and/or
2 Check oil level in accordance with Step (a).
(3) Drain engine oil at MPI or when oil change is required.
NOTE: If possible, oil shall be drained while the engine is still warm from
operation.
[Pre SB TFE731-72-3597 or Pre SB TFE731-72-3662] Drain engine
oil every 1000 to 1500 engine operating hours or whenever required.
Oil change interval shall not be exceeded by more than 50 engine
operating hours.
[Post SB TFE731-72-3597 or Post SB TFE731-72-3662] Drain
engine oil every 1200 engine operating hours or whenever required.
Oil change interval shall not be exceeded by more than 100 engine
operating hours.
(a) Remove drain plug from oil tank assembly in accordance with 79-10-01. Allow
oil to drain into suitable container.
(b) Remove drain plug from accessory drive gearbox in accordance with 72-60-
02. Allow oil to drain into suitable container.
(c) Remove drain plug from transfer gearbox in accordance with 72-60-03. Allow
oil to drain into suitable container.
(d) Remove oil filter element from engine in accordance with 79-20-01. Allow oil
to drain into a suitable container.
(4) Fill engine oil system after unscheduled oil drain or periodic oil change.
(a) Install clean oil filter element in engine in accordance with 79-20-01.
(b) Install transfer gearbox drain plug with new packing on transfer gearbox in
(c) Install accessory drive gearbox drain plug with new packing on accessory
drive gearbox in accordance with 72-60-02.
(d) Install oil tank drain plug with new packing on oil tank in accordance with 79-
10-01.
(e) Fill oil tank in accordance with Step 3.A.(1).
72-00-00
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(5) [Post SB TFE731-72-3597 or Post SB TFE731-72-3662] If the engine has been
serviced with, or has been topped off with, oil other than Mobil Jet Oil 254 or
BP/Exxon Turbo Oil 2197, drain and flush the oil system in accordance with
Paragraph 3.D., Perform Oil System Flush.
(6) Drain engine oil if oil tank has been overserviced.
(a) Remove drain plug from oil tank in accordance with 79-10-01. Allow oil to
drain into suitable container.
(b) Install drain plug with new packing on oil tank in accordance with 79-10-01.
(c) Service the oil tank in accordance with Step 3.A.(1).
(7) Removal of filler plug or liquid level gage from oil tank or filler tube, as applicable.
(a) [Filler Plug on Oil Tank] To remove, push filler plug in towards oil tank and
turn counterclockwise ¼ turn (90 degrees), then pull plug straight out of tank.
(b) [5BR-1H, Filler Plug on Filler Tube], [5BR-1C, 5BR-2C, Filler Plug on
Filler Tube, Post SB TFE731-79-3077] To remove, push filler plug in towards
filler tube and turn counterclockwise ¼ turn (90 degrees), then pull plug
straight out of tube.
CAUTION: [5BR-1C, 5BR-2C, LIQUID LEVEL GAGE ON FILLER TUBE, PRE
SB TFE731-79-3077] DO NOT USE THE LIQUID LEVEL GAGE ON
THE FILLER TUBE TO SERVICE A RIGHT-HAND ENGINE.
(c) [5BR-1C, 5BR-2C, Liquid Level Gage on Filler Tube, Pre SB TFE731-79-
3077] To remove, push liquid level gage in towards filler tube and turn
counterclockwise ¼ turn (90 degrees), then pull gage straight out of tube.
(8) Installation of filler plug or liquid level gage on oil tank or filler tube, as applicable.
(a) [Filler Plug on Oil Tank] To install, align tabs of filler plug with grooves on
mating adapter of oil tank, then guide plug straight into adapter. Push plug in
towards tank and turn clockwise ¼ turn (90 degrees) and release. Ensure
plug is in locked and secured position by attempting to turn the plug (without
pushing in) in the counterclockwise direction, the plug should not turn and the
yellow stripe on the plug and tank should be aligned.
(b) [5BR-1H, Filler Plug on Filler Tube], [5BR-1C, 5BR-2C, Filler Plug on
Filler Tube, Post SB TFE731-79-3077] To install, align tabs of filler plug with
grooves on mating adapter of filler tube, then guide plug straight into adapter.
Push plug in towards tube and turn clockwise ¼ turn (90 degrees) and
release. Ensure plug is in locked and secured position by attempting to turn
the plug (without pushing in) in the counterclockwise direction, the plug should
not turn and yellow stripe on the plug and filler tube should be aligned.
72-00-00
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NOTE: [5BR-1C, 5BR-2C, Liquid Level Gage on Filler Tube, Pre SB
TFE731-79-3077] The liquid level gage on the filler tube consists of a
filler plug with an attached dipstick.
(c) [5BR-1C, 5BR-2C, Liquid Level Gage on Filler Tube, Pre SB TFE731-79-
3077] To install, guide dipstick straight into filler tube. Align tabs of filler plug
with grooves on mating adapter of tube, then guide plug straight into adapter.
Push plug in towards tube and turn clockwise ¼ turn (90 degrees) and
release. Ensure liquid level gage is in locked and secured position by
attempting to turn the plug (without pushing in) in the counterclockwise
direction, the plug should not turn and yellow stripe on the plug and tube
should be aligned.
72-00-00
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3. A. Oil Servicing
CAUTION: [POST SB TFE731-72-3597 OR POST SB TFE731-72-3662] DO

NOT MIX OIL (MOBIL JET OIL 254 OR BP/EXXON TURBO OIL
2197) WITH ANY OTHER OIL. IF ENGINE IS SERVICED WITH
ANY AMOUNT OF OIL OTHER THAN MOBIL JET OIL 254 OR
BP/EXXON TURBO OIL 2197, THE OIL SYSTEM SHALL BE
DRAINED AND FLUSHED IN ACCORDANCE WITH 72-00-00,
SERVICING, WITHIN 25 ENGINE OPERATING HOURS.
NOTE: Oil and Filter Analysis (Inspection/Check) is required at specified

intervals of engine operating hours following oil fill at initial engine
installation. Refer to Periodic Inspection Requirements, Inspection/
Check.
Whenever leakage of fuel into the oil system is suspected (odor of fuel
in oil or oil level increases), perform Fuel-in-oil Inspection in accor-
dance with 72-00-00, Trouble Shooting.
(1) Drain engine oil at intervals specified below.
NOTE: If possible, oil shall be drained while the engine is still warm from
operation.
[Pre SB TFE731-72-3597 or Pre SB TFE731-72-3662] Drain

engine oil every 1000 to 1500 engine operating hours or when-
ever required. Oil change interval shall not be exceeded by more
than 50 engine operating hours.
[Post SB TFE731-72-3597 or Post SB TFE731-72-3662] Drain

engine oil every 600 engine operating hours or whenever re-
quired. Oil change interval shall not be exceeded by more than
50 engine operating hours.
Remove drain plugs from oil tank assembly (79-10-01) and accessory drive gearbox
(72-60-01). Allow oil to drain into suitable container.
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3. A. (2) Fill engine oil system at initial installation of engine.
CAUTION: USE ONLY APPROVED OIL. (REFER TO TABLE 301.)
ENSURE SERVICEABLE PACKING IS INSTALLED ON

FILLER PLUG.
FAILURE TO LOCK OIL TANK FILLER PLUG AND/OR NOT

HAVING A SERVICEABLE PACKING INSTALLED CAN
RESULT IN LOSS OF OIL FROM TANK.
(a) Remove filler plug (79-10-01) from oil tank.
(b) Fill tank with oil until liquid level gage indicates FULL.
(c) Ensure oil filler plug packing is serviceable. Replace packing if required.
(d) Reinstall filler plug with serviceable packing ensuring plug is positively locked.
(e) Motor engine for 15 seconds, then top off oil tank.

CAUTION: SHUT DOWN ENGINE IMMEDIATELY IF OIL PRESSURE

IS NOT INDICATED WITHIN 10 SECONDS.
(f) Perform normal engine start in accordance with Aircraft Flight Manual and/or
appropriate aircraft document. Run engine for at least 5 minutes, then perform
normal engine shutdown in accordance with Aircraft Flight Manual and/or ap-
propriate aircraft document.
(g) Recheck oil level in oil tank and add oil if required.
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WARNING: HOT ENGINE OIL MAY OVERFLOW FROM TANK DUE TO EX-
PANSION. USE CAUTION TO AVOID PERSONNEL INJURY
WHEN SERVICING ENGINE OIL SYSTEM.
3. A. (3) Perform normal engine oil servicing.
(a) Check oil level in oil tank within 1 hour after engine shutdown.

FILLER PLUG.

(b) Add oil as required to fill tank as follows.
1 Remove filler plug (79-10-01) from oil tank.
2 Add oil until liquid level gage indicates full.
3 Ensure oil filler plug packing is serviceable.
4 Reinstall filler plug with serviceable packing ensuring plug is positively

locked.
(c) If oil level is not checked within 1 hour after engine shutdown, perform the follow-
ing.
WARNING: AREAS IN PROXIMITY OF ENGINE INLET AND

EXHAUST ARE EXTREMELY HAZARDOUS TO
PERSONNEL WHEN ENGINES ARE OPERATING.
PERSONNEL SHALL CLEAR THESE AREAS DUR-
ING ENGINE START AND OPERATION TO AVOID
INJURY.
CAUTION: SHUT DOWN ENGINE IMMEDIATELY IF OIL PRES-

SURE IS NOT INDICATED WITHIN 10 SECONDS.
1 Perform normal engine start in accordance with Aircraft Flight Manual and/
or appropriate aircraft document. Run engine for at least 5 minutes, then
perform normal engine shutdown in accordance with Aircraft Flight Manual
2 Perform Steps (a) and (b).

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3. A. (4) Fill engine oil system after oil drain, oil change, or as required.
(a) Install clean oil filter element in engine, observing procedures given in 79-20-01.
(b) Install drain plug with new packing in oil tank assembly in accordance with
79-10-01.

FILLER PLUG.

NOTE: Total amount of oil required to fill a completely drained engine is

approximately 12 quarts.
(c) Remove filler plug from oil tank in accordance with 79-10-01.
(d) Fill tank with oil until liquid level gage indicates FULL.
(e) Ensure oil filler plug packing is serviceable. Replace packing if required.
(f) Reinstall filler plug with serviceable packing ensuring plug is positively locked.

CAUTION: SHUT DOWN ENGINE IMMEDIATELY IF OIL PRESSURE

IS NOT INDICATED WITHIN 10 SECONDS.
(g) Perform normal engine start in accordance with Aircraft Flight Manual and/or
appropriate aircraft document. Run engine for at least 5 minutes, then perform
normal engine shutdown in accordance with Aircraft Flight Manual and/or ap-
propriate aircraft document.
(h) Recheck oil level in oil tank and add oil if required.
(5) [Post SB TFE731-72-3597 or Post SB TFE731-72-3662] If the engine has been

serviced with, or has been topped off with, oil other than Mobil Jet Oil 254 or BP/Exxon
Turbo Oil 2197, drain and flush the oil system in accordance with Paragraph 3.D, Per-
form Oil System Flush.
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Reason: To change general procedure for compressor wash.
Step 3.C.(1)(a) is changed as follows:
(a) This procedure is effective in cleaning oil, dirt, salt, and other foreign materials
which adhere to fan rotor, compressor blades, and vane surfaces, that may
cause a loss in engine performance and/or corrosion problems. A
compressor wash may help restore some engine performance losses and
should be considered at each major periodic inspection. Intervals applicable
to adverse operating environment should be determined by each individual
operator. Perform procedure at any time visible contamination exists or after
exposure to salt spray. This procedure may be used as frequently as
required without detrimental effects to the engine. Cleaning can be
accomplished on engines installed on aircraft.
(FAA APPROVED)
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Table 305. Approved Engine Fuels

Type Fuel
Jet A/A1/JP-5/JP-8
Jet B/JP-4
3. B. Approved Engine Fuels
Refer to Aircraft Flight Manual and/or appropriate aircraft document for specific types of
approved engine fuels and fuel inlet pressure and temperature limits.
C. Compressor Liquid Cleaning Procedure (Compressor Wash)
(1) General.
(a) This procedure is effective in cleaning oil, dirt, salt, and other foreign materials
which adhere to fan rotor, compressor blades, and vane surfaces, and should be
performed in conjunction with each major periodic inspection. Intervals applica-
ble to adverse operating environment should be determined by each individual
operator. Perform procedure at any time visible contamination exists or after
exposure to salt spray. This procedure may be used as frequently as required
without detrimental effects to the engine. Cleaning can be accomplished on
engines installed on aircraft.
(b) Since compressor corrosion damage may result before contamination is ob-
served, periodic cleaning is recommended for all operators. The frequency or
desirability of a periodic chemical cleaning (wash) program should be determined
by each individual operator, since environmental conditions vary widely among
operators.
(2) Prepare aircraft for compressor wash.
(a) Close all bleed systems (anti-ice valves, cabin pressurization/air condition, etc.)
and install protective covering over starter/generator prior to performing cleaning
procedure. (Refer to Aircraft Maintenance Manual.)
(b) Position aircraft into wind in order to carry exhaust discharge away from aircraft.
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3. C. (3) Prepare engine for compressor wash.
end open to atmosphere. Cap fuel control P3 pressure limiter valve fitting. (See
Figure 301.)
(b) Place protective cover (or tape) over inlet pressure and temperature sensor
(located at engine inlet).
NOTE: The following procedure ensures fluid is sprayed into engine

core.
(c) If applicable, remove plug from one of the water wash bosses at the 3 or 9
o’clock position on the main support frame.
(d) If water wash boss is being used, install 831113-1 compressor wash wand into
the water wash boss with spray nozzle facing aft (the leg will be facing forward)
and secure.
Fuel Control P3 Pressure Limiter Valve Disconnect Point

Figure 301
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Reason: To change figure reference and the figure number from Figure 301 to Figure 301B.
Step 3.C.(3)(a) is changed as follows:
end open to atmosphere. Cap fuel control P3 pressure limiter valve fitting.
(See Figure 301B.)
The figure title for Figure 301 is changed as follows:
Fuel Control P3 Pressure Limiter Valve Disconnect Point

Figure 301B
(FAA APPROVED)
72-00-00 Page 32 of 33
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3. C. (4) Prepare equipment and materials for compressor wash. (Refer to Table 303.)
NOTE: Prior to connecting hoses used for performing cleaning proce-

dure, flush to remove any foreign contaminates.
(a) Flush hoses to remove contaminates.
(b) Attach suction hose to spray mix applicator. Insert suction hose in cleaner (a
minimum of 1 gallon is required).
(c) Turn chemical control valve of spray mix applicator to ON position (straight up or
down).
(d) If water wash boss is being used, connect a tee fitting between applicator hose
and check valve of spray mix applicator (B&B Model 299C), then connect an
additional hose (-4, length as required) to tee fitting and compressor wash wand.
(e) Turn water control valve to OFF and attach supply of clean tap water (of drinking
purity) to spray mix applicator inlet.
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CAUTION: ALLOW THE ENGINE TO COOL APPROXIMATELY ONE
HOUR OR UNTIL ITT INDICATOR READS 100°C (212°F)
OR LESS.
NOTE: Caution should be exercised during cold weather (below 0°C

(32°F)), since equipment has no provisions to prevent freezing.
3. C. (5) Perform compressor wash.
CAUTION: REFER TO AIRCRAFT MAINTENANCE MANUAL FOR

STARTER DUTY CYCLE. DO NOT EXCEED STARTER
DUTY CYCLE AT ANY TIME DURING CLEANING PROCE-
DURE.
TO ELIMINATE BATTERY DISCHARGE DUE TO STARTER

MOTORING CYCLES, IT IS RECOMMENDED THAT A
GROUND POWER UNIT BE UTILIZED DURING THESE
OPERATIONS.
(a) Verify that ITT indicator reads 100°C (212°F) or less.
(b) Verify that all bleed systems are closed and that power lever is in cut-off position.
NOTE: Ensure that power lever is in cut-off position (no fuel) and ignition
system is de-energized throughout cleaning (wash) and rinse
cycles.
(c) Energize starter and motor engine in accordance with Aircraft Maintenance
Manual.
NOTE: When water wash boss is not used, fan rotor assembly will centri-
fuge fluid if spray mix applicator nozzle is not properly angled.
(See Figure 302.)
(d) When water wash boss is not used, direct nozzle of spray mix applicator as close
as possible to base of fan rotor assembly blades, at an angle that is parallel to
blade airfoil contour and blade base contour.
(e) As engine high pressure spool starts to rotate, open water control valve on spray
mix applicator to inject cleaning solution.
(f) Motor engine to a minimum speed of ten percent N2 indication for 45 seconds or
starter duty cycle limit, whichever is less.
(g) De-energize starter and continue to inject cleaning solution until engine rolls
down, then shut off water control valve on spray mix applicator. Success of
cleaning solution inducement is noted by fluid being discharged from exhaust
nozzle.
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Angle Requirement for Nozzle of Spray Mix Applicator

Figure 302
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3. C. (5) (h) Permit cleaning solution to soften contamination deposits for a period of 15 to 20
minutes.
(i) If a second cleaning application is necessary, repeat Steps (c) through (h).
(j) Remove suction hose from gas path cleaner.
NOTE: When water wash boss is not used, fan rotor assembly will centri-
fuge fluid if spray mix applicator nozzle is not properly angled.
(See Figure 302.)
(k) Energize starter and motor engine in accordance with Aircraft Maintenance
Manual to rinse with clean fresh water.
(l) When water wash boss is not used, direct nozzle of spray mix applicator as close
as possible to base of fan rotor assembly blades at an angle parallel to blade
airfoil contour and blade base contour.
(m) As engine high pressure spool starts to rotate, open water control valve on spray
mix applicator to inject water.
(n) Motor engine to a minimum speed of ten percent N2 indication for 30 seconds or
starter duty cycle limit, whichever is less.
(o) De-energize starter and continue to inject water until engine rolls down, then shut
off water control valve on spray mix applicator.
(p) Allow starter to cool in accordance with Aircraft Maintenance Manual. Allow
engine to drain induced water.
(q) Repeat rinse cycle, Steps (k) through (p), as necessary to remove all residual
cleaning solution and loosened soils (contaminants) from engine. Success of
rinse cycle is indicated by clear water being discharged from exhaust nozzle.
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Step 3.C.(6)(e) is changed as follows:
(e) Connect P3 tube to fuel control P3 pressure limiter valve fitting. (See Figure
301B.)
(FAA APPROVED)
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3. C. (6) Restore engine to operational status.
(a) If water wash boss was being used, perform the following.
1 Disconnect and spray mix applicator from wand.
2 Remove compressor wash wand.
3 Install previously removed plug with new packing into water wash boss.
4 Tighten plug to 100 inch-pounds torque, then secure with lockwire.
(b) Remove protective cover (or tape) from inlet pressure and temperature sensor
and starter/generator.
(c) Reverse blow compressed air (approximately 50 psig) through disconnected P3

tubes removed from fuel control P3 pressure limiter valve fitting.
(d) Remove cap, previously installed, from fuel control P3 pressure limiter valve
fitting.
(e) Connect P3 tube to fuel control P3 pressure limiter valve fitting. (See Figure
301.)
(7) Perform dry-out procedure of engine immediately following compressor liquid cleaning
and restoration of engine to operational status.

NOTE: Refer to Aircraft Maintenance Manual for any special instructions

relative to dry-out procedure.
(a) Perform normal engine start in accordance with Aircraft Flight Manual and/or
(b) Operate engine at idle speed for approximately 10 minutes.
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3. D. Oil System Flush
NOTE: If possible, the oil shall be drained while the engine is still warm from
operation.
(1) Remove the drain plug from the oil tank assembly in accordance with 79-10-01, and
allow oil to drain into suitable container.
(2) Remove drain plug from accessory drive gearbox in accordance with 72-60-01, and
allow oil to drain into suitable container.
(3) Perform an oil filter analysis in accordance with 72-00-00, Inspection/Check. Include
approximately 1 inch of removed engine oil in the oil filter bottle.
(4) Install drain plug into accessory drive gearbox in accordance with 72-60-01.
(5) Install the drain plug into the oil tank assembly in accordance with 79-10-01.
CAUTION: [POST SB TFE731-72-3597 OR POST SB TFE731-72-3662]

MOBIL JET OIL 254 AND BP/EXXON TURBO OIL 2197 ARE THE
ONLY RECOMMENDED ENGINE OILS.
(6) Service the oil tank with clean, recommended engine oil until oil level gage indicates
FULL. Install oil filler cap.
(7) Motor engine in accordance with Aircraft Flight Manual and/or appropriate aircraft
document.
(8) Service the oil tank with clean, recommended engine oil until oil level gage indicates
the “One Quart Low” level.
(9) Perform a 5 minute ground run in accordance with Aircraft Flight Manual and/or ap-
propriate aircraft document to flush out oil contained in the air/oil coolers and fuel
heater.
(10) Repeat Steps (1) through (3) and (5) through (9).
(11) Check and ensure proper engine operation in accordance with Aircraft Flight Manual
(12) Check the oil level in the oil tank and add clean, recommended engine oil if necessary.
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Reason: To change Paragraph 3.D.(6) thru (8), and delete Paragraph 3.D.(9) thru 3.D.(12).
Paragraph 3.D.(6) thru 3.D.(8) are changed, and Paragraph 3.D.(9) thru 3.D.(12) are deleted as follows:
(6) Service oil tank in accordance with Paragraph 3.A.(1).

(7) Perform a 5 minute ground run in accordance with Aircraft Flight Manual and/or
(8) Repeat Steps (1) and (2), and (4) through (6).
(9) Deleted.
(10) Deleted.
(11) Deleted.
(12) Deleted.
72-00-00
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CHAPTER 72 − REMOVAL/INSTALLATION
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
REMOVAL/INSTALLATION
General 401
Removal and Installation of Engine 401
Engine Preservation for Shipment 404
Engine Preservation 404
Use of Engine Maintenance Stand or Transportation Cart 405
Removal of Engine from Engine Maintenance Stand or
Transportation Cart 406
Installation of Engine in Engine Maintenance Stand or
Transportation Cart 407
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72-CONTENTS REMOVAL/INSTALLATION
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GENERAL − REMOVAL/INSTALLATION
1. General
Special tools required for removal/installation of engine and engine components, and other main-
tenance practices are listed and illustrated with usage descriptions in the TFE731 Illustrated Tool
and Equipment Manual. This publication is available from Honeywell.

Anti-seize lubricant (Liqui-Moly, Brand NV Lockrey Co Inc, P.O. Box 1269, 2517 Finlaw Ave,
Thread Compound) (MIL-PRF-907) Merchantville, NJ 08109
Oil (Univolt 60 Preservative) Exxon Co, USA, P.O. Box 4803, 600 Jefferson St,
Houston, TX 77210-4803
A. Removal and Installation of Engine
(1) Engine removal.
NOTE: Due to the engine installation on the aircraft, engine removal from the
aircraft may be required to perform certain maintenance procedures of
this publication. Before beginning any maintenance procedure speci-
fied in this publication, review the procedures to determine if engine
removal is required.
(a) If engine preservation is required for engine shipment, refer to Paragraph 2.
NOTE: When removing engine, ensure that all aircraft components and
accessories remain with aircraft, and all engine components and
accessories remain with engine. Refer to 72-00-00, Description
and Operation and applicable portions of Illustrated Parts Catalog
and Aircraft Maintenance Manual for component identification.
(b) If removal of engine from aircraft is required, refer to the Aircraft Maintenance
Manual for necessary procedures.
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1. A. (2) Engine installation.
(a) If installation of engine on aircraft is required, refer to the Aircraft Maintenance

Manual for necessary procedures.
(b) Air/oil cooler installation leak check is not required, but if leak check is desired
prior to engine installation on aircraft, perform leak check in accordance with
79-20-09, Inspection/Check.
(c) At installation of aircraft accessories on forward side of accessory drive gearbox,

inspect gearbox splines prior to accessory installation. Refer to 72-60-01,
Inspection/Check.
(d) Check torque on fuel control power lever shaft in accordance with 73-21-01.
(e) Rig cockpit power lever to engine fuel control in accordance with aircraft mainte-
nance manual. Ensure that the following conditions are met. (See Figure 401.)
1 With H.P. COCK at CUTOFF, fuel control power lever shaft shall contact the
minimum stop (located inside fuel control) and fuel control protractor shall
read 0 degrees or less.
2 With H.P. COCK at OPEN, and power lever at MAXIMUM, fuel control pow-
er lever shaft shall contact the maximum stop (located inside fuel control)
and fuel control protractor shall read 120 degrees or greater.
NOTE: With the fuel control power lever shaft positioned at 20

degrees, a 0.125 inch diameter rig pin may be inserted in
fuel control to maintain this setting as an aid to rigging.
3 With H.P. COCK at OPEN and power lever at IDLE, fuel control protractor
shall read 18 to 22 degrees.
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Reason: To add (±5 engine operating hours) to Paragraph 1.A.(2)(g) and (h).
Paragraphs (g) and (h) are changed as follows:
(g) Replace fuel filter element in accordance with 73-21-02 after initial 25 hours of engine
operation (±5 engine operating hours).
(h) Perform oil and filter analysis in accordance with 72-00-00, Inspection/Check, after initial 25
hours of engine operation (±5 engine operating hours).
Page 2 of 4
72-00-00 30 Jul 2015
UP833486

See TR

1. A. (2) (f) Perform procedures listed below of Adjustment/Test at completion of engine
installation.
DEEC Adjustment Procedures
Fuel Control Manual Mode Adjustment Procedure
Overspeed Solenoid/Engine Components Test Procedure
N1 Transducer Output to DEEC Load Test
Oil Pump Pressure Regulator Adjustment Procedure
DEEC Manual Mode Transfer Check
(g) Replace fuel filter element in accordance with 73-21-02 after initial 25 hours of
engine operation.
(h) Perform oil and filter analysis in accordance with 72-00-00, Inspection/Check,
after initial 25 hours of engine operation.
Power Lever Shaft Rigging Procedure

Figure 401
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July 31/95


2. Engine Preservation for Shipment
NOTE: Perform Paragraph A only if engine preservation is required for engine

shipment.
A. Engine Preservation
CAUTION: THE COMPRESSOR SHALL NOT BE SPRAYED WITH ANY

CORROSION-PREVENTIVE COMPOUND. NO HYDROCAR-
BONS OR OILS SHALL EVER BE INTRODUCED INTO A RUN-
NING ENGINE. UNCONTROLLED COMBUSTION COULD BE A
POSSIBLE RESULT.
NOTE: If engine is incapable of rotation, proceed to Step (5).
(1) Disconnect fuel control discharge line between oil temperature regulator (fuel/oil cooler)
and fuel control and connect a line to the fuel control discharge port to drain overboard.
(2) Disconnect fuel supply line at inlet connection on fuel pump and connect supply of oil.
Supply oil under two to five pounds per square inch pressure.

CYCLE FOR STARTER.
(3) De-energize ignition system. Advance power lever to idle position. Motor fuel control
until clean oil flows from overboard drain line. Fuel control may be motored by motor-
ing engine, observing motoring procedures established by the particular installation.
(4) Stop motoring engine, disconnect oil supply lines from fuel inlet port on fuel pump and
cap inlet port. Allow residual oil to drain from fuel control and lines, then disconnect
overboard drain line and reconnect fuel line between fuel control and fuel/oil cooler.
(5) Remove drain plug from oil tank. Refer to 79-10-01. Allow oil to drain into suitable
container, then reinstall drain plug with new packing.
(6) Remove drain plug from accessory drive gearbox. Refer to 72-60-01. Allow oil to drain
into suitable container, then reinstall drain plug with new packing.
(7) Check oil drained in Steps (5) and (6) for contamination which could indicate internal
damage to engine.
NOTE: Use of corrosion-preventive compound in the engine lubrication sys-

tem for preservation is not required. Specified engine lubricating oil is
a satisfactory corrosion preventative.
(8) Wipe all fuel and oil from engine. Secure a WARNING tag to engine indicating pres-
ervation procedure has been performed. Record preservation procedure in Engine Log
Book.
(9) If engine is to be installed in shipping container refer to 72-00-03.

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3. Use of Engine Maintenance Stand or Transportation Cart

Engine Maintenance Supports engine during disassembly and as- 289762-1
Stand sembly.
Maintenance Stand Supports engine during disassembly and as- 289764-1
Adapter Kit sembly. (Used with
289762-1)
Maintenance Stand Supports engine during disassembly and as- 289765-1
Adapter Kit sembly. (Used with
289762-1)
Engine Hoisting Sling Used to hoist engine. 289769-1
(Alternate for
832164-1)
Engine Transportation Used to transport engine. 289911-1
Cart
(Alternate for
289769-1)
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WARNING: DO NOT STAND BELOW ENGINE WHILE SUPPORTED BY HOIST
AND SLING, A FAILURE OF HOIST OR SLING COULD CAUSE PER-
SONNEL INJURY.
CAUTION: AVOID EXCESSIVE BENDING OR SHARP RADIUS BENDS WHEN

HANDLING ITT THERMOCOUPLE HARNESS AND N1 TRANSDUCER
LEADS. RADIUS OF LEAD BENDS SHALL NOT BE LESS THAN 0.5
INCH.
USE OF A SUBSTITUTE TRANSPORTATION CART THAT IS NOT

SHOCK MOUNTED COULD CAUSE BEARING BRINELLING AND
SUBSEQUENT FAILURE.
NOTE: An appropriate maintenance stand or transportation cart may be used as

required for transporting an engine removed from the aircraft or to facilitate
off-aircraft maintenance.
3. A. Removal of Engine from Engine Maintenance Stand or Transportation Cart
(1) Install 289769-1 or 832164-1 sling on engine support housing and rear mount and
secure.
(2) Attach hoist of 1000 pounds minimum capacity to sling. Disconnect and lift engine from
289762-1 engine maintenance stand or 289911-1 transportation cart, as applicable.
(3) If engine was installed in 289762-1 engine maintenance stand, remove 289764-1 and
289765-1 adapter kits from engine.
(4) Inspect aft shaft on fuel control (for connection to aircraft power lever rigging) to ensure
shaft was not bent during handling of engine.
(5) Install mixer nozzle assembly.

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3. B. Installation of Engine in Engine Maintenance Stand or Transportation Cart
(1) If engine is to be installed in 289762-1 engine maintenance stand, remove mixer

nozzle, install 289764-1 and 289765-1 adapter kits on engine.
CAUTION: USE OF A SUBSTITUTE TRANSPORTATION CART THAT IS

NOT SHOCK MOUNTED COULD CAUSE BEARING BRINELLING
AND SUBSEQUENT FAILURE.
AVOID EXCESSIVE BENDING OR SHARP RADIUS BENDS

WHEN HANDLING ITT THERMOCOUPLE HARNESS AND N1
TRANSDUCER LEADS. RADIUS OF LEAD BENDS SHALL NOT
BE LESS THAN 0.5 INCH.
(2) Lower engine onto 289762-1 engine maintenance stand or 289911-1 transportation
cart, as applicable, and secure.
(3) Disconnect hoist from sling and remove sling from engine support housing and rear
mount.
(4) Inspect aft shaft on fuel control (for connection to aircraft power lever rigging) to ensure
shaft was not bent during handling of engine.
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Apr 22/05



UP833486
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Apr 22/05


CHAPTER 72 − ADJUSTMENT/TEST
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
ADJUSTMENT/TEST
General 501
Corrective Action When Operating Limits are Exceeded 502
Engine Pre-Start Procedure 508
Engine Start Procedure 509
Engine Fire on Ground During Start Procedure 509
Engine Reduced Idling Information 510
Engine Shutdown Procedure 510
[Pre SB TFE731-76-3065] Digital Electronic Engine Control
(DEEC) Adjustment Procedures 510
[DEEC, Part No. 2118002-51/-52] Adjustment Procedures 516
Engine Identification (ID) 516
Acceleration Adjustment (SG) 517
Engine Flat Rate (EFR) Adjustment 518
ITT (T5) Limiter Adjustment 518
Low Pressure Rotor Speed (N1)
Limiter Adjustment 518
T2 Adjust, Take-Off Low Pressure Rotor
Speed (N1) FR/Mn, Climb/Cruise and
Idle Speed Adjustment 521
Power Lever Split, During Cruise, Adjustment 534
[5BR-1C] Restricted Performance Reserve (RPR) and
[5BR-2C] Automatic Performance Reserve (APR)
Count Adjustment Procedures 535
UP833486
72-CONTENTS ADJUSTMENT/TEST
Page 1
Nov 26/03

CHAPTER/
SECTION/
ENGINE 72-00-00
ADJUSTMENT/TEST (CONT)
[Pre SB TFE731-76-3065] Digital Electronic Engine Control
(DEEC) Adjustment Procedures (Cont)
[DEEC, Part No. 2118002-60/-62] Adjustment Procedures 536
Engine Identification (ID) 536
Acceleration Adjustment (SG) 537
Low Pressure Speed (N1) Limiter Adjustment 538
APR/RPR Count Adjustment 538
Fuel Control Manual Mode Adjustment Procedure 539
Fuel Control Adjustment Procedures 539
Optional Verification of Manual Mode Adjustment 542
[Pre SB TFE731-76-3065] Overspeed System Test Procedures 544
Overspeed Solenoid/Engine Components Test Procedure 548
DEEC Overspeed Circuits Test 552
N1 Transducer Output to DEEC Load Test 556
[Post SB TFE731-76-3065] Overspeed System Test Procedures 558A
Oil Pump Pressure Regulator Adjustment Procedure 559
Vibration Check Procedures 561
Vibration Check Setup 562
Vibration Check 562
Fan Trim Balance Procedure 569
Test Setup 571
Trim Balance Procedure 573
UP833486
Page 2
Nov 26/03


(Temporary Revision (TR) 72-173 is issued prior to TR 72-171 and TR 72-172. TR 72-171 and TR
72-172 will be distributed at a later date.)

REVISION 11, DATED MAY 11, 2007. INSERT FACING PAGE 2, 72-CONTENTS,
ADJUSTMENT/TEST. THIS TR IS ALSO APPLICABLE TO THE CD-ROM TFE731-5L AND
THE CD-ROM TFE731-5H.
Reason: To revise the adjustment/test table of contents.
Use the following oil pump pressure regulator adjustment procedure reference in lieu of the existing oil
pump pressure regulator adjustment procedure reference.
[Pre/Post SB TFE731-79-3066] Oil Pump

Pressure Regulator Adjustment Procedure TR 72-174
UP833486
(FAA APPROVED)
Page 1 of 1
Aug 2/07

CHAPTER/
SECTION/
ENGINE 72-00-00
ADJUSTMENT/TEST (CONT)
Digital Electronic Engine Control (DEEC) Manual Mode
Transfer Check 596
Fuel Pump Functional Test 596
Compressor Discharge Pressure (P3) Limiter Valve
Functional Test 598
[5BR-2C, 5BR-1H] Synchronizer Test 598.2
[Post SB TFE731-72-3597 or Post SB TFE731-72-3613]
Gearbox Pressure Checks 598.3
Fuel Control P3 Drain Leakage Test 598.8
UP833486
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Nov 30/06


UP833486
Page 4
Apr 22/05

GENERAL − ADJUSTMENT/TEST
1. General
ENGINE SHALL NOT BE OPERATED UNLESS THE FULL CONFIGU-
RATION OF EXHAUST DUCTS IS INSTALLED.
NOTE: A mixer nozzle must be installed on the engine prior to start. Mixer nozzles
Procedures contained within this section are provided for use when maintenance actions are
performed on the engine.
Paragraphs 2 through 7 provide supplemental information to Aircraft Flight or Maintenance Manual
and/or appropriate aircraft document procedures for engine operation during engine maintenance
functions.
The individual procedures of Paragraphs 8 through 17 shall be performed when required by other
sections of this manual, when required to establish engine operation within the limits specified by
the Aircraft Flight or Maintenance Manual and/or appropriate aircraft document and, when required
at periodic intervals as referenced in Inspection/Check, Periodic Inspection Requirements. When
specific procedures are required following replacement of an engine component, these procedures
are referenced in the applicable Maintenance Practices for the component being replaced.
CAUTION: CRACKED BRACKETS, CRACKED OR LEAKING PLUMBING LINES
COULD BE EVIDENCE OF EXCESSIVE ENGINE VIBRATION.
Instructions for performing a vibration check shall be accomplished any time evidence indicates
possible excessive engine vibration (cracked brackets, cracked or leaking plumbing lines, etc.).
CAUTION: FAILURE TO FOLLOW AIRCRAFT START PROCEDURES CAN RE-
SULT IN ENGINE TURBINE DAMAGE. DURING START, N1, N2, AND
ITT MUST BE MONITORED AS SPECIFIED IN THE RESPECTIVE
AIRCRAFT FLIGHT MANUAL OR OPERATING MANUAL, AS
APPROPRIATE. IF N1 ROTATION DOES NOT OCCUR OR IS
SLOWER THAN NORMAL DURING START, THE COMBUSTION PRO-
CESS MAY OCCUR IN THE TURBINE SECTION OF THE ENGINE
RATHER THAN IN THE COMBUSTOR. WHEN THIS OCCURS, THE
ITT MAY INDICATE NORMAL OR LOWER THAN NORMAL TEMPER-
ATURE READINGS, AS COMBUSTION IS NOT OCCURRING IN
FRONT OF THE ITT HARNESS PROBES. PHYSICAL N1 ROTATION
SHOULD BE VERIFIED PRIOR TO START, ESPECIALLY FOLLOWING
A TURBINE ENTRY AND IF THE ENGINE HAS BEEN RUN AND
SHUT DOWN BETWEEN 5 TO 20 MINUTES PRIOR TO THE SUBSE-
QUENT START.
Following any maintenance performed on the engine, confirm normal operation by starting and
running the engine at idle speed in accordance with the Aircraft Flight Manual and/or appropriate
aircraft document.
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2. Corrective Action When Operating Limits are Exceeded
Refer to Table 501 for corrective action when engine operating limits are exceeded.
NOTE: In order to satisfy high quality operational standards, as well as ensuring

the accuracy of readings obtained during the test and calibration of the
equipment, it is recommended that all instrumentation and gages to be
used be checked on a periodic basis against instrumentation and gages of
known accuracy.
Table 501. Corrective Action When Operating Limits are Exceeded

Condition Operating Limit Action if Exceeded
NOTE: The following operating limits are included for reference purposes with respect
to the corrective maintenance action required if the limits are exceeded. Refer
to Aircraft Flight Manual and/or appropriate aircraft document for specific details
regarding engine operation.
ENGINE START TIMES:
(1) From 10% N2 speed 10 seconds (maximum) Abort start. Determine cause and
to light-off correct before light-off further start
attempt.
(2) From light-off to idle 60 seconds (maximum) Abort start. Determine cause and
correct before further start attempt.
(3) Air starts 45 seconds (maximum) from Abort start. Determine cause of
initial fuel flow to 60% N2 failure to start and correct before
further attempt.
ENGINE OIL PRESSURE:
(At Normal Operating
Temperature)
NOTE: When operating at idle and oil temperature is less than 30°C (86°F), engine
oil pressure maximum transient limit may be exceeded.
(1) Idle 25 psig minimum None
Less than 25 psig Shut down engine as soon as pos-
sible. Determine cause and cor-
rect.
(2) Takeoff, climb, and 38 to 46 psig None
cruise
36 to 38 or 46 to 48 psig Monitor, continue operation.
25 to 36 or 48 to 54 psig Monitor, determine cause and cor-
rect as soon as practical.
Less than 25 psig Shut down engine as soon as pos-
sible. Determine cause and cor-
rect.
(3) Maximum transient 55 psig (3 minutes maximum) Reduce power as required to bring
(See NOTE) within limits. Determine cause and
correct.
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Table 501. Corrective Action When Operating Limits are Exceeded (Cont)
OIL TEMPERATURE:
NOTE: Starting the engine at temperatures as low as -54°C (-65°F) is permitted
provided that adequate cranking torque is available and that the fuel viscos-
ity is at or above the pour point.
If the engine is exposed to extremely cold temperatures (below -40°C
(-40°F)) for extended periods, the engine should be heated prior to attempt-
ing a start. During cold oil temperature starts, higher than normal oil pres-
sure can be expected which may exceed the maximum allowable transients
observed during normal temperature starts.
Exceeding idle power with oil temperature below 30°C (86°F) is not recom-
mended in the interest of optimum engine and lubrication performance and
due to reduced fuel icing protection from the fuel heater. However, if ambi-
ent temperature prevents attainment of 30°C (86°F) oil temperature, idle
power may be exceeded as required.
Fan Gearbox Inlet Starting, Heat engine prior to start.
minimum: (See NOTE)
Continuous operation
minimum: 30°C (86°F)
Maximum: 127°C (260°F) Determine cause and correct.
up to 30,000 feet, 140°C
(284°F) above 30,000 feet
Transient: 149°C (300°F) Determine cause and correct.
(2 minutes at any operational
altitude)
PERMISSIBLE OPERATING
RANGES:
(1) Air starts Refer to Aircraft Flight Manu- Determine cause and correct.
al and/or appropriate aircraft
document.
(2) Altitude Refer to Aircraft Flight Manu- Determine cause and correct.
al and/or appropriate aircraft
document.
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Nov 26/03


INTERSTAGE TURBINE
TEMPERATURE (ITT)
(1) Starting (Ground/Air) 978°C (1793°F) to 996°C Abort start. Determine cause and
(1824°F) for less than 10 correct before attempting restart.
seconds
978°C (1793°F) to 996°C Enter maximum temperature and
(1824°F) for more than 10 duration in excess of limit in engine
seconds, or over 996°C log. Determine cause and correct.
(1824°F) for less than 5 Perform static takeoff power check
seconds in accordance with Aircraft Flight
Manual and/or appropriate aircraft
document.
Over 996°C (1824°F) for Enter maximum temperature and
more than 5 seconds, or duration in excess of limit in engine
1036°C (1897°F) is attained log.
or exceeded Conduct Hot Section Inspection in
accordance with Inspection/Check,
before further engine operation.
(2) Takeoff (Without APR/RPR) 978°C When limit is exceeded, immediate-
(1793°F) for 5 minutes ly reduce power setting. Perform
maximum any additional actions(s) listed in
**(With APR/RPR) applicable operating transient (3).
996°C (1824°F) for 5
minutes maximum
(3) Operating Transient (Without APR/RPR) Immediately reduce power setting
979°C (1794°F) to to within the applicable operating
1006°C (1843°F) for 5 condition ITT limit. Enter maximum
seconds maximum temperature and time in excess of
007°C (1845°F) to transient limit in Engine Log Book.
1016°C (1861°F) for 2 Check DEEC, FR/Mn Adjustment,
seconds maximum prior to next flight.
**(With APR/RPR)
997°C (1827°F) to
1006°C
1006 C (1843
(1843°F)
F) for 5
seconds maximum
1007°C (1845°F) to
1016°C (1861°F) for 2
seconds maximum
**Twenty-five uses of APR/RPR system engine limits (N2 in excess of 100% or ITT in excess of
978°C (1793°F) within any major periodic inspection interval requires an unscheduled hot section
inspection.
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INTERSTAGE TURBINE
TEMPERATURE (ITT)
(CONT)
(3) Operating Transient 1007°C (1845°F) to Conduct Hot Section Inspection in
(Cont) 1016°C (1861°F) for more accordance with Inspection/Check,
than 2 seconds or 1017°C before further engine operation.
(1863°F) attained or Enter maximum temperature and
exceeded time in excess of ITT transient limit
in engine log.
(4) Maximum climb 933°C (1711°F) to When ITT limit is exceeded, im-
968°C (1775°F) mediately reduce power setting to
bring ITT within limits. Perform any
additional action(s) listed in applica-
ble operating transient (3). After
completion of climb segment and
acceleration to cruise mach num-
ber, maximum cruise limitations be-
come applicable.
(5) Maximum 968°C (1775°F) When ITT limit is exceeded, im-
continuous mediately reduce power setting to
ble operating transient (3).
In order to meet FAA approved
maintenance intervals, continuous
operation at the maximum continu-
ous rating should be used at the pi-
lots discretion only when required to
ensure safe flight.
(6) Maximum cruise 932°C (1710°F) When ITT limit is exceeded, im-
mediately reduce power setting to
ble operating transient (3).
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Nov 26/03


ROTOR SPEEDS:
NOTE: N1 refers to low-pressure-rotor speed: 100% = 21,000 rpm
N2 refers to high-pressure-rotor speed: 100% = 30,300 rpm
(1) Takeoff N1 - Refer to Aircraft Flight Reduce power setting to bring
Manual and/or appropriate N1/N2 within limits. Make neces-
aircraft document. sary DEEC adjustment prior to next
N2 - 100% (Without APR/ operation. Observe transient limits.
RPR)
**N2 - 100.8% (With APR/
RPR)
(2) Transient N1 - From Takeoff N1 per Reduce power setting to bring
Aircraft Flight Manual and/or N1/N2 within limits. Make neces-
appropriate aircraft document sary DEEC adjustment prior to next
to 100% (1 minute) operation. Observe speed limits.
N1 -100 to 103% (5 seconds)
N2 - 100 to 103% (5
seconds) (Without APR/RPR)
**N2 - 100.8 to 103% (5
seconds) (With APR/RPR)
(3) Overspeed N1 - 103% Reduce power setting to bring
N2 - 103% N1/N2 within limits. Perform Over-
speed Inspection in accordance
with Inspection/Check, any time
103% N1 or N2 is exceeded before
further engine operation.
**Twenty-five uses of APR/RPR system engine limits (N2 in excess of 100% or ITT in excess of
978°C (1793°F) within any major periodic inspection interval requires an unscheduled hot section
inspection.
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SUDDEN STOPPAGE OR Any deceleration of engine Shut down engine. Determine
EXTERNALLY INDUCED due to impact with any ob- cause and correct.
ENGINE DECELERATION: ject.
SHUTDOWN: Operate for at least 2 min-
utes at 38% N1 or below
prior to shutdown.
Roll Down From point of fuel cutoff, N1 Check for possible seizure or rub of
roll down time shall be 70 the rotors. Refer to Trouble Shoot-
seconds or more and N2 ing, Table 106.
roll down time shall be 30
seconds or more.
OIL USAGE RATE: 0.01 gallon per hour (1.0 Inspect engine for external oil leaks.
quart in 25 hours) when Determine cause and correct.
measured over a 15 hour
period.
OIL LEAKAGE LIMITS:
Accessory and Transfer Seepage is acceptable.
Gearbox
Leakage which causes oil If leakage rate is 5 drops per
droplets to form and drip off minute, or less, determine cause
of accessory drive and/or and correct within 15 engine
transfer gearbox module operating hours. If leakage rate ex-
external components is not ceeds 5 drops per minute,
acceptable. determine cause and correct
before further operation.
NOTE: Use of continuous ignition except “As Required” will necessitate premature
replacement of igniter plugs.
IGNITION SYSTEM As required. Check for satisfactory operation
OPERATION: during next ground start.
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Nov 30/06


FUEL LEAKAGE LIMITS:
Fuel Control P3 Drain
(1) Engine not operat- Seepage is acceptable.
ing, aircraft boost
pumps OFF.
Leakage sufficient to cause If leakage is 30 drops per hour, or
droplets to form and drip from less, replace fuel control within 20
P3 drain is not acceptable. flight hours.
If leakage is greater than 30 drops
per hour, replace fuel control
before further operation.
(2) Engine not operat- Up to 60 drops per minute is If leakage is between 60 and 120
ing, aircraft boost acceptable. drops per minute, replace fuel
pumps ON. control within 20 flight hours.
If leakage is greater than 120 drops
per minute, replace fuel
control before further operation.
(3) Engine operating 6 drops in 10 minutes If leakage is greater than 6 drops in
(Idle), aircraft boost (2.0 cc/hr) is acceptable. 10 minutes (2.0 cc/hr), replace fuel
pumps ON or OFF. control before further operation.
Perform fuel control
P3 drain leakage
test, refer to Para-
graph 19.
Other Fuel Control None allowed. Replace fuel control.
Leakage
Main Engine Fuel Pump Acceptable drain leakage of If drain leakage is more than 30
30 drops per hour. No other drops per hour and/or any other
leakage acceptable. leakage is evident, replace main
engine fuel pump.
UP833486
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Nov 30/06



UP833486
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June 9/06


3. Engine Pre-Start Procedure

EXTREMELY HAZARDOUS TO PERSONNEL WHEN ENGINE IS
OPERATING. PERSONNEL SHALL CLEAR THESE AREAS DURING
ENGINE START AND OPERATION TO AVOID INJURY.
CAUTION: DO NOT RUN ENGINE WITHOUT PROPER AIRCRAFT PRIMARY

(CORE) EXHAUST NOZZLE AND AIRCRAFT INLET DUCT
INSTALLED. DO NOT RUN ENGINE ABOVE REDUCED IDLE SPEED
WITHOUT PROPER AIRCRAFT FAN BY-PASS DUCT INSTALLED.
ENGINE DAMAGE WILL RESULT IF DUCTS ARE NOT USED AS
SPECIFIED. REFER TO AIRCRAFT MAINTENANCE MANUAL FOR
INSTALLATION OF DUCTS.
A. Pre-Start Procedures
NOTE: Operation of switches and controls as described with reference to

function performed to the engine does not reflect a specific installation.
Aircraft installation may combine switches with each other and with
other controls. Refer to Aircraft Flight Manual and/or appropriate
aircraft document for cockpit control arrangement and operation.
(1) Perform preflight inspections outlined in the Aircraft Flight Manual and/or appropriate
aircraft document.
(2) Check run-up area for any loose objects in the vicinity of the engine air inlet and rear of
the engine. Remove those objects that could interfere with the air intake.
(3) Check all engine controls for freedom of movement.
NOTE: It is recommended that an external power source be used to start

engine if OAT is below -4°C (25°F).
If an external power source is used, check to ensure proper connec-

tion and 1000 amp minimum capacity.
(4) If available, use an external power source for starting engine.

UP833486
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July 31/95


4. Engine Start Procedure
NOTE: All engine starts made in accordance with procedures of this manual shall
be made in the normal mode (DEEC turned on and operating), as specified
in the Aircraft Flight Manual and/or appropriate aircraft document. Except
where specifically noted in the following procedures, the DEEC shall remain
operating when running the engine.
A. Start Procedures
(1) Ensure aircraft covers for engine intake and exhaust are removed.
NOTE: If required to clear engine of fuel, as when attempting a start following

a false start, either allow three minutes for fuel to drain from engine or
motor engine for 15 seconds with power lever at fuel cutoff position.
During the start cycle, ITT should be monitored closely, particularly

when starting in cold weather, so that the limits specified in Table 501
are not exceeded.
(2) Start engine in accordance with Aircraft Flight Manual and/or appropriate aircraft docu-
ment.
5. Engine Fire on Ground During Start Procedure
CAUTION: FIRE EXTINGUISHING FOAM INGESTED IN THE ENGINE MAY RE-

QUIRE ENGINE DISASSEMBLY. CONTACT HONEYWELL
COMPLETE CUSTOMER CARE CENTER, FOR CORRECTIVE AC-
TION.
A. Fire on Ground Procedures
(1) If fire is burning within tailpipe area, shut off fuel to engine, then motor engine to blow
out fire.
(2) If fire is in engine compartment or nacelle, move power lever (H.P. COCK) to fuel cutoff
position to manually close fuel shutoff valve, then activate fire extinguisher switch.
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Nov 30/06


6. Engine Reduced Idling Information
A normal characteristic of the engine which may be observed at idle speed (28.5 percent N1) is a
cyclic increase and decrease of N1. This cycling is characterized by a sequence as follows: fuel
flow increases with no increase in N1; N1 then increases; fuel flow decreases with no decrease in
N1; N1 then decreases; cycle repeats. This characteristic is due to normal fuel pressure changes
within the fuel manifold caused by low flow rates which do not maintain constant flows from all
secondary nozzles of the fuel manifold. This characteristic may be confirmed as the cause of
cycling by increasing the power lever position to provide 250 to 300 pounds per hour fuel flow,
which stops cycling. The cycling characteristic is normal at low flow rates and has no effect on
operation or flight safety.
7. Engine Shutdown Procedure
A. Shutdown Procedures
(1) Shut down engine in accordance with Aircraft Flight Manual and/or appropriate aircraft
document.
(2) Allow engine cool-down period of at least 15 minutes before installing aircraft covers for
engine intake and exhaust.
8. [Pre SB TFE731-76-3065] Digital Electronic Engine Control (DEEC) Adjustment Procedures

Digital multimeter (with frequency counter) Fluke Corp, 6920 Seaway Blvd, P.O. Box 9090,
(Fluke Model 8060A) Everett, WA 98203
AZ 85038-9003
Tester kit (831182-1) Honeywell International Inc., Distribution Center,
AZ 85038-9003
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NOTE: The following adjustments are required when a new or replacement DEEC
is installed, when a new or replacement engine is installed, or when the
inlet pressure and temperature sensor is replaced. (See Figure 502.)
Before installing a new DEEC, refer to Trouble Shooting, Paragraph 4.A.
Cockpit Manual Mode Light will blink (OFF and ON) when function select
switch is not in Position 1.
Blinking display on face of DEEC indicates minimum or maximum adjust-

ment range has been obtained.
If the DEEC is de-energized prior to returning the function select switch to

Position 1 following adjustments, the new adjusted values will not be re-
tained in memory and must be reaccomplished.
[DEEC, Part No. 2118002-51/-52] If all three static adjustments (Accelera-

tion setting (S.G.), Engine Flat Rate (EFR) and ITT Limiter) are to be per-
formed, store adjustments in DEEC after all three adjustments have been
made.
Store adjustments in DEEC by returning function select switch to Position 1

and allow 1 minute for DEEC to store adjustments.
A J2 connector test box may be locally fabricated. Details are provided in

Figure 504 and Table 511.
After fabrication of J2 connector test box, perform resistance checks in

accordance with Table 512.
[5BR-1H] An extension cable of up to 100 feet or less in length may be

locally fabricated to allow moving DEEC into aircraft cockpit to facilitate
DEEC adjustments. Details for construction of extension cable are pro-
vided in Figures 501 and 501.1. Extension cable is installed as follows to
permit normal maintenance operation of engine with DEEC in cockpit.
(1) Ensure power is not applied to DEEC.
(2) Disconnect DEEC wiring harness connector from DEEC and remove DEEC from
aircraft. Refer to Aircraft Maintenance Manual.
(3) Connect male connector of extension cable to DEEC wiring harness connector
disconnected from DEEC.
(4) Route extension cable to aircraft cockpit, in a manner which will not interfere with
normal engine operation.
(5) Connect female connector or extension cable to DEEC, Connector J1.

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Table 502A. Connector Contact Data

Connector Part Number Honeywell Contact P/N Amphenol Contact P/N Tri-Star Contact P/N
D3899/20FH53 PN
Pin b (CH) 224-517-9400 10-407862-310 019-2020-106C
a (AL) 224-517-9401 10-407862-320 019-2020-106A
D3899/26FH53 SN
Pin b (CH) 224-517-9410 10-407865-310 010-2020-139C
a (AL) 224-517-9411 10-407865-320 010-2020-139A
Contact may be purchased from the following suppliers.

Distribution Center
Amphenol Military/Aerospace Industrial Operations

40-60 Delaware St
Sidney, NY 13838-1395
Telephone: (800) 678-0141
Tri-Star Electronics Inc

362 Main St
Venice, CA 90291
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[5BR-1H] DEEC Extension Cable

Figure 501
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[5BR-1H] Extension Cable for Digital Electronic Engine Control (DEEC)

Figure 501.1
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DEEC Adjustment Points (Typical)

Figure 502
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8. A. [DEEC, Part No. 2118002-51/-52] Adjustment Procedures
(1) Engine identification (ID).
NOTE: Engine model identification Code 5 (with RPR) is compatible with

Engine Model TFE731-5BR-1C.
Engine model identification Code 9 (with APR) is compatible with

Engine Model TFE731-5BR-2C.
If proper ID code has not been previously set, the DEEC will
transfer to manual mode when energized. Regardless of wheth-
er the DEEC is in normal or manual mode, the following applica-
ble steps must be performed to ensure the proper ID code is
selected.
(a) With the DEEC energized, turn function select switch to Position 2. The ID code
will be displayed on DEEC after self-test is complete.
(b) Move the calibration switch to obtain ID Code 5 or 9 as applicable.
(c) Turn function select switch to Position 1, and allow one minute for DEEC to store
adjustment.
(d) If DEEC transferred to manual mode when energized in Step (a), recycle DEEC
power (OFF/ON) to return DEEC to normal mode. Return function select switch
to Position 2, and ensure ID Code 5 or 9 is displayed as applicable.
(e) Erase fault memory caused by transfer to manual mode and any previously
stored faults by positioning function select switch to Position 10, and move cal-
ibration switch to increase (+). The display will blink during erasure process then
become blank, indicating erasure is complete.
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8. A. (2) Acceleration adjustment (SG).
NOTE: The engine SG value is determined during acceptance test run of

a new or overhauled engine in the test cell. This value may have
been determined using a different engine control and is recorded
in the Engine Log Book. The engine’s DEEC must be set to that
value.
(a) If the DEEC is replaced, get the acceleration setting as follows.
1 Obtain latest available SG value from Engine Log Book and set acceleration
setting to that value.
2 If SG setting is not available from Engine Log Book, use the setting from
previously installed DEEC.
3 If previously installed DEEC is not available, set the acceleration setting to

4.
(b) With the DEEC energized turn function select switch to Position 5. The accelera-
tion setting number will be displayed.
NOTE: Upward movement of the calibration switch will decrease (short-

en) engine acceleration time. Downward movement of the cal-
ibration switch will increase (lengthen) engine acceleration time.
Excessive upward adjustment is undesirable since it may result
in engine compressor instability (surge) during rapid power lever
advance. Excessive adjustment in the downward direction is
also undesirable in that it may reduce engine acceleration capa-
bility to an undesirable extent and may result in lean blowout.
To compensate for individual engine characteristics or installation

effects a typical variation in acceleration adjustment setting (SG)
may be to decrease by one value (setting number) or increase by
two values (setting numbers), however adjustments are not
limited to these values and may be increased or decreased as
necessary.
After initial acceleration adjustment has been made on DEEC,

readjustment of the acceleration adjustment is not required when
using approved jet fuels specified in the Aircraft Flight Manual
(c) Move the calibration switch in the appropriate direction to obtain the setting.
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8. A. (3) Engine Flat Rate (EFR) adjustment.
NOTE: Whenever EFR is adjusted, FR/Mn must also be adjusted.
(a) Perform engine flat rate (EFR) adjustment.
1 With the DEEC energized, turn the function select switch to Position 6. The
sea level EFR temperature will be displayed on DEEC in degrees C.
2 [5BR-1C] Move the calibration switch to obtain a displayed value of 23.70

±0.20°C for side engine and 23.00 ±0.20°C for center engine.
3 [5BR-2C] Move the calibration switch to obtain a displayed value of 23.70

±0.20°C for engines without thrust reversers or 23.20 ±0.20°C for engines
with thrust reversers.
(4) ITT (T5) limiter adjustment.
(a) With the DEEC energized turn the function select switch to Position 8. The ITT
limiter setting will be displayed (°C).
(b) Move the calibration switch in the appropriate direction to obtain a displayed
value of 978.
(c) Return function select switch to Position 1 and allow one minute for DEEC to
store adjustments.
(5) Low pressure rotor speed (N1) limiter adjustment.
(b) Connect J2 connector access test box to DEEC J2 connector.
(c) Connect a frequency counter (Fluke meter, Model 8060A) to the N1 monopole
output jacks on the J2 connector access test box.
(d) Set the DEEC function select switch to Position 4.

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8. A. (5) (e) Perform normal engine start in accordance with Aircraft Flight Manual and/or
(f) Advance power lever to set N1 engine speed to approximately 75 percent.
(g) Record the N1 frequency in hertz (Hz) from the frequency counter and in percent
from the reading displayed on the DEEC.
(h) Reduce power lever to idle, and conduct normal engine shutdown in accordance
(i) Turn electrical power to DEEC off. Disconnect and remove frequency counter
and test box.
(j) Convert frequency recorded in Step (g) to percent by dividing the recorded fre-
quency by 101.5.
(k) Subtract the converted percent of Step (j) from the reading displayed on the
DEEC of Step (g). Record the difference. For example:
Test box = 75% N1 DEEC = 75.2% N1
75.2% - 75% = 0.20%
(l) Determine the N1 compensator part number installed on Engine from DSC (Data
Sheet, Customer) contained in the Engine Log Book. If the DSC is not available,
the N1 compensator part number may be obtained by visual inspection of the
part.
(m) Determine the N1 compensation value (bias percentage) for the N1 compensator
part number installed on the engine using Table 503. Subtract the compensation
value from the recorded difference of Step (k). Record the difference. For exam-
ple:
Step (k) difference = 0.20% Compensation value = 0.48%
0.20% - 0.48% = -0.28%
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NOTE: The DEEC displays percent of N1 in 0.05 increments. Therefore,
if the bias percent increase value for the N1 compensator is 0.52
percent, the calculated N1 would be 99.48 percent but DEEC
would indicate 99.50 percent.
8. A. (5) (n) Determine the required N1 limiter set point by adding the result of Step (l) (with
positive or negative sign) to 100%. Round the N1 limiter set point to the nearest
0.05%. For example:
Step (l) difference = -0.28%
100% + (-0.28%) = 99.72%
Rounded to = 99.70%
NOTE: Level 2 must be accessed to display and adjust N1 limiter set
point.
(o) With the DEEC energized turn function select switch to Position 3. After stored
faults have been displayed, Level 1 or 2 will be displayed on DEEC.
(p) Move the calibration switch in the appropriate direction until the number 2 is
displayed (indicating Level 2 has been accessed).
(q) Turn function select switch to Position 5. The maximum N1 Limiter set point will
be displayed in percent rpm.
(r) Move the calibration switch in the appropriate direction to obtain the N1 Limiter
set point determined in Step (n).
(s) Turn function select switch to Position 3. After stored faults have been dis-
played, Level 1 or 2 will be displayed.
(t) Move the calibration switch in the appropriate direction until the number 1 is
displayed (indicating unit is back to Level 1).
NOTE: DEEC must remain energized a minimum of one minute following

storage of adjustments.
(u) Turn function select switch to Position 1 to store adjusted value.

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Table 503. N1 Compensator Data

Compensator BIAS Percent Compensation Resistance (OHMS)
Part Number Increase (Reference) RPM Pin A to Pin B
3074135-1 0 0 10,000 ±50
3074135-2 0.24 50 9,310 ±47
3074135-3 0.48 100 8,660 ±43
3074135-4 0.71 150 8,060 ±40
3074135-5 0.95 200 7,500 ±38
3074135-6 1.19 250 6,980 ±35
3074135-7 1.43 300 6,490 ±32
3074135-8 1.67 350 6,040 ±30
3074135-9 1.90 400 5,620 ±28
3074135-10 2.14 450 5,230 ±26
8. A. (6) T2 Adjust, Take-Off Low Pressure Rotor Speed (N1) FR/Mn, Climb/Cruise and Idle
Speed adjustment.
NOTE: Any subsequent P2T2 sensor or DEEC replacement and/or T2

adjustment will require reaccomplishment of the following step.
T2 Adjust, Take-off Low Pressure Rotor Speed (N1) FR/Mn,

Climb/Cruise and Idle Speed Adjust is a continuous adjustment
procedure that must be performed in proper sequence with en-
gine running.
Honeywell recommends the use of 831182-1, hand-held tester kit

when performing FR/Mn adjustment.
(a) Perform T2 adjustment as follows.
1 Obtain prevailing outside ambient air temperature (centigrade) from shaded

area immediately outside aircraft.
2 Obtain indicated pressure altitude from aircraft altimeter. (Set altimeter to

29.92 in. Hg to read pressure altitude directly.)
3 Perform a normal engine start in accordance with Aircraft Flight Manual

and/or appropriate aircraft documents.
4 Record take-off power setting (N1) from Aircraft Flight Manual and/or ap-
propriate aircraft document for current outside air temperature and indicated
pressure altitude.
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NOTE: Level 2 must be accessed to display and adjust T2.
8. A. (6) (a) 5 Turn function select switch to Position 3. After stored faults have been dis-
played, Level 1 will be displayed on DEEC.
6 Move the calibration switch to the increase position to select Level 2. The
DEEC will display any stored internal mini flag (IMF) faults, followed by
0000, then the number 2 (indicating Level 2).
7 Turn function select switch to Position 6.
CAUTION: DO NOT EXCEED ENGINE OPERATING LIMITS

WHEN PERFORMING THE FOLLOWING STEPS.
NOTE: T2 can only be adjusted if Power Lever Angle (PLA) is

above 115 degrees and N2 is above 90 percent.
8 Slowly advance PLA to take-off N1 recorded in Step 4 without exceeding

engine operating limits.
9 T2 sensed by the DEEC is displayed in degrees centigrade. Move calibra-

tion switch in the appropriate direction to display the prevailing outside
ambient air temperature as determined in Step 1.
NOTE: 831182-1, hand-held tester kit, is required for the following proce-
dure. If hand-held tester kit is not available, adjust FR/Mn in
accordance with Step (c).
(b) Adjust FR/Mn using 831182-1, hand-held tester kit as follows.
1 If hand-held tester kit was not previously installed, connect tester kit as
follows.
NOTE: Ensure power to DEEC is off prior to installing or

removing hand-held tester kit.
a Position DEEC function select switch to Position 1 for one minute to

store T2 value.
b Set DEEC cockpit switch to OFF.
c Connect 831181-11, interface cable (component of hand-held tester kit)

to DEEC, Connector J2.
d Connect hand held terminal (HHT) (component of hand-held tester kit)

to interface cable.
e Set DEEC cockpit switch to ON.

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NOTE: If cursor does not appear, hold down the (SHIFT) key
and press (ESC) on HHT or cycle DEEC power off to
on.
8. A. (6) (b) 2 Observe cursor (u) on HHT display.
NOTE: Many HHT units have been programmed to read existing

DEEC FR/Mn trim setting by pressing the (F1) key on HHT
3 To read existing DEEC FR/Mn trim setting, enter (type) SHV (SPACE)
FRMNADJ, then press (ENTER). (Press the (F1) key on pre-programmed
HHT units as an alternate method.)
4 Record displayed value. Value displayed will be between -1970 and 1068
RPM N2.
NOTE: Inaccurate ambient temperature and pressure measure-

ments will lead to inaccurate target N1 values. Interpolate
when required.
Ensure aircraft is positioned directly into the wind to re-

duce effects of crosswinds.
5 Using the most current OAT and pressure altitude, determine and record
target N1 from the aircraft flight manual N1 charts.
6 Stabilize engine speed at idle for 3 minutes.
7 Slowly (5 to 10 seconds from idle to maximum) advance power lever to

maximum position. After approximately 2 seconds at maximum, record
peak cockpit N1 value observed.
8 Reduce power lever to idle.
9 Calculate N1% trim error as follows.
Subtract peak N1 recorded in Step 7 from target N1 recorded in Step 5.
Example: 98.0 Target N1

-96.5 Observed Peak N1
= 1.5 N1% Trim Error
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8. A. (6) (b) 10 Calculate new FR/Mn trim setting as follows.
a Convert N1% trim error (calculated in Step 9) to N2 RPM as follows.
N2 RPM = % Trim Error x 150
Example: 1.5% Trim Error x 150 = 225 N2 RPM Trim Error
b Add the N2 RPM value (calculated in Step a) to existing FR/Mn trim

setting value recorded in Step 4.
NOTE: Observe numerical signs (+/-).
Example: -300 Existing FR/Mn Trim Setting

+225 N2 RPM Trim Error
-75 New FR/Mn Trim Setting
NOTE: For excessively overtrimmed DEEC’s, reverse

the calculation procedures in Steps 9 and 10
and adjust accordingly.
c Record new FR/Mn trim setting.
11 Enter new FR/Mn trim setting into DEEC as follows.
NOTE: This step may be accomplished with the engine run-

ning at idle or with engine shut down.
Ensure power to DEEC is not interrupted during the

following steps.
a Place DEEC function select switch to Position 7. Disregard dashes

and numbers displayed on the front panel display.
NOTE: If unable to obtain the exact new FR/Mn trim value in

the following step, go to the next most positive value.
Changing the FR/Mn adjust trim value in a positive
direction results in an increase in maximum N1 peak
value.
b Observe the FR/Mn trim value displayed on the HHT display. Move
DEEC calibration switch in the appropriate direction to obtain the new
FR/Mn trim value determined in Step 10.
c Return DEEC function select switch to Position 1 for one minute to

store FR/Mn trim value.
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8. A. (6) (b) 12 Verify new FR/Mn adjustment as follows.
NOTE: Prior to accomplishment of the following steps, recon-

firm ambient conditions. If ambient conditions have
changed, determine the target N1.
Ensure power lever remains at idle 2 minutes be-

tween throttle excursions, allowing DEEC to reset
internally.
a Repeat Steps 5 through 8 to verify FR/Mn trim adjustment.
NOTE: Cockpit peak N1 value observed in Step 7 should not

be less than the N1 target value calculated in Step 5.
However, it may exceed value by 0.7%.
b If cockpit peak N1 value observed is not acceptable (N1 too low or

high), repeat Steps 5 through 12 a as necessary.
c If cockpit peak N1 value observed is acceptable, cycle power to DEEC

OFF, then ON and confirm the new FR/Mn adjust value on HHT has
remained at its final value.
NOTE: Turn off power to DEEC prior to removing hand-held

tester kit.
d Remove HHT from interface cable.
e Remove interface cable from DEEC, Connector J2.

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NOTE: Alternate procedures for FR/Mn adjustment specified in
Step (b) may be used in lieu of procedures specified in
Step (c).
8. A. (6) (c) Adjust FR/Mn as follows.
NOTE: The following are explanations of DEEC displays with

function select switch in Position 7 (FR/Mn).
(1) Percent N1 alternating with dashes (%N1, ----, %N1,

----, %N1), PLA is below 115 degrees, or ITT is below
538°C (1000°F), or N2 is below 90%.
(2) Percent N1 blinking, (%N1, blank, %N1, blank, %N1).

PLA is above 115 degrees, ITT is above 538°C
(1000°F), N2 is above 90% and function select switch
has not been in Position 7 for approximately the three
minutes required to thermally stabilize the engine and
automatically compute the climb/cruise value.
(3) Following this three minute engine stabilization period

(%N1 blinking), the display will remain continuous
(stop blinking), indicating that it is appropriate to set
the takeoff power setting N1 (FR/Mn) and that the
DEEC will automatically compute the climb/cruise
value.
1 Turn function select switch to Position 7 and blinking N1 will be displayed on

DEEC.
2 Maintain power lever at maximum position until engine is thermally stabi-

lized and DEEC display stops blinking and continuous N1 is displayed
(approximately three minutes).
NOTE: If N1 cycling is observed on the cockpit N1 indicator,

use the DEEC calibration switch to adjust takeoff
power setting (N1) determined in Step (a)4 to equal
the lowest cockpit N1 indication. See Figure 502.1 for
example of cycling N1.
3 After continuous N1 is displayed on DEEC, move calibration switch in the

appropriate direction to obtain takeoff power setting N1 determined in Step
(a)4 on cockpit N1 indicator.
4 After engine has stabilized at the required takeoff power setting N1, retard
power lever to idle.
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8. A. (6) (d) Perform climb/cruise and idle speed adjustment as follows.
1 Using values obtained in Steps (a)1 and 2, enter Table 504 or 504.1, as
applicable, and locate intersection of current outside air temperature (OAT)
and indicated pressure altitude. Record corresponding low pressure rotor
reduced idle speed (percent N1).
CAUTION: IF CAPPING OF SECONDARY FUEL FLOW IS NEC-

ESSARY TO SET IDLE ADJUSTMENT IN THE FOL-
LOWING STEP, DO NOT ADVANCE POWER LEVER
BEYOND IDLE POSITION WITHOUT FLOW DIVIDER
VALVE RECONNECTED FOR NORMAL OPERA-
TION.
NOTE: If N1 cycling occurs and is of such magnitude that idle

adjustment of the following steps cannot be made, shut-
down engine and cap off secondary output of fuel flow
divider valve (Refer to 73-20-01, Figure 201) to allow
satisfactory completion of idle adjustment. After comple-
tion of adjustment, reconnect secondary output for normal
operation.
2 With power lever set at idle, turn function select switch to Position 4 and
reduced idle speed will be displayed on DEEC in percent N1.
CAUTION: WHEN PERFORMING THE FOLLOWING STEPS,

THE DEEC WILL DISPLAY PERCENT N1 UNCOM-
PENSATED. THE COCKPIT N1 INDICATOR WILL
INDICATE PERCENT N1 COMPENSATED. ALL
SPECIFIED N1 SPEEDS SHALL BE OBTAINED
FROM THE COCKPIT INDICATOR.
3 Ensure there is no bleed air extraction from engine being adjusted.
4 Move calibration switch in the appropriate direction to obtain idle speed

recorded in Step 1 on cockpit N1 indicator.
5 Turn function select switch to Position 1 for one minute to store T2, FR/Mn,
climb/cruise and N1 idle speed.
NOTE: Turn power to DEEC off prior to installing or removing

HHT.
6 If installed, remove hand-held terminal from interface cable; then, remove

interface cable from DEEC.
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Take-off Power Setting (N1) Cycling Example

Figure 502.1
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Table 504. Determining Low Pressure Rotor Reduced Idle

Speed (Percent N1) Requirements (Side Engine)
OAT PRESSURE ALTITUDE - FEET
SEA
°C (°F) LEVEL 2000 4000 6000 8000 10000 12000 14000
−50 (−58) 23.80 24.70 25.70 27.70 29.60 31.40 33.40 35.40
−45 (−49) 24.20 25.00 26.00 28.00 29.90 31.80 33.80 35.80
−40 (−40) 24.40 25.30 26.30 28.40 30.30 32.10 34.20 36.20
−35 (−31) 24.70 25.60 26.60 28.70 30.60 32.50 34.60 36.60
−30 (−22) 25.00 25.90 26.90 29.00 31.00 32.90 35.00 37.10
−25 (−13) 25.30 26.20 27.20 29.40 31.30 33.30 35.40 37.50
−20 (− 4) 25.50 26.50 27.50 29.70 31.70 33.60 35.80 37.90
−15 (5) 25.80 26.80 27.80 30.00 32.00 34.00 36.20 38.30
−10 (14) 26.10 27.00 28.10 30.30 32.40 34.40 36.60 38.70
− 5 (23) 26.30 27.30 28.40 30.70 32.70 34.70 36.90 39.10
0 (32) 26.60 27.60 28.70 31.00 33.00 35.10 37.30 39.40
5 (41) 26.90 27.90 29.00 31.30 33.40 35.40 37.70 39.80
10 (50) 27.10 28.10 29.30 31.60 33.70 35.80 38.00 40.20
15 (59) 27.40 28.40 29.60 31.90 34.00 36.10 38.40 40.60
20 (68) 27.60 28.70 29.90 32.20 34.30 36.40 38.70 40.90
25 (77) 27.90 28.90 30.10 32.50 34.60 36.70 39.10 41.30
30 (86) 28.10 29.20 30.40 32.80 34.90 37.10 .00 .00
35 (95) 28.40 29.50 30.70 33.10 35.20 .00 .00 .00
40 (104) 28.60 29.70 31.00 33.40 .00 .00 .00 .00
45 (113) 28.90 30.00 .00 .00 .00 .00 .00 .00
50 (122) 29.10 .00 .00 .00 .00 .00 .00 .00
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Table 504.1. [5BR-1C] Determining Low Pressure Rotor Reduced Idle

Speed (Percent N1) Requirements (Center Engine)
SEA
°C (°F) LEVEL 2000 4000 6000 8000 10000 12000 14000
−50 (−58) 24.70 25.60 26.80 28.70 30.40 32.10 33.90 35.70
−45 (−49) 25.00 25.90 27.10 29.10 30.80 32.50 34.30 36.10
−40 (−40) 25.30 26.30 27.50 29.40 31.20 32.90 34.70 36.50
−35 (−31) 25.60 26.60 27.80 29.80 31.50 33.30 35.10 37.00
−30 (−22) 25.90 26.90 28.10 30.10 31.90 33.70 35.50 37.40
−25 (−13) 26.20 27.20 28.40 30.50 32.20 34.00 35.90 37.80
−20 (− 4) 26.50 27.50 28.70 30.80 32.60 34.40 36.30 38.20
−15 (5) 26.80 27.80 29.10 31.10 32.90 34.80 36.70 38.60
−10 (14) 27.10 28.10 29.40 31.50 33.30 35.20 37.10 39.00
− 5 (23) 27.30 28.40 29.70 31.80 33.60 35.50 37.50 39.40
0 (32) 27.60 28.70 30.00 32.10 34.00 35.90 37.90 39.80
5 (41) 27.90 29.00 30.30 32.40 34.30 36.20 38.20 40.20
10 (50) 28.20 29.30 30.60 32.80 34.70 36.60 38.60 40.50
15 (59) 28.40 29.60 30.90 33.10 35.00 36.90 38.90 40.90
20 (68) 28.70 29.90 31.20 33.40 35.30 37.30 39.30 41.30
25 (77) 29.00 30.10 31.50 33.70 35.60 37.60 39.60 41.60
30 (86) 29.20 30.40 31.80 34.00 35.90 .00 .00 .00
35 (95) 29.50 30.70 32.10 34.30 36.30 .00 .00 .00
40 (104) 29.80 31.00 32.40 34.60 .00 .00 .00 .00
45 (113) 30.00 31.30 .00 .00 .00 .00 .00 .00
50 (122) 30.30 .00 .00 .00 .00 .00 .00 .00
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NOTE: Normal idle speed was automatically accomplished in Step
(d)4. If desired, verification of this adjustment may be
accomplished by performing the following step.
8. A. (6) (e) Optional verification of normal idle speed (N1) adjustment.
1 Enter Table 505 or 505.1, as applicable, and locate intersection of current

outside air temperature (OAT) and indicated pressure altitude and record
corresponding low pressure rotor normal idle speed (N1).
2 With function select switch in Position 4, select normal idle in accordance

with Aircraft Maintenance Manual. Normal idle speed will be displayed on
DEEC in percent N1.
3 If required, move calibration switch in the appropriate direction to obtain idle

speed recorded in Step 1 on cockpit N1 indicator. This adjustment will not
effect the reduced idle speed setting.
4 Turn function select switch to Position 1 for one minute to store normal idle
speed.
(f) Perform normal engine shutdown in accordance with Aircraft Flight Manual
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Table 505. Determining Low Pressure Rotor Normal Idle

Speed (Percent N1) Requirements (Side Engine)
SEA
°C (°F) LEVEL 2000 4000 6000 8000 10000 12000 14000
−50 (−58) 29.10 30.70 32.50 34.40 36.20 37.80 39.40 40.80
−45 (−49) 29.50 31.10 32.90 34.90 36.60 38.30 39.90 41.30
−40 (−40) 29.80 31.50 33.30 35.30 37.00 38.70 40.30 41.80
−35 (−31) 30.20 31.90 33.70 35.70 37.50 39.20 40.80 42.30
−30 (−22) 30.50 32.20 34.10 36.10 37.90 39.60 41.30 42.80
−25 (−13) 30.80 32.60 34.50 36.50 38.30 40.10 41.70 43.30
−20 (− 4) 31.20 33.00 34.90 36.90 38.80 40.50 42.20 43.80
−15 (5) 31.50 33.30 35.30 37.30 39.20 41.00 42.70 44.30
−10 (14) 31.90 33.70 35.70 37.70 39.60 41.40 43.10 44.70
− 5 (23) 32.20 34.10 36.10 38.10 40.00 41.80 43.60 45.20
0 (32) 32.50 34.40 36.40 38.50 40.40 42.30 44.00 45.70
5 (41) 32.90 34.80 36.80 38.90 40.80 42.70 44.50 46.10
10 (50) 33.20 35.10 37.20 39.30 41.20 43.10 44.90 46.50
15 (59) 33.50 35.50 37.50 39.60 41.60 43.50 45.30 47.00
20 (68) 33.80 35.80 37.90 40.00 42.00 44.00 45.70 47.40
25 (77) 34.20 36.10 38.30 40.40 42.40 44.40 46.20 47.80
30 (86) 34.50 36.50 38.60 40.80 42.80 44.80 .00 .00
35 (95) 34.80 36.80 39.00 41.10 43.20 .00 .00 .00
40 (104) 35.10 37.10 39.30 41.50 .00 .00 .00 .00
45 (113) 35.40 37.50 .00 .00 .00 .00 .00 .00
50 (122) 35.70 .00 .00 .00 .00 .00 .00 .00
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Table 505.1. [5BR-1C] Determining Low Pressure Rotor Normal Idle

Speed (Percent N1) Requirements (Center Engine)
SEA
°C (°F) LEVEL 2000 4000 6000 8000 10000 12000 14000
−50 (−58) 29.90 31.40 33.00 34.70 36.20 37.80 39.30 40.80
−45 (−49) 30.30 31.80 33.40 35.10 36.70 38.30 39.80 41.30
−40 (−40) 30.60 32.20 33.80 35.50 37.10 38.70 40.30 41.80
−35 (−31) 31.00 32.60 34.20 35.90 37.60 39.20 40.80 42.30
−30 (−22) 31.30 33.00 34.60 36.30 38.00 39.60 41.20 42.80
−25 (−13) 31.70 33.30 35.00 36.70 38.40 40.10 41.70 43.30
−20 (− 4) 32.00 33.70 35.40 37.10 38.80 40.50 42.20 43.80
−15 (5) 32.40 34.10 35.80 37.50 39.20 41.00 42.60 44.20
−10 (14) 32.70 34.40 36.20 37.90 39.70 41.40 43.10 44.70
− 5 (23) 33.10 34.80 36.60 38.30 40.10 41.80 43.50 45.20
0 (32) 33.40 35.10 36.90 38.70 40.50 42.30 44.00 45.60
5 (41) 33.70 35.50 37.30 39.10 40.90 42.70 44.40 46.10
10 (50) 34.10 35.80 37.70 39.50 41.30 43.10 44.90 46.50
15 (59) 34.40 36.20 38.00 39.90 41.70 43.50 45.30 46.90
20 (68) 34.70 36.50 38.40 40.30 42.10 44.00 45.70 47.30
25 (77) 35.10 36.90 38.80 40.60 42.50 44.40 46.10 47.80
30 (86) 35.40 37.20 39.10 41.00 42.90 44.80 .00 .00
35 (95) 35.70 37.60 39.50 41.40 43.30 .00 .00 .00
40 (104) 36.00 37.90 39.80 41.80 .00 .00 .00 .00
45 (113) 36.30 38.20 .00 .00 .00 .00 .00 .00
50 (122) 36.60 .00 .00 .00 .00 .00 .00 .00
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8. A. (7) Power lever split, during cruise, adjustment.
NOTE: The following adjustment should only be performed to correct a

power lever split condition.
If the following adjustment does not correct power lever split,

refer to Trouble Shooting, Procedure 29.
(a) Perform adjustment as follows.
1 At cruise, with synchronizer off, and the power levers aligned, record N1 for
each engine then determine power lever split.
2 Turn the function select switch of each DEEC to Position 3. Wait until the
DEEC has sequenced through the stored faults, followed by 0000, then the
number 1 will be displayed indicating Level 1 is accessed. Move the cal-
ibration switch to select Level 2. The DEEC will sequence the stored inter-
nal mini flag (IMF) faults, followed by the 0000, then the number 2 will be
displayed indicating Level 2 has been accessed.
3 Turn function select switch of each DEEC to Position 11. An N2 speed

range between plus 2 percent and minus 2 percent will be displayed on
each DEEC.
4 Determine the amount of engine-to-engine N1 split using the recorded N1

values of Step 1.
5 Convert the N1 split of Step 4 to percent N2 as follows:
N2 percent split = N1 percent split X .5
NOTE: In cases where leading power lever DEEC is such that

decreasing of the range is not possible (e.g. minus 2 per-
cent or close to minus 2 percent) increase range of other
DEEC by the amount the leading power lever DEEC could
not be decreased.
6 Move the calibration switch of the leading engine DEEC in the appropriate
direction to decrease the displayed value by the amount calculated in Step
5.
7 Turn function select switch of each DEEC to Position 1, then allow one
minute for each DEEC to store the power lever split adjustment.
8 Cycle the power of each DEEC, then confirm the power lever split has been
corrected at cruise power.
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8. A. (8) [5BR-1C] Restricted Performance Reserve (RPR) and [5BR-2C] Automatic Perfor-
mance Reserve (APR) count adjustment procedures.
(a) If a new DEEC is installed but engine remains on aircraft, all stored counts must
be transferred from the old DEEC to the new DEEC as follows. Counts are
applied to life limited components for inspection intervals and/or maintenance
actions.
1 Obtain stored counts from the old unit. Turn function select switch to Posi-
tion 11, RPR/APR count will be displayed. Record counts.
2 To store counts in the new unit, turn function select switch of the new unit to
Position 11.
3 Move the calibration switch in the appropriate direction to obtain the count
reading recorded in Step 1.
NOTE: DEEC must remain energized a minimum of one minute to

store adjustments.
4 Return function select switch to Position 1 to store adjusted value.
(b) If a Major Periodic Inspection (MPI) is being performed, all recorded counts must
be recorded on Major Periodic Inspection Record Form, Table 604, Inspection/
Check. Obtain counts and adjust DEEC to zero as follows.
1 Turn function select switch to Position 11, RPR/APR count will be displayed.
Record count.
2 Move the calibration switch in the appropriate direction to obtain a count

reading of zero.
NOTE: DEEC must remain energized a minimum of one minute to

store adjustments.
3 Return function select switch to Position 1 to store adjusted value.

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8. B. [DEEC, Part No. 2118002-60/-62] Adjustment Procedures
(1) Engine identification (ID).
NOTE: If proper ID code has not been previously set, the DEEC will
transfer to manual mode when energized. Regardless of wheth-
er the DEEC is in normal or manual mode, the following applica-
ble steps must be performed to ensure the proper ID code is
selected.
(a) With the DEEC energized, turn function select switch to Position 2. The ID code
will be displayed on DEEC after self-test is complete.
(b) [5BR-1C, 5BR-2C, DEEC, Part No. 2118002-60] Move the calibration switch to
obtain ID Code as applicable.
1 [5BR-1C, Side Engine] ID Code 1
2 [5BR-1C, Center Engine] ID Code 2
3 [5BR-2C, With Thrust Reverser] ID Code 3
4 [5BR-2C, Without Thrust Reverser] ID Code 4
(c) [5BR-1H - DEEC, Part No. 2118002-62] Move the calibration switch to obtain ID
Code 1.
(d) Turn function select switch to Position 1, and allow 1 minute for DEEC to store
adjustment.
(e) If DEEC transferred to manual mode when energized in Step (a), recycle DEEC
power (OFF/ON) to return DEEC to normal mode. Return function select switch
to Position 2, and ensure ID Code set in Step (b) is displayed.
(f) Erase fault memory caused by transfer to manual mode and any previously
stored faults by positioning function select switch to Position 10, and move cal-
ibration switch to increase (+). The display will blink during erasure process then
become blank, indicating erasure is complete.
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8. B. (2) Acceleration adjustment (SG).
NOTE: The engine SG value is determined during acceptance test run in

the test cell. This value may have been determined using a
different engine control and is recorded in the Engine Log Book.
The engine’s DEEC must be set to that value.
(a) If the DEEC is replaced, get the acceleration setting as follows.
1 Obtain latest available SG value from Engine Log Book and set acceleration
setting to that value.
2 If SG setting is not available from Engine Log Book, use the setting from
previously installed DEEC.
3 If previously installed DEEC is not available, set the acceleration setting to

2.
(b) With the DEEC energized turn function select switch to Position 5. The accelera-
tion setting number will be displayed.
NOTE: Upward movement of the calibration switch will decrease (short-

en) engine acceleration time. Downward movement of the cal-
ibration switch will increase (lengthen) engine acceleration time.

effects a typical variation in acceleration adjustment setting (SG)
may be to decrease by one value (setting number) or increase by
two values (setting numbers), however adjustments are not
necessary.
After initial acceleration adjustment has been made on DEEC,

readjustment of the acceleration adjustment is not required when
using approved jet fuels specified in the Aircraft Flight Manual
(c) Move the calibration switch in the appropriate direction to obtain the setting.
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8. B. (3) Low pressure speed (N1) limiter adjustment.
(a) Determine the ENGINE N1 compensator part number installed from the DSC
(Data Sheet, Customer) contained in the Engine Log Book only after verifying
that the fan rotor assembly has not been replaced. If the DSC is not available or
if the fan rotor assembly has been replaced, the N1 compensator part number
may be obtained by visual inspection of the part.
(b) With the DEEC energized, turn the function select switch to Position 3. After
stored faults have been displayed, Level 1 will be displayed on DEEC.
(c) Move the calibration switch to the increase position and select Level 2.
(d) [5BR-1C, 5BR-2C] Turn the function select switch to Position 5. The N1 com-
pensator part (dash) number will be displayed (1 through 7).
(e) [5BR-1H] Turn the function select switch to Position 5. The N1 compensator
part (dash) number will be displayed (1 through 10).
(f) Move the calibration switch in the appropriate direction to obtain the N1 compen-
sator part number determined in Step (a).
(g) Turn the function select switch to Position 3. After stored faults have been dis-
played, Level 2 will be displayed.
(h) Move the calibration switch in the decrease direction until the number 1 is dis-
played (indicating unit is back to Level 1).
(4) APR/RPR count adjustment.
(a) Record APR/RPR count, as applicable, on installed DEEC prior to removal.
(b) To store counts in the new unit, turn function select switch of the new unit to
Position 11.
(c) Move the calibration switch in the appropriate direction to obtain the count re-
corded in Step (a).
(5) After all adjustments have been made, store these adjustments by turning function
select switch to Position 1. When 8888 extinguishes from the front panel, adjustments
have been stored.
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9. Fuel Control Manual Mode Adjustment Procedure
CAUTION: ANYTIME CLOCKWISE ADJUSTMENT OF MANUAL GOVERNOR

CAM ADJUSTMENT IS REQUIRED WHEN PERFORMING THE FOL-
LOWING STEPS (WITH ENGINE SHUT DOWN) POSITION POWER
LEVER TO MAXIMUM (120 TO 122 DEGREES) POSITION PRIOR TO
MAKING ADJUSTMENT. IF ANY RESISTANCE TO CLOCKWISE
ROTATION OF THE MANUAL GOVERNOR CAM ADJUSTMENT IS
NOTED, STOP AND INVESTIGATE CAUSE FOR RESISTANCE.
CONTINUED CLOCKWISE ROTATION OF ADJUST SCREW COULD
RESULT IN FAILURE OF CAM FOLLOWER IN FUEL CONTROL.
NOTE: The adjustment procedures of Paragraph A. shall be made when a new or

replacement fuel control is installed on the engine and/or upon engine
replacement.
Upon an engine replacement, perform Digital Electronic Engine Control

Adjustment Procedures prior to accomplishing the following adjustments.
A. Fuel Control Adjustment Procedures
(1) Adjust manual governor cam adjustment (Figure 503) to the flush position then two
turns clockwise.
NOTE: Manual mode idle rpm (approximately 20 degrees power lever angle)
is not adjustable and should be between 20 and 40 percent N1.
(3) De-energize digital electronic engine control.
CAUTION: DO NOT EXCEED ENGINE OPERATING LIMITS OF N1, N2, OR

ITT WHEN PERFORMING THE FOLLOWING STEP.
(4) Slowly advance power lever to maximum power lever angle (120 to 122 degrees) and
operate engine for one minute minimum to stabilize conditions, then record manual
mode ITT.
(5) Return power lever to idle, energize digital electronic engine control, and perform nor-
mal engine shutdown in accordance with Aircraft Flight Manual and/or appropriate
aircraft document.
(6) Subtract manual mode ITT recorded in Step (4) from target ITT of 973°C (1783°F).
Record result as delta ITT.
(7) Determine number of turns required for manual governor cam adjustment by dividing
delta ITT recorded in Step (6) by 36°C (65°F). Record number of turns required.
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Fuel Control
Figure 503
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CAUTION: ANYTIME CLOCKWISE ADJUSTMENT OF MANUAL GOVER-
NOR CAM ADJUSTMENT IS REQUIRED WHEN PERFORMING
THE FOLLOWING STEPS (WITH ENGINE SHUT DOWN) POSI-
TION POWER LEVER TO MAXIMUM (120 TO 122 DEGREES)
POSITION PRIOR TO MAKING ADJUSTMENT. IF ANY RESIS-
TANCE TO CLOCKWISE ROTATION OF THE MANUAL GOVER-
NOR CAM ADJUSTMENT IS NOTED, STOP AND INVESTIGATE
CAUSE FOR RESISTANCE. CONTINUED CLOCKWISE ROTA-
TION OF ADJUST SCREW COULD RESULT IN FAILURE OF
CAM FOLLOWER IN FUEL CONTROL.
NOTE: Clockwise rotation of manual governor cam adjustment increases

manual mode ITT, and counterclockwise rotation decreases manual
mode ITT. One full rotation provides a change of approximately 36°C
(65°F).
9. A. (8) With engine shut down position power lever to maximum stop, then turn manual gover-
nor cam adjustment (Figure 503) clockwise the number of turns recorded in Step (7).
(9) Return power lever to cutoff. Advance power lever to maximum stop and return to
cutoff.
ate aircraft document, then de-energize DEEC.
NOTE: If engine does not respond to power lever movement in the following
step, the fuel control manual mode cam may be damaged or broken.
(11) Advance power lever enough to determine that engine responds to power lever move-
ment.
(12) Return power lever to idle, energize DEEC, then perform normal engine shutdown in
accordance with Aircraft Flight Manual and/or appropriate aircraft document.
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NOTE: The following procedure is provided as information and not required if
Paragraph 9.A has been properly accomplished.
9. B. Optional Verification of Manual Mode Adjustment
NOTE: If verification of the manual mode adjustment (ITT) is desired, perform

the appropriate Step 9.B.(1) or 9.B.(2).
(1) When prevailing outside air temperature/pressure altitude is above the engine flat rate
point, perform the following.
(a) Refer to Aircraft Flight Manual and/or appropriate aircraft document and deter-
mine required N1 for prevailing outside air temperature taken in shaded area
immediately outside aircraft and indicated pressure altitude conditions. Record
required N1.
(b) Perform normal engine start in accordance with Aircraft Flight Manual and/or
appropriate aircraft document, then de-energize DEEC.
CAUTION: DO NOT EXCEED ENGINE OPERATING LIMITS OF N1,

N2, OR ITT WHEN PERFORMING THE FOLLOWING
STEP.
(c) Slowly advance power lever toward maximum power lever angle (120 to 122
degrees) and operate engine for one minute minimum to stabilize conditions.
1 If N1 recorded in Step (a) is attained, or
2 N2 of 100 percent is attained, or
3 If ITT is 958 to 978°C (1757 to 1793°F) at maximum power lever angle, no

further adjustment is required.
(d) Return power lever to idle, energize digital electronic engine control (DEEC), and
perform normal engine shutdown in accordance with Aircraft Flight Manual and/
or appropriate aircraft document.
CAUTION: OBSERVE CAUTION PRECEDING STEP 9.A.(8) PRIOR TO

PERFORMING THE FOLLOWING STEP.
(e) If required, turn manual governor cam adjustment in the direction and number of
turns required to obtain one of the requirements specified in Step (c). (See
Figure 503.)
(f) With engine shut down return power lever to cutoff. Advance power lever to
maximum stop and return to cutoff, then repeat Steps 9.A.(10), (11) and (12).
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9. B. (2) When prevailing outside air temperature/pressure altitude is below the engine flat rate
point and verification is desired, perform optional flight check.
CAUTION: DO NOT DEVIATE FROM STEPS (a) AND (b) OR UNWAR-

RANTED FUEL CONTROL REJECTION DUE TO BROKEN
MANUAL MODE CAM OR ENGINE OVERSPEED IN
MANUAL MODE MAY RESULT.
(a) The following steps must be performed with ram air temperature (RAT) above
-20°C (-4°F); if RAT is lower than specified, postpone flight check until RAT is
above -20°C (-4°F).
(b) Establish indicated pressure altitude of 15,000 feet, calibrated airspeed (CAS) of
280 to 300 knots, with no engine power extraction, such as, bleed-air, electrical
load, etc.
(c) Retard power lever to idle and de-energize the DEEC.
CAUTION: DO NOT EXCEED ENGINE OPERATING LIMITS OF N1,

N2, OR ITT WHEN PERFORMING THE FOLLOWING
STEP.
(d) With conditions established in Steps (a) and (b) and power lever at maximum,
operate engine for one minute minimum to stabilize ITT indication, then record
manual mode ITT indication. ITT shall be 958 to 978°C (1757 to 1793°F).
(e) Retard power lever to idle and energize the DEEC.
(f) If flight check manual mode ITT is not within specified limits, determine number
of turns and direction required to adjust manual governor cam adjustment to
provide ITT of 958 to 978°C (1757 to 1793°F). Record number of turns and
direction required.
CAUTION: OBSERVE CAUTION PRECEDING STEP 9.A.(8) PRIOR TO

PERFORMING THE FOLLOWING STEP.
(g) Turn manual governor cam adjustment (Figure 503) the number of turns and in
direction recorded in Step (f).
(h) With engine shut down return power lever to cutoff. Advance power lever to
maximum stop and return to cutoff, then repeat Steps 9.A.(10), (11) and (12).
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10. [Pre SB TFE731-76-3065] Overspeed System Test Procedures
NOTE: [Post SB TFE731-76-3065] Refer to Paragraph 10.A., Overspeed System

Test Procedures.

AZ 85038-9003
Overspeed test set (831430-1) Honeywell International Inc., Distribution Center,
(Alternate for 909932-5-1) Sales Administration, P.O. Box 29003, Phoenix,
AZ 85038-9003
Overspeed test set (909932-5-1) Honeywell International Inc., Distribution Center,
AZ 85038-9003
NOTE: The tests outlined in Paragraph A. are performed to ensure proper opera-
tion of the fuel control overspeed solenoid.
Overspeed solenoid/engine components test can be performed by perform-

ing Step 10.A.(1) or alternate procedure Step 10.A.(2).
A J2 connector test box may be locally fabricated. Details are provided in

Figure 507 and Table 511.
298219-1/-2 J2 connector access test box may be modified to a 298219-3

J2 connector access test box by complying with Service Bulletin
298219-SB No. 1. The data provided in Tables 507 and 508 and Figure
504 is for the 298219-3 J2 connector access test box only.
After fabrication of J2 connector test box perform resistance checks in

accordance with Table 508.
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J2 Connector Access Test Box

Figure 504
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Table 507. J2 Connector Test Box

Description Part Number Quantity
J2 Connector MS27467E17F35P 1
Pin, Crimp Type (Chromel) M39029/87-472 1
Pin, Crimp Type (Alumel) M39029/87-471 1
Switch, O/S Solenoid (Spring Loaded OFF) MS24523-30 1
Switch, N1-N2 MS24524-23 1
Switch, Alternate Function MS24523-22 1
Banana Jack, Black (Negative) 441-507-9003 2
Banana Jack, Red (Positive) 441-507-9002 2
Jack 1031-K 1
Box aluminum 6 X 4 X 5 inches 149-512-9007 1
Clamp 211-589-0001 1
Wire, 22 AWG S8935-F9 AR
Wire K-24-TT40 AR
Sleeving, White (Heat Shrinkable) S9352-05-9
Terminals MS25036-102-N AR
Restraint, Cable MS27506F16-2 1
Teflon Tape .015THK X.50W AR
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Table 508. J2 Connector Test Box Resistance Checks

J2 Pins Switch Position Resistance
52 and 20 ALT. FUNCTION OFF Infinity

ON Continuity
28 and 54 O/S SOLENOID OFF Infinity
ON Continuity
50 and (+)
Monopole output jack MONOPOLE N1 Continuity
N2 Infinity
30 and (+)
Monopole output jack MONOPOLE N1 Infinity
N2 Continuity
51 and (−)
Monopole output jack MONOPOLE N1 Continuity
N2 Infinity
31 and (−)
Monopole output jack MONOPOLE N1 Infinity
N2 Continuity
11 and (+)
T5 raw signal jack N/A − Continuity
10 and (−)
T5 raw signal jack N/A − Continuity
41 and (−)
PLA signal jack N/A − Continuity
42 and (+)
PLA signal jack N/A − Continuity
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10. A. Overspeed Solenoid/Engine Components Test Procedure
NOTE: Perform the test procedure outlined in Step (1) or (2) for any of the
following conditions:
Initial (new or replacement) engine installation.
Periodic inspection when specified in Inspection/Check.
Fuel control replacement.
(1) Perform overspeed solenoid/engine components test using 831430-1 test set.
(a) Ensure power is not applied to digital electronic engine control.
(b) Select a suitable working surface for test set, within 15 feet of digital electronic
engine control, which will allow operation of test set controls with engines run-
ning.
(c) Set test set controls.

AC POWER switch OFF
DC VOLTS TO UUT (Unit Under OFF (guard down)
Test) switch
PRI switch OFF
SEC switch OFF
FREQUENCY
MONOPOLE
N1/OFF/N2 switch OFF
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10. A. (1) (d) Connect test set power cable, Connector P1, to 105 to 132 volt, 50 to 400 Hz
power source.
(e) Prior to connecting test cable, Connector P2, to DEEC, adjust test set internal
power supply.
1 Set AC POWER switch to ON.
2 Lift guard over DC VOLTS TO UUT switch and set switch to ON.
3 Adjust DC VOLTS control clockwise to obtain indication of 28.0 ±0.1 volts

on DVM readout. DC VOLTS TO UUT lamp shall light.
4 Set DC VOLTS TO UUT switch to OFF and lower guard over switch. DC
VOLTS TO UUT lamp shall go out.
5 Set AC POWER switch to OFF.
NOTE: Ensure 1-foot long adapter cable is connected between test

cable and digital electronic engine control.
(f) Connect test set cable, Connector P2, to adapter cable, Connector P2A, then
connect adapter cable, Connector P2, to DEEC, Connector J2.
(g) Set test set AC POWER switch to ON.
(h) Perform normal engine start in accordance with Aircraft Flight Manual and/or
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CAUTION: WHEN PERFORMING THE FOLLOWING TWO STEPS,
MAINTAIN TEST SET OVERSPEED SHUTDOWN SWITCH
AT THE ON POSITION UNTIL ENGINE POWER LEVER IS
MOVED TO FUEL CUTOFF POSITION OR UNTIL ENGINE
HAS COMPLETELY ROLLED DOWN AND STOPPED;
OTHERWISE, ENGINE WILL IMPOUND FUEL AND MUST
BE PURGED.
NOTE: The digital electronic engine control (DEEC) will trip to manual
mode upon activation of overspeed shutdown switch. The DEEC
BITE will log Fault 11.
Erase erroneous fault in accordance with 72-00-00, Trouble

Shooting, Step 4.A.(13).
10. A. (1) (i) Set OVERSPEED SHUTDOWN switch on test set to ON. Engine shall shut
down and OVERSPEED SHUTDOWN lamp on test set shall light. If engine fails
to shutdown, overspeed solenoid of engine fuel control or interconnecting wiring
is defective.
(j) Move engine power lever to fuel cutoff position. Set test set OVERSPEED
SHUTDOWN and AC POWER switches to OFF.
(k) Turn off DEEC power. Disconnect and remove test set.
(2) (Alternate procedure) Perform overspeed solenoid/engine components test using

298219-3 test box.
(c) Perform normal engine start in accordance with Aircraft Flight Manual and/or
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CAUTION: WHEN PERFORMING THE FOLLOWING TWO STEPS
MAINTAIN TEST BOX OVERSPEED SOLENOID SWITCH
AT THE ON POSITION UNTIL ENGINE POWER LEVER IS
MOVED TO FUEL CUTOFF POSITION OR UNTIL ENGINE
HAS COMPLETELY ROLLED DOWN AND STOPPED;
OTHERWISE, ENGINE WILL IMPOUND FUEL AND MUST
BE PURGED.
NOTE: DEEC will trip to manual mode upon activation of overspeed

solenoid switch. The DEEC will log Fault 11. Following comple-
tion of test, erase erroneous fault. Refer to Trouble Shooting,
Control System Checks.
10. A. (2) (d) Set overspeed solenoid switch on test box to ON. Engine shall shutdown. If
engine fails to shutdown, overspeed solenoid of engine fuel control or intercon-
necting wiring is defective.
(e) Move power lever to fuel cutoff position. Set test box overspeed solenoid switch
to OFF.
(f) Turn off DEEC power. Disconnect and remove test box.
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NOTE: The tests outlined in Paragraph B are performed to ensure proper operation
of the DEEC overspeed circuits.
10. B. DEEC Overspeed Circuits Test
(1) Perform DEEC overspeed circuits test using 831430-1 test set.
(b) Select a suitable working surface for test set within 15 feet of digital electronic
engine control.

AC POWER switch OFF
DC VOLTS TO UUT switch OFF (guard down)
PRI switch OFF
SEC switch OFF
FREQUENCY
MONOPOLE
N1/OFF/N2 switch N1
(d) Connect test set power cable, Connector P1 to 105 to 132 volt, 50 to 400 Hz
power source.
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10. B. (1) (e) Connect test set cable, Connector P2, to adapter cable, Connector P2A, then
connect adapter cable, Connector P2, to DEEC, Connector J2.
(f) Set AC POWER switch to ON.
(g) Lift guard on DC VOLTS TO UUT switch and set to ON.
NOTE: Tests in the following steps are performed by establishing test set
conditions specified in Table 509 and noting required DVM read-
outs for DVM selector switch Position 3 (Positions 1 and 2 are
not used). Obtain specified UUT DC VOLTS readout by adjust-
ing DC VOLTS control with DVM selector switch at UUT DC
VOLTS position. Obtain specified FREQUENCY readout by
adjusting VAR FREQ control.
When performing the following steps ensure PRI and SEC LEV-
EL DETECTOR INHIBIT switches are positioned as specified in
Table 509 prior to decreasing DC VOLTS control. Also, set VAR
FREQ control prior to observing DVM indication.
(h) Test digital electronic engine control N1 switch operation.
1 Set up test set as specified in Table 509 for N1 SWITCH OPERATION with
UUT DC VOLTS readout at 28 volts dc. Indications for each FREQUENCY
readout shall be as specified, ensuring frequency trip point is within specifi-
cation.
UUT DC VOLTS readout at 11.9 volts dc. Indications for each FREQUEN-
CY readout shall be as specified, ensuring frequency trip point is within
specification.
(i) Test digital electronic engine control N2 switch operation.
UUT DC VOLTS readout at 28 volts dc. Indications shall be as specified for
each FREQUENCY readout, ensuring frequency trip point is within specifi-
cation.
UUT DC VOLTS readout at 11.9 volts dc. Indications shall be as specified
for each FREQUENCY readout, ensuring frequency trip point is within spec-
ification.
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Table 509. Overspeed, Voltage Level Detector Function

Tests Using 831430-1 Test Set
LEVEL
DVM SELECTOR SWITCH
DETECTOR UUT DC VOLTS N1/ POSITION AND DVM
TEST INHIBIT READOUT OFF/N2 FREQUENCY
READOUT REQUIRED
DESCRIPTION SWITCHES (VDC) SWITCH READOUT
PRI SEC (HZ) 5 1 1 2 2 3 3

10370 (+0,-10) LOW
OFF OFF 28 N1 10980 (+10,-0) HIGH
N1 SWITCH
OPERATION 4 10370 (+0,-10) LOW
ON ON 11.9 N1 10980 (+10,-0) HIGH
10660 (+0,-10) LOW
OFF OFF 28 N2 11510 (+10,-0) HIGH
N2 SWITCH
OPERATION 4 10660 (+0,-10) LOW
ON ON 11.9 N2 11510 (+10,-0) HIGH
MAIN LEVEL DETECTOR OFF ON 11.9 N2 11510 (+10,-0) LOW

(SEC SW DISABLE) OFF ON 15.0 N2 11510 (+10,-0) HIGH
REDUNDANT LEVEL ON OFF 11.9 N2 11510 (+10,-0) LOW
DETECTOR (PRI SW
DISABLE)
ON OFF 15.0 N2 11510 (+10,-0) HIGH
NOTES:
1 TEST POINT 1 IS NOT USED.
2 TEST POINT 2 IS NOT USED.
HIGH FOR TEST POINT 3 IS WITHIN THREE VOLTS DC OF POWER SUPPLY VOLTAGE;
3 LOW IS LESS THAN ONE VOLT.
POSITION PRI AND SEC LEVEL DETECTOR INHIBIT SWITCHES PRIOR TO MAKING ANY
4 CHANGE IN DC VOLTAGE OUTPUT.
OBSERVE DVM INDICATION FOR TEST POINT 3 ONLY AFTER REQUIRED FREQUENCY
5 ADJUSTMENT HAS BEEN MADE.
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10. B. (1) (j) Test main digital electronic engine control voltage level detector operation -
secondary switch disable.
1 Set up test set as specified in Table 509, set LEVEL DETECTOR INHIBIT
PRI switch on tester to OFF UUT DC VOLTS to 11.9 volts dc as specified in
Table 509 for MAIN LEVEL DETECTOR (SEC SW DISABLE). Indications
shall be as specified.
2 Slowly increase setting of DC VOLTS control until test point indication

change is noted. UUT DC VOLTS readout shall not exceed 15.0 volts dc
maximum as specified in Table 509 when required indications are obtained.
(k) Test redundant voltage level detector operation (primary switch disable).
1 Set up test set as specified in Table 509 for REDUNDANT LEVEL DETEC-
TOR (PRI SW DISABLE) with UUT DC VOLTS readout at 11.9 volts dc.
Indications shall be as specified.
2 Slowly increase setting of DC VOLTS control until test point indication

change is noted. UUT DC VOLTS readout shall not exceed 15.0 volts dc
maximum as specified in Table 509 when required indications are obtained.
(l) Set DC VOLTS control fully counterclockwise. Set AC VOLTS switch OFF. Set
DC VOLTS TO UUT SWITCH to OFF and lower guard over switch. Disconnect
and remove test set.
(m) Perform operational check of (cockpit) manual mode light and erase possible
faults, if any, from the DEEC.
1 With aircraft power applied, perform manual mode light operation
DEEC switch position (cockpit) Manual Mode Light
OFF ON
AUTO OFF
OVSPD PROT ON
2 Position DEEC select switch to Position 10, erasing any stored faults.
3 Upon completion of erasing faults, move selector switch to Position 3,

DEEC should be free of any/all registered faults.
4 Move selector switch to Position 1. Turn DEEC and Aircraft power off,
completing operational check.
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See TR
NOTE: Perform the test outlined in Step (1) at any of the following conditions:
Replacement of N1 transducer DEEC or any electrical harness involv-

ing connections from N1 transducer to DEEC.
Requirements of the following test may be satisfied by performing pro-

cedure of Step (1) using 831430-1 test set, or alternate procedure of Step
(2) using 298219-3 test box.
10. C. N1 Transducer Output to DEEC Load Test
(1) Perform test using 831430-1 test set.
(b) Select a suitable working surface for test set, within 15 feet of DEEC, which will
allow operation of test set controls with engine running.

AC POWER switch OFF
DC VOLTS TO UUT switch OFF (guard down)
PRI switch OFF
SEC switch OFF
DVM selector switch MONO
FREQUENCY
FREQ (MHZ) OFF
MONOPOLE
TEST/MONITOR switch MONITOR
N1/OFF/N2 switch N1
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Reason: To change N1 transducer output test requirement to be for Pre SB TFE731-76-3065 only.
NOTE before Paragraph 10.C is changed as follows:
NOTE: Perform the test outlined in Step (1) at any of the following conditions:
Replacement of N1 transducer, DEEC, or any electrical harness in-

volving connections from N1 transducer to DEEC.
Requirements of the following test may be satisfied by performing pro-

cedure of Step (1) using 831430-1 test set or alternate procedure of Step
(2) using 298219-3 test box.
[Post SB TFE731-76-3065] For engines equipped with an N1 DEEC, the

requirements of the following test may be satisfied by performing an engine
operational check with the N1 DEEC in Normal Mode, that includes an
engine acceleration to at least 87% N1. If the N1 output to the N1 DEEC is
not acceptable, the N1 DEEC will trip to manual mode and record Fault
Code 8.

UP833486
Page 1 of 1
19 Dec 2008

10. C. (1) (d) Connect test set power cable, Connector P1 to 105 to 132 volt, 50 to 400 Hz
power source.

(e) Connect test cable, Connector P2 to adapter cable, Connector P2A, then con-
nect adapter cable, Connector P2, to DEEC, Connector J2.
(f) Set test set AC POWER switch to ON.
(g) Perform normal engine start in accordance with Aircraft Flight Manual and/or
(h) Advance power lever to set N1 engine speed to 85 percent. DVM readout shall
be 2.65 volts minimum. If voltage is less than minimum specified, determine
cause and correct trouble as specified in Step (3).
(i) Reduce power lever to idle and conduct normal engine shutdown in accordance
(j) Ensure power is removed from digital electronic engine control.
(k) Set AC POWER switch on test set to OFF. Disconnect and remove test set.
(2) (Alternate Procedure) Perform test using 298219-3 test box.
(c) Connect digital voltmeter (DVM) to monopole test jacks and position selector
switch to N1.
NOTE: Select appropriate scale on DVM to measure 0-20 VAC.
(d) Perform normal engine start in accordance with Aircraft Flight Manual and/or
(e) Set N1 rpm to 85 percent.

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10. C. (2) (f) Voltage shall be 2.65 minimum. If voltage is less than specified, determine
cause by performing Step (3).
(g) Perform normal engine shutdown in accordance with Aircraft Flight Manual
(h) De-energize DEEC by turning off DEEC power.
(i) Disconnect test box from DEEC, Connector J2.
(3) Isolate cause of low N1 transducer output.
(a) Obtain known good DEEC which has successfully met requirements of Step (1)
or (2).
(b) Install known good DEEC in accordance with Aircraft Maintenance Manual.
(c) Perform procedure of Step (1) or (2). If specified requirements are met using
substitute DEEC, original DEEC is faulty and must be replaced. If requirements
are not met using substitute DEEC, either N1 transducer or electrical harness is
at fault. Check electrical connections between N1 transducer and DEEC prior to
replacing N1 transducer.
(d) Repeat Step (1) or (2) to ensure minimum requirements are met after replacing
defective component.
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10A. [Post SB TFE731-76-3065] Overspeed System Test Procedures

J2 Extension Cable Used to extend the J2 connector on the N1 4243811-All
(Optional) DEEC to a point which is more convenient for
communications with the PC.
ECTM Plus Kit Used to perform N1 Idle and Takeoff N1 DEEC 831702-19
Adjustments (PC interface).
Personal Computer Used for ECTM Plus Kits. Customer
furnished
A. Overspeed Solenoid Operation
NOTE: Perform the following test procedure for any of the following condi-
tions.
Fuel control replacement.
N1 DEEC replacement.
(1) Connect the applicable COM port of the laptop computer, with ECTM Plus software
installed, to the N1 DEEC J2 connector using the download/converter cable provided in
the ECTM Plus kit.
(2) Transfer N1 DEEC to Powered Manual Mode as follows:
(a) Apply power to the N1 DEEC.
(b) Start the ECTM software by clicking the MS Windows “Start” button, then select
“Programs”, then “ECTM” program group, then the “ECTM Version 5.X” program.
(c) When the main menu is displayed, select the “DEEC HHT COMMUNICATION”
button.
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10A. A. (2) (d) At the prompt (>), type “ENG” and press “Enter.”
(e) Perform required action as follows.
Displayed Action Required

Setup DEEC (Y/N)? Type “Y” and press “Enter”
Eng_ID: X Confirm Proper ID and press “Enter”
N1_Comp_Adj: X Confirm proper N1 compensation
and press “Enter”
SG: 4 Confirm 4 and press “Enter”
MMSW: (AM=0, MM=1) Type “1” and press “Enter”
(3) Perform overspeed test.
CAUTION: MANUAL MODE BATTERY STARTS ARE NOT RECOM-

MENDED, BATTERY STARTS COULD RESULT IN AN
OVER-TEMPERATURE AND DAMAGE THE TURBINE
SECTION.
NOTE: When the engine is started with powered manual mode selected,
the N1 DEEC will actuate the overspeed solenoid at approximately
40 to 45 percent N2 speed momentarily. The engine will noticeably
“droop” to about 30 to 40 percent speed and recover to a normal
start.
(a) Perform an engine start in accordance with Aircraft Flight Manual and/or ap-
propriate aircraft documents to idle with the N1 DEEC in powered manual mode.
1 If the engine exhibits the “droop” at about 40 to 45 percent N2 speed and

recovers to a normal start, the overspeed test is successful.
2 If the engine does not respond properly, first verify powered manual mode
was selected and repeat the test.
3 If powered manual mode was selected, perform the appropriate trouble-

shooting (refer to Table 204, 76-10-03) and the Engine Light Maintenance
Manual to identify the problem component.
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10A. A. (4) To transfer the N1 DEEC to Normal Mode:
(a) At the prompt (>), type ”ENG” and press “Enter”.
(b) Perform required action per the following.

SG: 4 Confirm 4 and press “Enter”
MMSW: (AM=0, MM=1) Type “0” and press “Enter”
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UP833486
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Apr 22/05



Reason: To revise Paragraph 11.A. and Figure 505 title, and add Paragraph 11.B. and Figure 505.1.
1.2.3.4.5.6.7.8.9.10.
Use the following revised Paragraph 11.A. and Figure 505 title in lieu of the existing Paragraph 11.A.
and Figure 505 title, and add Paragraph 11.B. and Figure 505.1.

UP833486
Page 1 of 5
Aug 2/07


11. Oil Pump Pressure Regulator Adjustment Procedure
A. [Pre SB TFE731-79-3066] Pressure Regulator Adjustment Procedure
(2) Advance power lever and stabilize N2 speed at 88 percent rpm.
(3) Allow engine oil to reach minimum operating temperature of 60˚C (140˚F).
CAUTION: PRIOR TO ADJUSTING OIL PUMP PRESSURE REGULATOR TO

CORRECT HIGH OR LOW OIL PRESSURE INDICATION, EN-
SURE INDICATION WAS NOT CAUSED BY INSUFFICIENT OIL
OR BY FAULTY AIRCRAFT INDICATOR OR TRANSMITTER.
NOTE: One full turn of oil pressure regulator adjusting stud changes
regulator setting approximately 2 psig. Rotate clockwise to
increase or counterclockwise to decrease. Adjusting stud depth
in oil pump body does not change when adjusted.
(4) Note oil pressure indication. If indication is not within steady-state operation limits
specified in Table 501, loosen locknut and adjust oil pump pressure regulator adjusting
stud (Figure 505) to obtain 40 to 45 psig oil pressure indication.
NOTE: Refer to 70-00-00, Standard Practices for general torque values.

Add frictional drag (run-down) torque of self-locking devices to
recommended values.
appropriate aircraft document. Tighten locknut on pressure regulator adjusting stud to
30 inch-pounds torque without changing adjusting stud position, then install lockwire
on locknut.

UP833486
Page 2 of 5
Aug 2/07

[Pre SB TFE731-79-3066] Oil Pump Pressure Regulator

Figure 505

UP833486
Page 3 of 5
Aug 2/07


11. B. [Post SB TFE731-79-3066] Pressure Regulator Adjustment Procedure

CAUTION: SHUT DOWN ENGINE IMMEDIATELY IF OIL PRESSURE IS NOT

INDICATED WITHIN 10 SECONDS.
(3) Allow engine oil to reach minimum operating temperature of 60˚C (140˚F).

WHEN ADJUSTING OIL PUMP PRESSURE REGULATOR, DO

NOT LOOSEN OR REMOVE RETAINING BOLT (FIGURE 505.1)
OR DAMAGE TO PRESSURE REGULATOR CAN OCCUR.
specified in Table 501, adjust oil pump pressure regulator adjusting screw (Figure
505.1) to obtain 40 to 45 psig oil pressure indication as follows. (Suggested set pres-
sure is 42 psig at 88 percent N2.)
NOTE: Clockwise rotation of oil pressure regulator adjusting screw

increases and counterclockwise rotation decreases the
regulated pressure. One-quarter turn of adjustment screw
equals approximately 1.25 psig change in oil pressure.
(a) Insert a standard screwdriver into end of oil pressure regulator adjusting screw,
push in, then turn clockwise or counterclockwise, as required, to obtain specified
oil pressure.
(b) After completing adjustment, position of slot in adjusting screw on oil pressure
regulator must be parallel or at a right angle to retaining bolt to engage the lock-
ing detent. (See Figure 505.1.)
appropriate aircraft document once adjustment is complete.

UP833486
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Aug 2/07

[Post SB TFE731-79-3066] Oil Pressure Regulator

Figure 505.1

UP833486
Page 5 of 5
Aug 2/07
See TR
11. Oil Pump Pressure Regulator Adjustment Procedure
A. Pressure Regulator Adjustment Procedure
(3) Allow engine oil to reach minimum operating temperature of 60°C (140°F).

NOTE: One full turn of oil pressure regulator adjusting stud changes regulator
setting approximately two psig. Rotate clockwise to increase or coun-
terclockwise to decrease. Adjusting stud depth in oil pump body does
not change when adjusted.
specified in Table 501, loosen locknut and adjust oil pump pressure regulator adjusting
stud (Figure 505) to obtain 40 to 45 psig oil pressure indication.
NOTE: Refer to 70-00-00, Standard Practices for general torque values. Add
frictional drag (run-down) torque of self-locking devices to recom-
mended values.
appropriate aircraft document. Tighten locknut on pressure regulator adjusting stud to
30 inch-pounds torque without changing adjusting stud position, then install lockwire
on locknut.
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July 31/95


Oil Pump Pressure Regulator

Figure 505
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July 31/95


12. Vibration Check Procedures
NOTE: The following procedure for measuring and defining the source of engine
vibration as installed on the aircraft shall be performed after any mainte-
nance activity requiring removal and installation of the low pressure tie rod
nut (72-50-04, Figure 201), the high pressure turbine round nut (72-50-06,
Figure 201), or the fan rotor assembly nut (72-70-03, Figure 201).

Equipment manufactured by the following manufacturers may be used in lieu
of equipment specified in this table.
Chadwick-Helmuth, A Business Unit of Honeywell International Inc., 4601 N
Arden Dr, El Monte, CA 91731-1211
Scientific-Atlanta Inc, Signal Processing Systems Div, 13112 Evening Creek Dr
South, San Diego, CA 92128
Vibration sensors and vibration sensor cables manufactured by ACES
Systems may be used in lieu of accelerometers and shielded cables specified
in this table.
Equipment shall be set up and operated in accordance with the manufacturer’s
instructions. Information pertaining to this equipment and its use may be
obtained from the manufacturer.
The 293194-2 vibration pickup mount shall be used in lieu of other
manufacturer’s mount. Vibration Pickup Mount Part No. 293194-1 may be
modified to Part No. 293194-2 by drilling and tapping existing 10-32 threaded
hole (in center of mount) to provide through hole with 1/4-28 UNF threads.
Re-identify item with new part number after accomplishing modification.
Accelerometer (Model M90/M99) SKF Condition Monitoring Inc, 5271 Viewridge
Ct, San Diego, CA 92123-1646
Shielded cable (30132500-XX or 31039500-XX) SKF Condition Monitoring Inc, 5271 Viewridge
(dash number suffix of part number is cable Ct, San Diego, CA 92123-1646
length in feet)
Spectral analyzer (ACES Model 1700) ACES Systems/TEC Aviation Div, 10737
Lexington Dr, Knoxville, TN 37932-3294
Vibration pickup mount (293194-2) Honeywell International Inc., Distribution Center,
AZ 85038-9003
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12. A. Vibration Check Setup
NOTE: Spectral analyzer (ACES Model 1700) shall be set up and operated in
accordance with manufacturer’s instructions.
(1) Select location for spectral analyzer which will allow operation of unit during engine
operation.
(2) Install accelerometer and 293194-2 (or equivalent) vibration pickup mount on an un-
used forward engine mount location of engine support housing using four shoulder
bolts supplied with vibration pickup mount.
(3) Connect accelerometer output to spectral analyzer using shielded cable.
B. Vibration Check


(2) Slowly accelerate engine from idle speed to full power two to three times to ensure
engine is thermally stabilized.
NOTE: A sample form for maintaining vibration check records is illustrated in

Figure 506.
(3) Perform a slow engine acceleration (over a period of approximately one minute) from
idle speed to full power.
(a) Record on vibration check data sheet (Figure 506) amplitude readouts, N1
speed, and N2 speed at any peak amplitude readouts greater than 0.35 inch/
second.
(b) If no peak amplitude exceeds level in Step (a), terminate procedure by continu-
ing with Step (10).
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Vibration Check Data Sheet Using Spectral Analyzer

Figure 506
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12. B. (4) For each N1 and N2 speed combination recorded in the previous step, perform the
following.
(a) Accelerate engine speed to N1/N2 speed value noted in Step (3)(a) which pro-
vided amplitude readout of overall peak amplitude greater than specified in Step
(3), then hold engine speed at this value.
(b) Throughout 6000 to 30,300 rpm range, record any peak amplitude readouts
which exceed 0.25 inch/second, and record corresponding SPEED readouts
which provide noted amplitude readouts. (See Figure 506.)
(6) Determine rotating components causing peak vibrations recorded in Step (4).
NOTE: To aid converting rotational speeds from percent values to rpm

values in the following steps, refer to Table 511. Use calculations
of the following steps for actual values.
(a) Convert N1 speeds (in percent) recorded in Step (4) to rpm values by multiplying
percentage value (times 0.01) by 21,000 and record. (See Figure 506.)
(b) Convert N2 speeds (in percent) recorded in Step (4) to rpm values by multiplying
percentage value (times 0.01) by 30,300 and record. (See Figure 506.)
(c) Compare rpm values determined in Steps (a) and (b) with rpm values recorded
from analyzer in Step (4) to determine source of vibration.
Approximate Analyzer RPM Vibration Source

0.5079 x N1 RPM Fan
N1 RPM LP Spool
N2 RPM HP Spool
2.0645 x N1 RPM Planet Gears
0.2067 x N2 RPM Hydraulic Pump Pad (D1)
0.4134 x N2 RPM Starter/Generator Pad (D2)
0.4134 x N2 RPM Auxiliary Accessory Pad (D3)
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Table 511. Percent N1 RPM Versus RPM

Fan RPM Planetary Gear RPM
% RPM N1 RPM (N1 x 0.5079) (N1 x 2.0645)
100 21,000 10,666 43,355

95 19,950 10,133 41,187
90 18,900 9,599 39,019
89 18,690 9,493 38,586
88 18,480 9,386 38,152
87 18,270 9,279 37,718
86 18,060 9,173 37,285
85 17,850 9,066 36,851
80 16,800 8,533 34,684
75 15,750 7,999 32,516
70 14,700 7,466 30,348
65 13,650 6,933 28,180
60 12,600 6,400 26,013
55 11,550 5,866 23,845
50 10,500 5,333 21,677
45 9,450 4,800 19,510
40 8,400 4,266 17,342
35 7,350 3,733 15,174
30 6,300 3,200 13,006
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Table 511A. Percent N2 RPM Versus RPM

Hydraulic Pad RPM Starter/Generator RPM Auxiliary Pad RPM
% RPM N2 RPM (N2 x 0.2067) (N2 x 0.4134) (N2 x 0.4134)
100 30,300 6,263 12,526 12,526

95 28,785 5,950 11,900 11,900
90 27,270 5,637 11,273 11,273
89 26,967 5,574 11,148 11,148
88 26,664 5,511 11,023 11,023
87 26,361 5,449 10,898 10,898
86 26,058 5,386 10,772 10,772
85 25,755 5,324 10,647 10,647
80 24,240 5,010 10,021 10,021
75 22,725 4,697 9,395 9,395
70 21,210 4,384 8,768 8,768
65 19,695 4,071 8,142 8,142
60 18,180 3,758 7,516 7,516
55 16,665 3,445 6,889 6,889
50 15,150 3,132 6,263 6,263
45 13,635 2,818 5,637 5,637
40 12,120 2,505 5,010 5,010
35 10,605 2,192 4,384 4,384
30 9,090 1,879 3,758 3,758
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NOTE: Excessive vibration at engine shaft speeds other than N1 rpm,
N2 rpm, or fan rotor assembly rpm is not common and generally
is an indication of more serious problems. These cases should
be treated on an individual basis and Honeywell field service
engineer should be notified in this event.
12. B. (6) (d) Record vibration source of each peak amplitude noted. (See Figure 506.)
NOTE: Vibration frequencies within the range of 0 to 40 Hz are limited to an

amplitude of 2.065 inches/second maximum. This frequency range
corresponds to engine main shaft rpm values that are below reduced
idle rpm values. Vibration frequencies within the range of 40 to 190
Hz are limited to an amplitude of 0.35 inch/second maximum and
normally is the result of fan rotor assembly vibration. Vibration fre-
quencies within the range of 190 to 1,500 Hz are limited to an ampli-
tude of 0.7 inch/second
(7) Using peak amplitudes determined in Step (4) and corresponding vibration sources
determined in Step (6), refer to the following list to determine if further action is required
or if results indicate acceptable conditions. If all requirements are met, terminate pro-
cedure by continuing with Step (10).
NOTE: Some cabin noise complaints on commercial aircraft have been

correlated to fan frequencies. The limits specified in the vibration
check procedure provide the acceptance criteria. However, if
noise may be a problem on the given aircraft, the persons per-
forming the fan trim balance should reduce the fan induced vibra-
tion to 0.12 IPS or below.
PEAK AMPLITUDE
VIBRATION SOURCE (inches/second) DISPOSITION
Fan rotor assembly 0. to 0.35 Requirements are met.

Greater than 0.35 not Perform fan trim balance proce-
exceeding 1.0 dure, Paragraph 13.
Greater than 1.0 Perform Step (8).
Low pressure spool 0. to 0.7 Requirements are met.
Greater than 0.7 Condition may be caused by FOD
(LP turbine module), or improperly
stacked curvic couplings. Refer to
72-50-04. Contact a Honeywell
field service engineer. Also, cou-
pling shaft nut may be loose. Re-
torque coupling shaft nut. Refer to
72-72-02.
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Apr 22/05



UP833486
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Apr 22/05


High pressure spool 0 to 0.7 Requirements are met.

Greater than 0.7 Condition may be caused by FOD
(HP impeller, HP turbine), or im-
properly stacked curvic couplings.
Refer to 72-50-06. Contact a
Honeywell field service engineer.
Planet gear 0. to 0.7 Requirements are met.
assembly
Greater than 0.7 Condition may indicate coupling
shaft is not in the best orientation
with planet gear assembly or cou-
plings of coupling shaft assembly
are not properly orientated. Refer
to 72-72-02, or planet gearshaft
assemblies are not in best orienta-
tion with pinion gearshaft. Refer
to Step (9).
12. B. (8) When fan rotor assembly vibration amplitude exceeds 1.0 inches/second, proceed as
follows.
(a) Mark orientation of fan rotor assembly to fan shaft and remove fan rotor assem-
bly as specified in 72-70-03.
(b) Index fan rotor assembly to fan shaft as follows and reinstall fan rotor assembly
in accordance with 72-70-03. Repeat Steps (1) through (7) after each reorienta-
tion as required to obtain fan rotor assembly vibration of not more than 1.0
inches/second.
1 First re-orientation - 180 degrees from originally installed orientation.
2 Second re-orientation - 90 degrees from position of first re-orientation.
3 Third re-orientation - 180 degrees from position of second re-orientation.
(c) Perform Fan Trim Balance Procedure.

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Apr 28/00


12. B. (9) hen planet gear assembly vibration amplitude exceeds 0.7 inch/second, proceed as
follows.
(a) Remove quill shaft assembly in accordance with 72-72-02.
(b) Re-orientate first planet gearshaft assembly 90 degrees clockwise.
(c) Re-orientate second planet gearshaft assembly 90 degrees counterclockwise.
(d) Re-orientate third planet gearshaft assembly 90 degrees clockwise.
(e) Re-orientate fourth planet gearshaft assembly 90 degrees counterclockwise.
(f) Re-orientate fifth planet gearshaft assembly 90 degrees clockwise.
(g) Re-orientate quill shaft assembly 120 degrees in either direction.
(h) Install quill shaft assembly in accordance with 72-72-02.
(i) Re-check vibration by performing Steps (1) through (7).
(10) Disconnect and remove test equipment.

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July 31/95


13. Fan Trim Balance Procedure

Equipment manufactured by the following manufacturers may be used in lieu
of equipment specified in this table.
Chadwick-Helmuth, A Business Unit of Honeywell International Inc., 4601 N
Arden Dr, El Monte, CA 91731-1211
Scientific-Atlanta Inc, Signal Processing Systems Div, 13112 Evening Creek Dr
South, San Diego, CA 92128
Equipment shall be set up and operated in accordance with the manufacturer’s
instructions. Information pertaining to this equipment and its use may be
obtained from the manufacturer.
Vibration sensors and vibration sensor cables manufactured by ACES
Systems may be used in lieu of accelerometers and shielded cables specified
in this table.
The 293194-2 vibration pickup mount shall be used in lieu of other
manufacturer’s mount. Vibration Pickup Mount, Part No. 293194-1, may be
modified to Part No. 293194-2 by drilling and tapping existing 10-32 threaded
hole (in center of mount) to provide through hole with 1/4-28 UNF threads.
Re-identify item with new part number after accomplishing modification.
Accelerometer (Model M90/M99) SKF Condition Monitoring Inc, 5271 Viewridge
Ct, San Diego, CA 92123-1646
Contact cement (Eastman 910) Eastman Kodak Co, Apparatus Div, Elmgrove
Plant, 901 Elmgrove Rd, Rochester, NY
14653-0002
Epoxy paint coating (Wipe Coat No. 6) Griggs Paint Inc, 3635 S 16th St, Phoenix, AZ
85040-1305
General purpose fiberoptic tachometer system SKF Condition Monitoring Inc, 5271 Viewridge
(SD43-GPT-1) Ct, San Diego, CA 92123-1646
Gloss light green epoxy-amine paint (Base Kop-Coat Inc, 436 7th Ave, Pittsburgh, PA 15219
A423-66-24670 and Activator C-1178)
High solids primer (Desoprime HS350) PRC-DeSoto International, A PPG Industries Co,
(34151 Epoxy) (MIL-PRF-23377) 3902 E Roeser Rd, Phoenix, AZ 85040
Methyl-ethyl-ketone (MEK) (ASTM D740) Commercially available
Reflective tape (3M Type 7610) Honeywell International Inc., Distribution Center,
AZ 85038-9003
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Table 512. Equipment, Materials, and Compounds (Cont)

Shielded cable (30132500-XX or 31039500-XX) SKF Condition Monitoring Inc, 5271 Viewridge
(dash number suffix of part number is cable Ct, San Diego, CA 92123-1646
length in feet)
Spectral analyzer (ACES Model 1700) ACES Systems/TEC Aviation Div, 10737
Lexington Dr, Knoxville, TN 37932-3294
Tachometer cable (10329800 or Scientific-Atlanta Inc, Signal Processing Systems
31032300-10/-25/-50) Div, 13112 Evening Creek Dr South, San Diego
CA 92128
Vibration pickup mount (293194-2) Honeywell International Inc., Distribution Center,
AZ 85038-9003
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NOTE: Fan trim balancing is required whenever fan balance is not within specified
limits as determined in Vibration Check Procedures. Balancing may be
performed with the equipment listed in Table 512 in accordance with the
following procedure. Operate equipment used in accordance with
manufacturer’s instructions and the following procedure.
Some cabin noise complaints on commercial aircraft have been correlated

to fan frequencies. The limits specified in the vibration check procedure
provide the acceptance criteria. However, if noise may be a problem on the
given aircraft, the persons performing the fan trim balance should reduce
the fan induced vibration to 0.12 IPS or below.
Spectral analyzer (ACES Model 1700) is to be setup and operated in accor-

dance with manufacturer’s instructions.
13. A. Test Setup
mended values.
(1) Disconnect aircraft pneumatic line to inlet pressure and temperature sensor in accor-
dance with Aircraft Maintenance Manual. Cap pneumatic tube connection on inlet
pressure and temperature sensor.
(2) Remove inlet pressure and temperature sensor from nacelle mount. Do not disconnect
sensor from engine wiring harness. Secure sensor to fan inlet duct or nacelle with
tape.
(3) Install general purpose fiber optic tachometer system in accordance with manufactur-
er’s instructions.
(4) Set ON/OFF switch on tachometer electronics to ON and ensure that light beam from
tachometer head adapter strikes fan spinner support.
(5) Check for presence of weights other than Weight, Part No. 3072972-1, under bolts for
securing fan spinner to fan rotor assembly. If any weights other than Weight, Part No.
3072972-1, are installed, replace weights.
(a) Remove bolts and weights from fan spinner.
(b) Coat threads of removed bolts with a light coat of anti-seize lubricant.
(c) Install Weights, Part No. 3072972-1, in place of removed weights. Reinstall bolts
and tighten to 60 inch-pounds torque.
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13. A. (6) Select a location on outer surface of spinner in line with one of ten bolts securing fan
spinner. Rotate fan rotor assembly to put selected location under light beam from
tachometer head. Bolt on fan spinner which is in line with selected location is bolt No.
1 in the following procedure.
(7) Clean surface of fan spinner in line with selected bolt where light beam from tachome-
ter head strikes using methyl-ethyl-ketone and allow area to dry. Install two-inch length
of reflective tape on cleaned area in line with selected bolt and under light beam from
tachometer head. If adhesive of reflective tape is insufficient to retain reflective tape in
position when performing subsequent steps of trim balance procedure, secure reflec-
tive tape in position with contact cement. Set tachometer ON/OFF switch to OFF.
(8) Select location for spectral analyzer which will allow operation of the unit during engine
operation. Interconnect tachometer electronics to spectral analyzer.
(9) Select an unused forward engine mount location on engine support housing and install
accelerometer vibration pickup mount using four shoulder bolts of vibration pickup
mount. For purposes of the following procedure, forward engine mount locations are
identified by number, counting clockwise from upper right while facing fan rotor assem-
bly. Note number of location used.
(10) Connect accelerometer to spectral analyzer using shielded cable.
(11) Ensure all cables used to interconnect test equipment are routed to allow safe engine
operation.
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13. B. Trim Balance Procedure

mended values.
(1) Perform a normal engine start and operate at idle speed in accordance with Aircraft
Flight Manual and/or appropriate aircraft document.
(2) Check aircraft N1 speed indication and convert percentage indication to rpm value by
multiplying percentage value (times 0.01) by 21,000 (100 percent N1).
(3) Obtain fan rotor assembly rpm by multiplying N1 rpm calculated in previous step by
0.496. If rpm indication on trim balance analyzer does not agree with calculated fan
rotor assembly rpm ±1 percent, adjust tachometer electronics to obtain correct and
consistent rpm indication in accordance with manufacturer instructions.

FORMING THE FOLLOWING STEPS.
NOTE: Use only values obtained during engine acceleration in the following
steps. Values obtained at engine deceleration will differ and should
not be used.
(4) Slowly accelerate engine from idle speed to full power two to three times to thermally
stabilize engine while observing spectral analyzer displays. Note maximum amplitude
readout (vibration velocity amplitude) during the slow acceleration.
(a) If the maximum amplitude is less than 0.35 inch/second at all speed conditions,
fan vibration is within limits and further trim balance is unnecessary.
(b) If vibration velocity amplitude exceeds 0.35 inch/second and is less than 1.0
inches/second, continue trim balance procedure. Refer to vibration check, Step
12.B.(8), if vibration velocity amplitude exceeds 1.0 inches/second.
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13. B. (5) Note velocity amplitude (inches/second) and phase (degrees) indications at fan rotor
assembly rpm of 9,000 (engine N1 speed of 88.4 percent). Decelerate engine to idle
speed.
(6) Repeat Steps (4) and (5) two to three times to ensure engine is thermally stabilized, as
indicated by velocity amplitude and phase indications repeating previously noted val-
ues. When engine is thermally stabilized, velocity amplitude value will repeat within
0.05 inch/second and phase value will repeat within ten degrees at fan rotor assembly
rpm of 9,000. If phase value will not repeat within ten degrees, increase fan rotor
assembly rpm in 50 rpm increments when performing Step (5) until phase value re-
peats as specified.
(7) Slowly accelerate engine from idle speed until stabilized rpm indication on spectral
analyzer is 9,000 (or to final value used in Step (5) providing repeatable phase indica-
tion), then obtain data from spectral analyzer. Perform normal engine shutdown in
accordance with Aircraft Flight Manual and/or appropriate aircraft document.
NOTE: A test data sheet form with values inserted from example given in
procedure is provided in Figure 507. A blank form which may be used
for actual calculations is provided in Figure 508.
(8) Enter spectral analyzer velocity amplitude and phase values on line one of test data
sheet. (See Figure 508.)
NOTE: When using polar coordinate paper which has the degrees scaled in
both directions from zero degrees, use the scale which decreases
from zero degrees (0, 350, 340, etc) in the direction of rotation of the
fan.
(9) Plot line on polar extending from center at angle of noted phase value and length of
noted velocity amplitude value. Label line (vector) as A1. (See Figure 509.) Example
shown in Figure 509 is for A1 values of 0.38 inch/second and 350 degrees phase.
(10) Subtract 180 degrees from angle used for vector A1 and enter on line two of test data
sheet. Enter velocity amplitude value from line one on line two of test data sheet.
(11) Plot line (vector) on polar graph representing values from line two of test data sheet
and label vector as R1. (See Figure 509.) R1 is same length as A1 at opposite angle
and represents magnitude and direction of mass vector needed for balance.
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Test Data Sheet With Example Values

Figure 507
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Test Data Sheet

Figure 508
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Polar Graph
Figure 509
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NOTE: Factor values and assumed phase lag listed in Figure 510 are only
starting points for calculating actual unbalance correction mass and
actual phase lag.
If values are not listed for engine position and mount location of engine
under test a factor value of 30 may be used as a starting point.
13. B. (12) Calculate trial weigh correction (in grams).
(a) Determine factor value from Figure 510 for specific engine position. If factor
value is not listed use 10.
(b) Multiply velocity amplitude value (noted on line two of test data sheet) by applica-
ble factor value from Step (a). Enter result on line three of test data sheet. In
example illustrated on Figure 507, weight correction (52 x 0.38) is 19.76 grams.
(13) Determine assumed phase lag correction from Figure 510 for specific engine position.
If phase correction is not listed use 0 degrees.
NOTE: Results of all calculations with angles (and phases) in the following
procedure shall be positive and from 0 to 360 degrees in magnitude.
For example, when required to subtract a large angle such as 350
degrees from a small angle such as 20 degrees, positive result is ob-
tained by initially adding 360 to the 20 degree value (360 + 20 = 380)
and then performing subtraction (380 - 350 = 30). Subtract 360 from
any calculated angle or phase value which is greater than 360 degrees
to obtain correct magnitude which does not exceed 360 degrees.
(14) Subtract phase lag correction determined in previous step from angle for R1 noted on
line two of test data sheet. Enter result on line four of test data sheet. Angle entered
on line four represents trial angle at which trial weight noted on line three should be
installed for initial balancing attempt.
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Assumed Phase
Engine Position Engine Mount Location Factor Value Lag Correction
1 2 * *
2 * * *
3 4 * *
*To be determined.
Determining Factor Value and Phase Lag Correction

Figure 510
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NOTE: Choice of weights to be used is limited to 10 values. Choice of loca-
tions for weights is limited to three adjacent positions at 36-degree
intervals of bolts on fan spinner. Identify bolts by assigning numbers
one through ten, starting with bolt in line with reflective tape and num-
bering counterclockwise facing fan spinner. (See Figure 509.)
13. B. (15) Choose combination of weights which provides resultant desired weight at desired
angle.
(a) Select nearest bolt on fan spinner to trial angle (line four, test data sheet). In
example illustrated on Figure 509, trial angle is 35 degrees. Nearest bolt is bolt
number two (at 36 degrees counterclockwise from reflective tape). Note se-
lected bolt as Bolt A. Enter bolt number and angular location on test data sheet
line five.
(b) Note second nearest bolt to trial angle (line four, test data sheet). Note as Bolt B
and enter bolt number and angular location on test data sheet line five. (Noted
Bolts A and B will be adjacent and will bracket trial angle.) In example illustrated
on Figure 509, bolt number one (at 0 degree from reflective tape) is noted as Bolt
B.
(c) Note third nearest bolt to trial angle on test data sheet. Note as Bolt C and enter
bolt number and angular location on test data sheet line five. (Bolt C will be
adjacent to Bolt A.) In example illustrated on Figure 509, bolt number three (at
72 degrees counterclockwise from reflective tape) is noted as Bolt C.
(d) Locate trial correction weight in grams (line three, test data sheet) on Figure 511
and note length of line from zero grams to point of trial correction weight on gram
scale.
(e) Determine difference angle between trial angle (line four, test data sheet) and
angle of Bolt A. In example illustrated on Figure 509, difference angle is one
degree.
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13. B. (15) (f) Position line length determined in Step (d) at angle determined in Step (e) on
Figure 511. Note number within blocked area at end of line length. Numbers
represent specific weights as shown on Figure 511 and correspond to dash
numbers at end of basic part number of weights to be used. Position of numbers
in blocked area represents weight for Bolt A, center number represents weight
for Bolt B and right hand number represents weight for Bolt C. In example illus-
trated on Figure 509, a one-degree difference angle and a correction weight of
19.76 grams requires weights as follows: Bolt A, 12.83 grams; Bolt B, 8.55
grams; Bolt C, 7.51 grams. Note weight requirements specified for Bolts A, B,
and C on line five of test data sheet. Part numbers of specific weights are as
follows.
Weight No. Part No. Weight (grams) Weight Correction (grams)

1 3072972-1 2.30 .00
2 3072972-2 4.38 2.08
3 3072972-3 6.47 4.17
4 3072972-4 8.55 6.25
5 3072972-5 10.28 7.98
6 3072972-6 12.83 10.53
7 3072972-7 11.54 9.24
8 3072972-8 9.43 7.13
9 3072972-9 7.51 5.21
10 3072972-10 5.43 3.13
11 3072972-11 3.34 1.04
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13. B. (16) Locate noted Bolts A, B, and C on fan spinner and remove bolts and weights. Removal
is not required for any Bolt (A, B, or C) which is indicated for 2.30 grams (zero grams
correction) weight addition by Figure 511.
(17) Apply a light coat of anti-seize lubricant to threads of bolts.
(18) Install selected weights at positions as noted on test data sheet with bolts. Tighten
bolts to of 60 inch-pounds torque.
(19) Perform normal engine start and operate at idle speed in accordance with Aircraft Flight
Manual and/or appropriate aircraft document.
(20) Obtain updated data from spectral analyzer.
(21) Repeat Steps (4) through (7) to thermally stabilize engine. If vibration level is below
0.35 inch/second at all speed conditions, fan is balanced within recommended limits
and procedure may be terminated by performing Step (41). If not, obtain data for vec-
tor A2. In example illustrated on Figure 507, A2 velocity amplitude is 0.14
inch/second at phase angle of 100 degrees.
(22) Enter velocity amplitude and phase values of spectral analyzer on line six of test data
sheet.
(23) Plot line on polar graph extending from center at angle of noted phase value and length
of noted velocity amplitude value. Label line (vector) as A2.
(24) On polar graph, construct vector V1 from termination of vector A1 to termination of

vector A2. Vector V1 originates at termination of vector A1 and extends toward ter-
mination of vector A2. Using parallel rule and dividers, transpose vector V1 so that it
originates from center of polar graph and extends in same direction as original vector
V1. In example illustrated on Figure 509, V1 magnitude is 0.45 inch/second at phase
angle of 153 degrees.
(25) Enter amplitude and phase of vector V1 on line seven of test data sheet.
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Determining Weight Size and Location

Figure 511
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Figure 511.1
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Figure 511.2
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Figure 511.3
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Figure 511.4
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13. B. (26) Calculate actual phase lag value by subtracting trial angle (line four, test data sheet)
from vector V1 angle (line seven, test data sheet). Enter resultant angle on line eight of
test data sheet. In example illustrated on Figure 512, actual phase lag is 118 degrees.
(27) Calculate weight sensitivity factor by dividing trial weight correction value (grams) (line
three, test data sheet) by magnitude value (inches/second) of vector V1 (line seven,
test data sheet). Enter resultant value on line nine of test data sheet. In example of
Figure 512, weight sensitivity factor (19.76/0.45) is 43.9.
(28) Calculate actual unbalance correction mass by multiplying weight sensitivity factor (line
nine, test data sheet) by magnitude (inches/second) of vector A1 (line one, test data
sheet). Enter result (grams) on line ten of test data sheet. In example of Figure 512,
actual unbalance correction mass (43.9 x 0.38) is 16.68 grams.
(29) Calculate actual unbalance correction angle by subtracting angle of actual phase lag
(line eight, test data sheet) from angle of vector R1 (line two, test data sheet). Enter
resultant angle on line 11 of test data sheet. In example illustrated on Figure 512,
actual unbalance correction angle is 52 degrees.
(30) Using weight and angle of lines 10 and 11 on test data sheet, determine new location of
Bolts A, B, and C and appropriate weights as follows.
(a) Determine new location of Bolts A, B, and C. Bolt A is nearest bolt number to
actual unbalance correction angle (line 11, test data sheet), Bolt B is second
nearest bolt number to actual unbalance correction angle and Bolt C is third
nearest bolt number to actual unbalance correction angle. Note bolt numbers
and angles on line 12 on test data sheet. In example illustrated on Figure 507,
Bolt A is bolt number two, Bolt B is bolt number three and Bolt C is bolt number
one.
(b) Determine difference angle of Bolt A and actual unbalance correction angle (line
11, test data sheet). In example illustrated on Figure 512, difference angle is
sixteen degrees.
(c) Locate actual correction weight in grams (line ten, test data sheet) on gram scale
of Figure 511 and note length of line from zero gram to point of actual correction
weight on gram scale.
(d) Position line length determined in Step (c) at angle determined in Step (b) on
Figure 511. Note numbers within blocked area at end of line length representing
specific weights and location for specific weights at Bolts A, B, and C as shown
on Figure 511. Part numbers for specific weights are listed in Step (15)(f). Note
weights required for each bolt (A, B, and C) on test data sheet line 12. In exam-
ple illustrated on Figure 512, weights required are as follows: Bolt A, 11.54
grams; Bolt B, 10.28 grams; Bolt C, 2.30 grams.
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Polar Graph
Figure 512
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13. B. (31) Remove bolts securing weights other than Weight, Part No. 3072972-1 (installed in
Step (18)) from fan spinner and remove weights.
(32) Coat threads of removed bolts with a light coat of anti-seize lubricant.
(33) Install Weights, Part No. 3072972-1, in place of weights removed in Step (31). Rein-
stall bolts and tighten to 60 inch-pounds torque.
(34) Locate bolts noted as Bolts A, B, and C on line 12 of test data sheet and remove bolts
and weights. Removal is not required for any bolt (A, B, or C) which is indicated for
2.30 grams (0 grams correction) weight addition by Figure 511.
(35) Apply a light coat of anti-seize lubricant to bolts removed from fan spinner.
(36) Install selected weight at positions as noted (line 12, test data sheet) with bolts. Tight-
en bolts to 60 inch-pounds torque.
(37) Perform normal engine start and operate at idle speed in accordance with Aircraft Flight
Manual and/or appropriate aircraft document.
(38) Obtain updated data from spectral analyzer.
(39) Repeat Steps (4) through (7) to thermally stabilize engine. If fan vibration is within
limits specified, terminate procedure by performing Step (41). If not, obtain data for
vector A3.
(40) Enter velocity amplitude and phase values from trim balance analyzer on line 13 of test
data sheet and plot data on polar graph as vector A3. Repeat Steps (20) through (39)
substituting A3 for A2, V2 for V1, etc. Use additional test data sheet (Figure 508) for
data compilation.
(41) After satisfactorily balancing engine fan within specified limit, remove test equipment,
install inlet pressure and temperature sensor. (Refer to 75-40-01.)
(42) Upon completion of the fan trim balance procedure, remove each fan spinner bolt and
trim balance weight individually, one bolt at a time, and perform the following.
NOTE: The following step is required to prevent corrosion.
(a) Apply epoxy paint coating or equivalent using a cotton swab to wipe coat bolt
shank, trim balance weight (area which fits into spinner bolt hole bushing), and
inner diameter of fan spinner bolt hole bushing.
(b) Coat bolt threads with anti-seize lubricant. Re-install bolt and weight while prim-
er is still wet. Tighten bolt to 60 inch-pounds torque.
(c) Perform Steps (a) and (b) on remaining bolts, one bolt at a time.
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14. Digital Electronic Engine Control (DEEC) Manual Mode Transfer Check
A. DEEC Manual Mode Transfer Check
(1) Turn on DEEC power.
(2) Select MANUAL MODE with cockpit switch. DEEC Annunciator light should illuminate.
(3) Return AUTO/MANUAL switch to AUTO. DEEC Annunciator light should go OUT.
(4) If light fails to go OUT, perform Control System Checks specified in Trouble Shooting.
15. Fuel Pump Functional Test
Table 512.1. Equipment and Materials

Pressure gage (0 to 500 psig, accuracy ±5 psi) Commercially available
A. Fuel Pump Functional Test
(1) Inspect fuel pump for leakage. If required, repair leaks in accordance with 73-21-02.
(2) Install 0 to 500 psig gage at fuel pump discharge pressure tap on fuel control. (See
Figure 513.)
NOTE: Ensure power lever is in cutoff position prior to performing the follow-
ing step.
(3) Motor engine in accordance with Aircraft Flight Manual and/or appropriate aircraft
document.
(4) Observe fuel pressure of gage installed in Step (2). Fuel pressure shall be 200 psig
minimum at 18 to 20 percent N2.
(5) Perform engine shutdown in accordance with Aircraft Flight Manual and/or appropriate
aircraft document.
(6) If pressure observed in Step (4) is 200 psig or greater, fuel pump functional checkout is
satisfactory.
(7) If fuel pressure is less than 200 psig, perform the following, in order and as required.
(a) Inspect and, if applicable, repair aircraft fuel supply system in accordance with
Aircraft Maintenance Manual. If repairs were required, repeat test.
(b) Replace fuel pump in accordance with 73-20-01.

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150. PLUG 155. PACKING (S9412-552)
Control Pneumatic (P3) Pressure and Pump Discharge Pressure Taps

Figure 513
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16. Compressor Discharge Pressure (P3) Limiter Valve Functional Test

Pressure gage (0 to 300 psig, with increments Commercially available
v5 psi)
NOTE: The DEEC must be in Auto Mode when performing the following proce-
dures.
A. P3 Limiter Valve Functional Test
(1) Install 0 to 300 psig gage in line with (P3) line and (P3) inlet on fuel control. (See Fig-
ure 514.)
(2) Install 0-300 psig gage at control pressure (Pc) tap on fuel control. (See Figure 514.)
(3) Start engine in accordance with Aircraft Flight Manual and/or appropriate aircraft docu-
ment, then increase engine speed to maximum power.
(4) Observe pressure readings on gages installed in Steps (1) and (2) for the following.
(a) Pressure readings within 10 psig of each other is acceptable; the P3 limiter is
functioning properly.
(b) Pressure readings not within 10 psig is unacceptable; the P3 limiter may be
leaking or operating improperly.
(5) Shutdown engine in accordance with Aircraft Flight Manual and/or appropriate aircraft
document.
(6) If pressure readings were acceptable, refer to Step (8).
(7) Inspect P3 limiter for damaged or missing packings. If packings are not damaged,
replace P3 limiter, then repeat Steps (3) through (5). If readings are still unacceptable,
trouble shoot the fuel control unit in accordance with 73-20-01.
(8) Remove gages, then connect (P3) line and control pressure (Pc) tap with new packing,
then tighten plug to 50 inch pounds torque.
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Pressure (P3) Limiter Valve Functional Test

Figure 514
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17. [5BR-1H, 5BR-2C] Synchronizer Test
A. Synchronizer Test
(1) Disconnect connector mating with J1 on each DEEC then reconnect each connector on
the opposite DEEC.
(2) Disconnect both engine wiring harness connector from the synchronizer and connect
left engine connector to right engine and right engine connector to left engine.
ate aircraft document with synchronizer energized. Check to see if discrepancy trans-
ferred to other engine.
(5) If discrepancy transferred to other engine, replace synchronizer in accordance with

(6) If discrepancy does not transfer to other engine, inspect wiring harnesses mating with
synchronizer and synchronizer connectors for bent, pushed back, broken, or damaged
pins, and for pushed back sockets.
(a) If discrepancies are found with the connectors, take corrective action indicated in
the Aircraft Maintenance Manual.
(b) If no discrepancies are found with the connectors, replace synchronizer in accor-
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18. [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Gearbox Pressure Checks

Substitute test gage must have the same units of measure, the same (or bet-
ter) resolution, and the same (or better) accuracy, as the specified test gage.
*Lo-pressure indicator (Model 9675, 0 to 99.9 Davis Inotek Instruments, 4701 Mount Hope Dr,
psi and 0 to 9.9 in./Hg, auto-ranging, 0.1 psi Baltimore, MD 21215
resolution and 0.1 in./Hg, accuracy ±2% of
reading)
Pressure gage (Ashcroft Model 1188A, Dresser Industries, Inc, 250 E Main St, Stratford,
0 to 100 in./H2O; accuracy of 1%, CT 06579
1 in./H2O resolution)
**Tubes and Fittings (AN4) (for gage hookup) Commercially available
*Any alternate gage must read in in./Hg for vacuum and in psig for pressure.
**To eliminate response time delays in the measurements. Use a minimum size of AN4.
CAUTION: DO NOT USE A WATER MANOMETER TO CHECK FAN OR

TRANSFER GEARBOX CAVITY PRESSURES. IF WATER GETS
INTO THE OIL SYSTEM, DAMAGE TO THE ENGINE CAN OC-
CUR.
NOTE: The cavity pressures will typically be negative at idle. To check

fan and transfer gearbox pressures, refer to Table 514 for ap-
proved test gages. To check fan gearbox pressure, Tube
Assembly, Part No. 3075668-3 or 3075698-1, must be used.
Enter all pressure readings on Table 515.
Oil wetted pressure gages (transducers) must be placed below

(within 6 inches) the height of the source. Static oil head pres-
sure will be added to the transducer diaphragm in the amount of
approximately 0.4 psi per foot of height difference.
Do not move the oil wetted pressure gages (transducers) above

the desired measurement point. If the source pressure becomes
negative to ambient, an air vacuum can be trapped near the
diaphragm and will result in measured pressures lower than the
actual.
To make sure readings are accurate, length of tubing used for

gage connections in the following steps shall not exceed 4 feet.
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18. A. Perform Gearbox Pressure Checks
(1) Prepare engine for fan gearbox pressure check. (See Figure 515.)
(a) Remove cap from fan gearbox pressure fitting on vent tube.
(b) Connect test Lo-Pressure Indicator (Model 9675 or equivalent transducer) to

fitting.
(2) Prepare engine for accessory gearbox pressure check. (See Figure 515.)
(a) Remove plug from accessory gearbox pressure fitting.
(b) Connect pressure gage (0 to 100 in./H2O or equivalent transducer) to fitting.
(3) Prepare engine for transfer gearbox pressure check. (See Figure 515.)
(a) Remove plug from transfer gearbox cover.
(b) Connect test Lo-Pressure Indicator (Model 9675 or equivalent transducer) to

fitting.
(c) Position gage at or up to 6 inches below bottom of transfer gearbox.
(4) Measure and record gearbox pressures on Table 515.
(a) With gearbox test gages installed, perform normal engine start in accordance
(b) Run engine at idle power for 3 minutes minimum, to normalize test setup.
(d) Null (zero) all gages (if applicable) and record pre-run static pressures (engine
off) on Table 515 within 2 minutes of engine shutdown.
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Aug 23/02



Cavity Pressurization Test Setup (Typical)
Figure 515
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Nov 26/03


NOTE: Make sure to null (zero) all gages (if applicable) within 5 minutes
of starting engine run.
18. A. (4) (e) Perform normal engine start in accordance with Aircraft Flight Manual and/or
(f) Accelerate engine to take-off power setting and allow to stabilize for a minimum
of 3 minutes before taking pressure readings.
(g) Record take-off power steady state fan gearbox pressure, transfer gearbox
pressure, and accessory gearbox pressure.
(h) Retard power lever to idle and operate engine at ground idle for 3 minutes before
taking pressure readings.
(i) Record ground idle reading of fan gearbox pressure.
(k) Record gage post-run static pressures (engine off) on Table 515 within 2 minutes
of engine shutdown.
NOTE: The following step compares pre-run static pressures and post-
run static pressures to make sure gage drift is within limits.
(l) Compare post-run static pressure (engine off) recorded readings to pre-run static
pressure (engine off) recorded readings to determine gage drift. If recorded
readings have drifted more than than the allowable static drift limit listed below,
recorded readings are invalid. Return to Step (d).
Allowable Static Pressure Drift Limits
AGB Drift Limit 2.0 in./H2O maximum

TGB Drift Limit 0.3 psig (0.6 in./Hg) maximum
FGB Drift Limit 0.3 psig (0.6 in./Hg) maximum
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18. A. (4) (m) Evaluate pressures recorded on Table 515 taken in previous steps. Pressures
shall not exceed limits shown in Table 515. However, if one or more recorded
pressures are within the following limited time pressure ranges, engine may
continue in service for an additional 15 hours maximum before accomplishing
trouble shooting and corrective action. Refer to 72-00-00, Trouble Shooting,
Procedure 32.
1 Limited time pressure range.
a Takeoff fan gearbox pressure (steady state) range is +5.0 to +6.0 psig.
b Ground Idle fan gearbox pressure (steady state) range is -6.0 to -5.0
in./Hg.
c Takeoff transfer gearbox pressure (steady state) range is +10.0 to

+11.0 psig.
d Takeoff accessory gearbox (steady state) range is +45.0 to +50.0

in./H2O.
(n) If one or more of the pressures recorded on Table 515 exceed the limited time
pressure ranges, perform trouble shooting and corrective action prior to further
engine operation. Refer to 72-00-00, Trouble Shooting, Procedure 32.
(o) The completed Data Sheet (Table 515) is to be maintained with the engine re-
cords after completion.
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NOTE: Completed Table 515, Accessory Gearbox (AGB), Transfer Gearbox (TGB), and
Fan Gearbox (FGB) Pressures Data Sheet, is to be maintained with the engine
records after completion.
Table 515. [Post SB TFE731-72-3597 or Post SB TFE731-72-3613]
Accessory Gearbox, Transfer Gearbox, and Fan Gearbox Pressures Data Sheet
Accessory Transfer Gearbox
Engine Gearbox (AGB) (TGB) Fan Gearbox (FGB)
*Pre-run
Static
Takeoff
Pressure
(Steady
State) (in./H2O) (-in./Hg or +psig) (-in./Hg or +psig)
Ground Idle
Pressure
(Steady
State) Not Applicable Not Applicable (-in./Hg or +psig)
*Post-run
Static
%TGB Pressure
%AGB Pressure Limits Limits %FGB Pressure Limits
Accept if less than +5 psig
Takeoff
Pressure ---|----|----|----|----|----|----|----|----|----|----
Limit (in./Hg) -2 -1 0 +1 +2 +3 +4 +5 +6 +7 (psig)
(Steady 45.0 in./H2O Maxi- 10 psig Maximum
State) mum @ Takeoff @ Takeoff Accept < | > Reject
Accept if less than −6 in./Hg
Ground Idle
Pressure ---|----|----|----|----|----|----|----|----|----|----
Limit (in./Hg) -7 -6 -5 -4 -3 -2 -1 0 +1 +2 (psig)
(Steady
State) Not Applicable Not Applicable Accept < | > Reject
Transient
Pressure 83.0 in./
Limit H2O Maximum Not Applicable Not Applicable
*Pre-run static pressures and post-run static pressures must be within the allowable static pressure drift
limits.
%Maximum serviceable limits. Refer to text for limited time pressure range.
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18. A. (5) Remove test equipment.
(a) If installed, remove Lo-pressure indicator (Model 9675 or equivalent) from fan
gearbox pressure fitting and install cap on vent tubing in accordance with
79-20-03 and lockwire cap.
(b) Remove pressure (0 to 100 in./H2O or equivalent transducer) gage from acces-
sory gearbox fitting and install plug on accessory gearbox pressure fitting in
accordance with 79-10-01 and lockwire plug.
(c) Remove Lo-pressure indicator (Model 9675 or equivalent) from transfer gearbox
fitting and install plug on transfer gearbox pressure fitting in accordance with
72-60-03 and lockwire plug.
19. Fuel Control P3 Drain Leakage Test
A. Test Procedure
(1) Start the engine and allow to reach normal operating temperature. Refer to Aircraft
Flight Manual and/or appropriate aircraft document.
(2) Switch engine fuel computer to “Manual Mode”. Refer to Aircraft Flight Manual and/or
(3) Increase power lever to achieve a 10% to 15% increase in N1 RPM.
(4) Return power lever to idle and allow engine to stabilize, then switch engine fuel com-
puter to “Normal Mode”. Refer to Aircraft Flight Manual and/or appropriate aircraft
document.
(5) Observe the P3 drain tube exit and count the number of fuel drops that fall during a 10
minute period.
(6) Perform a normal engine shutdown. Refer to Aircraft Flight Manual and/or appropriate
aircraft document.
(7) Compare the fuel drop count obtained in Step (5) with fuel leakage limits specified in
Paragraph 2. (Refer to Table 501.)
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CHAPTER 72 − INSPECTION/CHECK
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
INSPECTION/CHECK 601
General 601
Periodic and Special Inspection Requirements 601
Unscheduled Maintenance (Repair or Modification)
Requirements 601
General Inspections
Pre-Installation Inspection 602

General Inspection 603
Pre-Flight Inspection 605
Post Flight Inspection 605
Special Inspections
Rental/Loaner Engine Pre-Removal Serviceability

and Engine Preservation Inspection 606
Accident or Incident Inspection Requirements 606
Lightning Strike Inspection Requirements 606
Overtemperature Inspection Requirements 606
Foreign Object Damage (FOD) and/or Bird
Strike Inspection 606
Oil and Filter Analysis 607
[Post SB TFE731-72-3469] [Pre SB TFE731-72-3597 and
Pre SB TFE731-72-3613] Special Inspection Requirements
Associated with a No. 3 Carbon Seal Failure, Part No. 3074032-1 608A
Special Inspection Requirements Associated with a
No. 4 and No. 5 Bearing/Carbon Seal Failure 608A
Special Inspection Requirements Associated with a
No. 6 Bearing Oil Supply Tube Failure 608B
Overspeed Inspection 609
HP Impeller Borescope Inspection 610
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72-CONTENTS INSPECTION/CHECK
Page 1
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CHAPTER 72 − INSPECTION/CHECK
CHAPTER/
SECTION/
ENGINE 72-00-00
INSPECTION/CHECK (CONT)
Periodic Inspections
Routine Periodic Inspection 610

Major Periodic Inspection 613
Combustion Chamber Plenum Case Periodic Inspection 619
Compressor Zone Periodic Inspection 620
Accessory Drive Gearbox Periodic Inspection 621
Fan Support Assembly Periodic Inspection 622
[5BR-1H] (Special Variant (KARS) Aircraft Only)
Transfer Gearbox Assembly Periodic Inspection 622
Fan Rotor Assembly Blades Inspection 623
Fan Area Inspection 624
Hot Section Inspection 626
Removal of Engine Components 626
Inspection of Removed Components 627
Inspection of Installed Components 628
Reassembly of Engine 629
Transfer Gearbox Inspection 630
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Page 2
Aug 23/02

GENERAL − INSPECTION/CHECK
1. General
A. Periodic and Special Inspection Requirements
(1) The inspection/check procedures of this publication are the specific requirements for
the periodic inspections and special inspections specified in this section.
NOTE: Components that have reached their inspection/check criteria limits

but do not exceed these limits should be kept in service and not be
replaced under the assumption that the limits will be surpassed prior to
the next inspection. Engineering evaluation has determined that limit
criteria is sufficient until next inspection.
(2) Detailed inspection/check procedures are provided, where required, in the text pertain-
ing to each replaceable component. A component which does not meet the inspection/
check requirements and cannot be repaired in accordance with repairs specified for
that component shall be replaced. The damaged component should be sent to a
Honeywell authorized heavy maintenance facility for determination if repair can be
accomplished in accordance with Repair Manual.
(3) In the interest of reducing the cost of ownership, Honeywell is continually evaluating
inspection criteria and developing rework procedures, when possible. When the user
feels the inspection criteria may be expanded, or a rework procedure may be devel-
oped, the user is requested to contact Honeywell International Inc., Complete
Customer Care Center, M/S 26-06/2102-323, P.O. Box 29003, Phoenix, AZ
85038-9003, Telephone: (800) 601-3099 (U.S.A.), (602) 365-3099 (International). All
pertinent information regarding component (part number, condition, etc) should be
available when contact is made. Honeywell Complete Customer Care Center may
request the component be returned when further evaluation is required.
B. Unscheduled Maintenance (Repair or Modification) Requirements
(1) A careful visual inspection for general appearance and obvious damage shall be ac-
complished on all removed components (bearings, seals, etc) and accessible parts of
modules, assemblies, sub-assemblies, etc.
(2) Disassembly of the engine for the purpose of unscheduled maintenance (repair or
modification) does not require that the inspection/check procedures of this publication
be accomplished unless circumstances preceding the maintenance action or visual
inspection of the components involved dictate that a detailed inspection is prudent.
(3) Do not remove components and/or hardware only to perform fluorescent penetrant
inspections if no other specified requirements exists.
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NOTE: A record of cycles as specified in Service Bulletin TFE731-72-3001 shall be
maintained on certain parts of the engine throughout the life of the parts.
2. Pre-Installation Inspection
A. Perform Pre-Installation Inspection
CAUTION: IF ENGINE IS TO BE INSTALLED IN, OR WAS REMOVED FROM

AN AIRCRAFT POSITION IN WHICH THE FAN SPINNER MUST
BE REMOVED TO EITHER INSTALL OR REMOVE THE ENGINE,
ENSURE FAN SPINNER BOLTS ARE CHECKED FOR PROPER
TORQUE PRIOR TO ENGINE OPERATION.
NOTE: Pre-Installation inspections are of a general nature and are performed

primarily to determine that engines have suffered no shipping or han-
dling damage.
(1) Check that lines are secure and free of dents.
(2) Check that all required components, instruments, and controls are included.
(3) Check for tag to determine if engine has been preserved. If engine has been pre-
served, proper depreservation procedures shall be performed after installation. (Refer
to 72-00-00, Servicing.)
(4) Ensure accessory drive splines of accessory drive gearbox are lubricated in accor-
dance with 72-60-01, Accessory Drives Splines Inspection.
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3. General Inspection
A. Perform General Inspection
NOTE: The following general inspections shall be performed during any en-
gine maintenance, as applicable, for the level of maintenance being
performed.
(1) Visually inspect all accessible welded, brazed, or soldered assemblies for security of
joints.
(2) Inspect all accessible tubes as follows.
(a) Visually inspect all accessible tubes for kinks, cracks, excessive wear, signs of
corrosion. Inspect all fittings for broken threads, deterioration, and cleanliness.
(b) Inspect tubes for obvious damage. Refer to Standard Practices, Inspection of
Tubes and Fittings.
(c) Perform a vibration check any time evidence indicates possible excessive engine
vibration (cracked brackets, cracked or leaking plumbing lines, etc). Refer to
Adjustment/Test.
(3) Inspect oil drained from engine. If excessive metal particles are found, or if particles
are magnetic in nature, contact Honeywell Field Service for disposition.
(4) Check for fuel and oil leaks. Fuel pump drain leakage acceptable if leakage rate does
not exceed 30 drops per hour (one drop every two minutes).
(5) Check drains and vents for restrictions.
(6) Check fan inlet for foreign material, obstructions, or damage.
(7) Check inlet pressure and temperature sensor for security and evidence of damage or
clogging.
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NOT MIX OIL (MOBIL JET OIL 254 OR BP/EXXON TURBO OIL
2197) WITH ANY OTHER OIL. IF ENGINE IS SERVICED WITH
ANY AMOUNT OF OIL OTHER THAN MOBIL JET OIL 254 OR
BP/EXXON TURBO OIL 2197, THE OIL SYSTEM SHALL BE
DRAINED AND FLUSHED IN ACCORDANCE WITH 72-00-00,
SERVICING, WITHIN 25 ENGINE OPERATING HOURS.
NOTE: If oil level has increased since last check or if the odor of fuel is de-
tected in the oil, test for presence of fuel in oil in accordance with
72-00-00, Check Instructions, Fuel-in-Oil Check.
3. A. (8) Check oil level.
(9) Check security of ignition wiring and connections.
(10) Check for oil seal leakage around aircraft accessory mounts and fuel pump mount.
(11) Check exhaust outlet for damaged turbine blades and tailpipe for contamination or
damage.
(12) Check cockpit lamp for indication of fuel filter by-pass condition. If light is illuminated,
remove and inspect fuel filter element. Refer to 73-21-02.
(a) If fuel filter element is contaminated, clean filter cavity, install new filter element
(73-21-02), then perform Fuel Manifold Assembly Pressure Check in accordance
with 72-00-00, Check Instructions.
(b) If fuel filter element is not contaminated, install new element.
(13) Check cockpit lamp for indication of oil filter by-pass condition. If light is illuminated,
reset and perform corrective actions specified in 72-00-00, Check Instructions, Oil
System Contamination Checks.
(14) Visually check brackets and supports for damage that would impair function or assem-
bly. Perform vibration check any time evidence indicates possible excessive engine
vibration (cracked bracket or supports). Refer to 72-00-00, Adjustment/Test.
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4. Pre-Flight Inspection
A. Perform Pre-Flight Inspection
(1) Inspect air inlet and exhaust areas for obstruction and evidence of foreign object dam-
age. Remove any obstructions and repair or replace damaged engine components.
(2) Inspect engine air inlet and exhaust areas for evidence of oil leakage. If evidence of oil
leakage is observed, determine cause and correct.
5. Post Flight Inspection
A. Perform Post Flight Inspection
(1) Check level of engine lubricating oil and service if required. (Refer to Servicing.)
(2) [5BR-1C, 5BR-2C] Check that cockpit oil filter by-pass indicator light is not illuminated.
If light is illuminated, perform corrective actions specified in Trouble Shooting, Oil Sys-
tem Contamination Checks.
(3) [5BR-1H] Check indicator pin on oil filter by-pass indicator valve (79-30-01). If pin is
extended, reset pin and perform corrective actions specified in Trouble Shooting, Oil
System Contamination Checks.
(4) Check air inlet and exhaust areas for evidence of damage. If mixer nozzle damage is
evident, refer to 78-10-01 for inspection criteria.
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July 31/95


6. Rental/Loaner Engine Pre-Removal Serviceability and Engine Preservation Inspection
A. Perform Serviceability Inspection Prior to Engine Removal
Inspect engine in accordance with General Inspection.
Perform Engine Performance Evaluation Run in accordance with 72-00-00, Check Instruc-
tions, and complete appropriate sections of engine log book.
B. Perform Engine Preservation Inspection
Perform preservation instructions in accordance with 72-00-00, Servicing.
7. Accident or Incident Inspection Requirements
CAUTION: ENGINES INVOLVED IN AN ACCIDENT OR INCIDENT REQUIRE

INSPECTIONS THAT EXCEED NORMAL INSPECTION REQUIRE-
MENTS.
For inspection requirements for engines involved in an accident or incident, contact Honeywell
International Inc., Complete Customer Care Center, M/S 26-06/2102-323, P.O. Box 29003,
Phoenix, AZ 85038-9003, Telephone: (800) 601-3099 (U.S.A.), (602) 365-3099 (International).
8. Lightning Strike Inspection Requirements
If it has been determined that either engine or nacelle have encountered a lightning strike, disas-
semble engine in accordance with heavy maintenance manual and inspect all main bearings (1
through 6) in accordance with 70-00-00, Standard Practices.
9. Overtemperature Inspection Requirements
If the operating limits specified in 72-00-00, Adjustment/Test, are exceeded, perform Hot Section
Inspection.
10. Foreign Object Damage (FOD) and/or Bird Strike Inspection
When a foreign object is ingested into the engine or a bird strike occurs, perform Fan Rotor As-
sembly Blades Inspection.
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11. Oil and Filter Analysis

Sampling Kit, Part No. 831044-1 Honeywell International Inc., Distribution Center,
AZ 85038-9003
A. Perform Oil and Filter Analysis
CAUTION: ENSURE ALL EQUIPMENT USED IS CLEAN AND NOT CON-

TAMINATED TO PREVENT OBTAINING FALSE INDICATION OF
OIL CONTAMINATION.
NOTE: The need to obtain an oil sample from the engine oil tank has been
eliminated, but an oil soaked filter containing one to four ounces of oil
must be shipped to the laboratory to perform an oil and filter analysis.
The oil and filter analysis has proven to be an effective tool in diagnos-
ing engine problems at times other than the recommended intervals.
Therefore, it is recommended that an oil soaked filter be submitted for
analysis when a fluctuation or change in an engine operation parame-
ter occurs. Example: Fluctuating oil pressure not caused by oil regu-
lator (Refer to Trouble Shooting), change in audible noise level, etc.
Whenever leakage of fuel into the oil system is suspected (odor of fuel
detected in oil or oil level increases), perform Fuel-in-Oil Check in
accordance with 72-00-00, Check Instructions.
Wear of internal engine parts is not always detected by spectrometric

analysis of the oil alone. Therefore, it is also very important to inspect
the oil filter for trapped metallic particles that can provide important
information as to the source of such material.
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11. A. (1) Remove oil filter from engine. Refer to 79-20-01.
(2) Visually inspect oil filter. If trapped particles are evident, contact a Honeywell Field
Service Engineer for disposition of the engine.
(3) Place oil filter and any trapped particles in container supplied in sampling kit.
(4) Install replacement oil filter on engine. Refer to 79-20-01.
CAUTION: ENSURE OIL FILTER CONTAINER IS PROPERLY SEALED TO

PREVENT LEAKAGE DURING SHIPMENT.
NOTE: A list of Honeywell authorized laboratories for oil and filter analysis is
given in SIL (Service Information Letter) F731-34.
(5) Prepare sampling kit in accordance with instructions provided with kit.
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Apr 28/00


11A. [Post SB TFE731-72-3469] [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Special
Inspection Requirements Associated with a No. 3 Carbon Seal Failure, Part No. 3074032-1
A. No. 3 Carbon Seal, Part No. 3074032-1, Failure Inspection
NOTE: The following pertains to the No. 3 Carbon Seal, Part No. 3074032-1,
as incorporated by Service Bulletin TFE731-72-3469. The failure
characteristics are described below.
(1) Determine No. 3 carbon seal failure by the following indications.
(a) Oil filter analysis indicates increasing amounts of iron or carbon material in the
filter debris.
(b) Pilot observed that oil pressure followed throttle movement.
(c) Carbon seal rotor expanded radially binding into and severely damaging the
carbon segments generating high amounts of carbon material in the filter debris.
The rotor contacts the carbon seal housing, generating 400 stainless steel in the
filter debris (in certain instances, the 400 stainless steel was mis-identified as
17-4 stainless.)
(d) The loss of one or more of the sealing dams that are part of the carbon material.
When this occurs, buffered air flow increases within the fan gearbox sump which
restricts oil jet flow to the sun (pinion) and planetary gears. This condition may
lead to overheating of the sun and planetary gear assemblies.
CAUTION: THE FOLLOWING STEP MUST BE PERFORMED TO PREVENT

SUBSEQUENT ENGINE DAMAGE.
NOTE: The following step is to be performed ONLY for No. 3 carbon seal
failures as described above. Minor leakage or simple whiffs of odor do
not require maintenance actions described in the following step.
(2) No. 3 bearing, sun gear, and planetary gears must be identified as scrap, discarded,
and replaced with serviceable components.
11B. Special Inspection Requirements Associated with a No. 4 and No. 5 Bearing/Carbon Seal Failure
A. Requirements for No. 4 and No. 5 Bearing/Carbon Seal Failure Special Inspection
NOTE: The No. 4 and No. 5 Bearing/Carbon Seal Failure Special Inspection is
required if scheduled inspection or unscheduled maintenance action
reveals any of the following.
(1) No. 4 bearing failure.
(2) No. 5 bearing failure.
(3) No. 4 ceramic runner failure.
(4) No. 5 ceramic runner failure.

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Nov 26/03


11B. B. Accomplish No. 4 and No. 5 Bearing/Carbon Seal Failure Special Inspection
(1) Replace tower shaft thrust ball bearing.
(2) Replace tower shaft roller bearing.
(3) Visually inspect tower bevel spur gearshaft for nicked or broken gear teeth. Nicked or
broken gear teeth are not acceptable.
(4) Magnetic particle inspect tower bevel spur gearshaft in accordance with 70-00-00,
Standard Practices. Cracks not acceptable.
(5) Disassemble transfer gearbox and accomplish the following.
(a) Replace all transfer gearbox bearings.
(b) Visually inspect transfer gearbox vertical bevel gearshaft and horizontal bevel
gearshaft for nicked or broken gear teeth. Nicked or broken gear teeth are not
acceptable.
(c) Magnetic particle inspect transfer gearbox vertical bevel gearshaft and horizontal
bevel gearshaft in accordance with 70-00-00, Standard Practices. Cracks are
not acceptable.
11C. Special Inspection Requirements Associated with a No. 6 Bearing Oil Supply Tube Failure
A. No. 6 Bearing Oil Supply Tube Failure Special Inspection
NOTE: The following inspection is required following a failure of the No. 6 oil
supply tube. Failure is defined as a cracked line resulting in oil leak-
age.
(1) Replace cracked No. 6 bearing oil supply tube.
(2) Accomplish a vibration survey in accordance with Vibration Check Procedures,

72-00-00, Adjustment/Test.
(3) If vibration of LP rotation group exceeds 0.7 IPS, disassemble and inspect LP turbine
module for possible blade walking, or other source of vibration. If 0.7 IPS vibration limit
is exceeded, forward results of vibration survey and turbine inspection to Honeywell
731 Project Engineering.
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Aug 23/02



REVISION 11, DATED 11 MAY 2007. INSERT FACING 72-00-00, PAGE 609. THIS TR IS
Reason: To clarify overspeed inspection requirements to only include spool components that
exceeded speed limits.
The CAUTION before Paragraph 12 and Paragraph 12 are replaced as follows:

UP833486
Page 1 of 3
20 Aug 2010


CAUTION: THE FOLLOWING PROCEDURE SHALL BE PERFORMED ONLY BY A
HEAVY MAINTENANCE FACILITY.
12. Overspeed Inspection
NOTE: If it can be confirmed that an overspeed condition only occurred on one

rotating group (N1 or N2), it is only required to perform overspeed inspec-
tion on the rotating group components that exceeded the applicable speed
limits.
A. N1 Overspeed Inspection
(1) Disassemble the engine as follows.
(a) Remove components, as required, to gain access to and remove the LP turbine
module assembly and to gain access to the compressor section in accordance
with 72-00-02 through 79-20-11.
(b) Disassemble the LP turbine module assembly in accordance with 72-50-04,

Removal/Installation.
(c) Disassemble the compressor zone in accordance with 72-30-10,

Removal/Installation of the Heavy Maintenance Manual to gain access to and
remove the LP compressor rotor assemblies.
(d) Deblade all LP compressor rotor assemblies and strip anti-fret coating from the
LP compressor discs in accordance with the Heavy Maintenance Manual.
(2) Inspect the engine components as follows.
(a) Inspect all removed engine components in accordance with 72-00-02 through
79-20-11, including additional inspection requirements specified for overspeed
inspection.
(b) Inspect the LP turbine module assembly components and rear bearing housing
support in accordance with 72-50-04, Inspection/Check, including all inspection
requirements specified for overspeed inspection on LP turbine components.
(c) Inspect all LP compressor zone components in accordance with 72-30-10,

Inspection/Check of the Heavy Maintenance Manual. Accomplish all additional
inspection requirements specified for overspeed inspection on the LP
compressor components.
(3) Reassemble the engine as follows.
(a) Assemble the compressor zone in accordance with 72-30-10,

Removal/Installation of the Heavy Maintenance Manual.

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20 Aug 2010


12. A. (3) (b) Assemble the LP turbine module assembly in accordance with 72-50-04,
(c) Install all remaining components in accordance with 72-00-02 through 79-20-11.
(4) Perform engine test as follows.
(a) Test engine in accordance with 72-00-00, Adjustment/Test of the Heavy Mainte-
nance Manual.
B. N2 Overspeed Inspection
(1) Disassemble the engine as follows.
(a) Remove components, as required, to gain access to and remove all HP turbine
rotating components and to gain access to the compressor section in
accordance with 72-00-02 through 79-20-11.
(b) Disassemble the compressor zone in accordance with 72-30-10,

Removal/Installation of the Heavy Maintenance Manual to gain access to and
remove the HP compressor rotating components.
(2) Inspect the engine components as follows.
(a) Inspect all removed engine components in accordance with 72-00-02 through
79-20-11, including additional inspection requirements specified for overspeed
inspection.
(b) Inspect removed compressor zone components in accordance with 72-30-10,

Inspection/Check of the Heavy Maintenance Manual. Accomplish all additional
inspection requirements specified for overspeed inspection on HP compressor
components.
(3) Reassemble the engine as follows.
(a) Assemble the compressor zone in accordance with 72-30-10,

Removal/Installation of the Heavy Maintenance Manual.
(b) Install all remaining components in accordance with 72-00-02 through 79-20-11.
(4) Perform engine test as follows.
(a) Test engine in accordance with 72-00-00, Adjustment/Test of the Heavy

Maintenance Manual.

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Page 3 of 3
20 Aug 2010
See TR
CAUTION: THE FOLLOWING PROCEDURE SHALL BE PERFORMED ONLY BY A
HEAVY MAINTENANCE FACILITY.
12. Overspeed Inspection
A. Disassembly of Engine
(1) Remove components in accordance with 72-00-02 through 79-20-11.
(2) Disassemble low pressure turbine module in accordance with 72-50-04.
(3) Disassemble compressor zone in accordance with 72-30-10, Removal/Installation, in

Heavy Maintenance Manual.
B. Inspection of Engine Components
(1) Inspect removed engine components in accordance with 72-00-02 through 79-20-11.
(2) Inspect compressor zone components in accordance with 72-30-10, Inspection/Check,

in Heavy Maintenance Manual.
C. Reassembly of Engine
(1) Assemble compressor zone in accordance with 72-30-10, Removal/Installation, in

Heavy Maintenance Manual.
(2) Assemble low pressure turbine module in accordance with 72-50-04.
(3) Install remaining components in accordance with 72-00-02 through 79-20-11.
D. Engine Test
Test engine in accordance with 72-00-00, Adjustment/Test, in Heavy Maintenance Manual.

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Apr 28/00

See TR

13. HP Impeller Borescope Inspection

NOTE: If oil staining or wetness in the No. 4 and/or No. 5 bearing cavity is ob-
served during HP Impeller Borescope Inspection and excessive oil con-
sumption or smoke odor is not reported, the engine should not be sent to a
heavy maintenance facility for repairs.
A. Inspection of Impeller Vane Leading and Trailing Edges and Impeller Shroud Condition
(1) Inspect vane leading and trailing edges. Bent or separated blades not acceptable.
(2) Inspect visible abradable material on impeller shroud. Spalling or separation of abrad-
able material not acceptable. Evidence of rubbing is not cause for rejection.
NOTE: Periodic servicing requirements, such as oil changing, are not included in
this section. Refer to Servicing.
14. Routine Periodic Inspection
Inspection is recommended at intervals of engine operating hours specified in Table 603. Speci-
fied inspection intervals should not be exceeded.
Upon completion of this inspection, make engine log book entry noting engine operating time.
Also, maintain inspection records (forms, data sheets, work sheets, etc) with engine maintenance
(station/facility repair) records. (Refer to Table 604 for sample form.)
[Post SB TFE731-76-3065] To maintain the useful benefits of the ECTM system, it is recom-
mended that the ECTM be downloaded after approximately every 40 flights, not to exceed 50
flights. Extending the ECTM download interval beyond 50 flights will result in the oldest
ECTM data stored in the DEEC being over written and deleted. To provide more useful trend
and fault information, the data should be downloaded weekly. The downloaded data should be
checked via the ECTM program for faults and corrective action taken if required. If participating in
Jet-Care, the data should be sent to Jet-Care. (Refer to SIL F731-77)
UP833486
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Nov 30/05



Reason: To change reference from Jet-Care to CAMP and change reference from Jet-Care to CAMP
Systems International.
Paragraph 14. is changed as follows:
14. Routine Periodic Inspection
Inspection is recommended at intervals of engine operating hours specified in Table 603. Specified
inspection intervals should not be exceeded.
Upon completion of this inspection, make engine log book entry noting engine operating time. Also,
maintain inspection records (forms, data sheets, work sheets, etc) with engine maintenance
(station/facility repair) records. (Refer to Table 604 for sample form.)
[Post SB TFE731-76-3065] To maintain the useful benefits of the ECTM system, it is recommended
that the ECTM be downloaded after approximately every 40 flights, not to exceed 50 flights.
Extending the ECTM download interval beyond 50 flights will result in the oldest ECTM data
stored in the DEEC being over written and deleted. To provide more useful trend and fault
information, the data should be downloaded weekly. The downloaded data should be checked via the
ECTM program for faults and corrective action taken if required. If participating in CAMP, the data
should be sent to Camp Systems International. (Refer to SIL F731-77.)
Page 3 of 3
72-00-00 30 Jul 2015
UP833486



Reason: To replace TR 72-198 (replaced TR 72-176 and changed routine periodic inspection intervals),
change 25 engine operating hours to 25 engine operating hours (±5 engine operating hours) in
NOTE for Oil and Filter Analysis, and change 25 hours of engine operation to 25 hours of
engine operation (±5 hours of engine operation) in NOTE for Fuel Filter Element in Table 603.
Table 603 is changed as follows:
Table 603. Routine Periodic Inspection Requirements

*Each *Each *Each *Each *Each
150 hr to 300 hr to 500 hr to 1000 hr to 1200 hr to
Nature of Inspection 250 hr 400 hr 850 hr 1400 hr 1650 hr
NOTE: An oil and filter analysis is required at 25 engine operating hours (±5 engine operating hours)
following any of the following maintenance actions: Oil fill at engine installation, Major Periodic
Inspection, or unscheduled maintenance of the fan gearbox. This check establishes a baseline for
subsequent oil filter checks. Refer to Servicing for oil change requirements.
Oil and Filter Analysis X
Chip Detector - Inspect for X
contamination. (Refer to 79-20-03,
Routine Periodic Inspection of Chip
Detector.)
Fuel Filter Element - Remove and X%
replace. (Refer to 73-21-02.)
NOTE: Remove and replace fuel filter element after initial 25 hours of engine operation (±5 hours of engine
operation).
DEEC BITE Check. (Refer to Trouble X

Shooting.)
Electrical Wiring and Connections - X
Check for security and damage.
Fan Rotor Assembly Blades - Inspect X
for foreign object damage. (Refer to
Fan Rotor Assembly Blades Inspection.)
[Pre SB TFE731-79-3060] Fuel Heater X
Oil Tubes (Fluid Transfer Tube)
Installation - Check for security, broken
clamps, leaks, cracks, cuts, chafing, or
rubbing. (Refer to 79-20-06.)
*The indicated Routine Periodic Inspection intervals were created in order to allow routine inspections to be
adjusted to closely align with airframe inspections and Major Periodic Inspection intervals.
%Fuel filter replacement may be aligned with airframe inspection, not to exceed 650 hours between filter
replacement.
Page 3 of 4
72-00-00 30 Jul 2015
UP833486



Table 603. Routine Periodic Inspection Requirements (Cont)
*Each *Each *Each *Each *Each
150 hr to 300 hr to 500 hr to 1000 hr to 1200 hr to
Nature of Inspection 250 hr 400 hr 850 hr 1400 hr 1650 hr
Plumbing Lines and Connections - X
Check for security, loose or broken
clamps and brackets, leaks, cracks,
cuts, or rubbing.
Ignition System - Perform Ignition X
System Operation Check. (Refer to
74-00-01.)
Igniter Plugs and Leads - Remove and X
inspect plugs. Inspect leads in place.
(Refer to 74-00-01.)
*The indicated Routine Periodic Inspection intervals were created in order to allow routine inspections to be
adjusted to closely align with airframe inspections and Major Periodic Inspection intervals.
Page 4 of 4
72-00-00 30 Jul 2015
UP833486

See TR
Table 603. Routine Periodic Inspection Requirements

*Each *Each *Each
150 hr to 300 hr to 1000 hr to
Nature of Inspection 200 hr 400 hr 1400 hr
NOTE: An oil and filter analysis is required at 25 engine operating hours following any
of the following maintenance actions: Oil fill at engine installation, Major
Periodic Inspection, or unscheduled maintenance of the fan gearbox. This
check establishes a baseline for subsequent oil filter checks. Refer to Servicing
for oil change requirements.
Oil and Filter Analysis X
Chip Detector − Inspect for contamination. (Refer X
to 79-20-03, Routine Periodic Inspection of Chip
Detector.)
DEEC BITE Check. (Refer to Trouble Shooting.) X
Electrical Wiring and Connections − Check for X
security and damage.
Fan Rotor Assembly Blades − Inspect for foreign X
object damage. (Refer to Fan Rotor Assembly
Blades Inspection.)
Fuel Filter Element − Remove and replace. (Refer X%
to 73-21-02.)
NOTE: Remove and replace fuel filter element after initial 25 hours of engine operation.
[Pre SB TFE731-79-3060] Fuel Heater Oil Tubes X
(Fluid Transfer Tube) Installation − Check for
security, broken clamps, leaks, cracks, cuts,
chafing, or rubbing. (Refer to 79-20-06.)
Plumbing Lines and Connections − Check for X
security, loose or broken clamps and brackets,
leaks, cracks, cuts, or rubbing.
Igniter Plugs and Leads − Remove and inspect X
plugs. Inspect leads in place. (Refer to 74-00-01.)
Ignition System − Perform Ignition System X
Operation Check. (Refer to 74-00-01.)
*The indicated Routine Periodic Inspection intervals were created in order to allow routine inspec-
tions to be adjusted to closely align with airframe inspections and Major Periodic Inspection inter-
vals.
%Fuel filter replacement may be aligned with airframe inspection, not to exceed 650 hours between
filter replacement.
UP833486
72-00-00 Page 611

Apr 22/05

See TR
Table 604. Routine Periodic Inspection Record Form

AIRCRAFT SERIAL NO. DATE
ENGINE SERIAL NO. TOTAL ENGINE OPERATING HOURS
150 TO 200 HOUR INSPECTION MECHANIC INSPECTOR

(Refer to Table 603)
Oil and Filter Analysis
Chip Detector
300 TO 400 HOUR INSPECTION
DEEC BIT Check
Electrical Wiring and Connections
Fan Rotor Assembly Blades
Fuel Filter Element
[Pre SB TFE731-79-3060]
Fuel Heater Oil Tubes
Plumbing Lines and Connections
Igniter Plug and Leads
Ignition System
UP833486
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Apr 22/05



Reason: To replace TR 72-177 and change routine periodic inspection intervals.
Table 604. Routine Periodic Inspection Record Form

150 TO 250 HOUR INSPECTION MECHANIC INSPECTOR

Oil and Filter Analysis
Chip Detector
Fuel Filter Element
DEEC BITE Check
Electrical Wiring and Connections
Fan Rotor Assembly Blades
[Pre SB TFE731-79-3060]
Fuel Heater Oil Tubes
Plumbing Lines and Connections

UP833486
Page 1 of 2
23 Mar 2009


Table 604. Routine Periodic Inspection Record Form (Cont)
Ignition System
Igniter Plug and Leads

UP833486
Page 2 of 2
23 Mar 2009


Reason: To change MPI procedure to delete compressor wash requirement.
Paragraph 15 is changed as follows:
15. Major Periodic Inspection (MPI)
Life limited components as specified in Service Bulletin TFE731-72-3001 should be reviewed to

determine if life limit on parts will be exceeded prior to next scheduled inspection by reviewing engine
log book, life limited part log cards. Verify part number and serial number on life limited components
and that life limited part log card agree.
Ensure that life limited components have been correctly debited for each APR/RPR use. Each
APR/RPR cycle or use, equals to 3 additional cycles to be debited to life limited components.
If a new DEEC is installed, all stored APR/RPR cycles must be transferred from the old to the new
DEEC. Refer to Adjustment/Test, for transfer procedures.
Major periodic inspections (Table 605) are recommended at intervals of engine operation specified in
Service Bulletin TFE731-72-3263. Specified intervals should not be exceeded by more than 100
hours of engine operation.
Upon completion of these inspections, make an engine log book entry noting engine operating time.
(station/facility repair) record. (Refer to Table 606 for sample form.)
Just prior to, and at completion of, each major periodic inspection, perform engine performance
evaluation run procedure as specified in Trouble Shooting to record engine operating parameters. In
conjunction with performance evaluation run, prior to major periodic inspection, perform fuel manifold
assembly pressure check as specified in Trouble Shooting. A compressor wash may help restore
some engine performance losses and should be considered at each major periodic inspection.
Record compliance on MPI Record Form.
For inspections listed in Table 605 which are prefixed with an asterisk (*), it is recommended that
results of inspections (and engine serial number) be forwarded to Honeywell International Inc.,
Complete Customer Care Center, M/S 26-06/2102-323, P.O. Box 29003, Phoenix, AZ 85038-9003,
Telephone: (800) 601-3099 (U.S.A.), (602) 365-3099 (International).
[Post SB TFE731-76-3065] (Moved to Routine Periodic Inspection)
(FAA APPROVED)
72-00-00 Page 3 of 5
UP833486
12 Dec 2013

See TR
15. Major Periodic Inspection

determine if life limit on parts will be exceeded prior to next scheduled inspection by reviewing
engine log book, life limited part log cards. Verify part number and serial number on life limited
components and that life limited part log card agree.
Ensure that life limited components have been correctly debited for each APR/RPR use. Each
APR/RPR cycle or use, equals to 3 additional cycles to be debited to life limited components.
If a new DEEC is installed, all stored APR/RPR cycles must be transferred from the old to the new
DEEC. Refer to Adjustment/Test, for transfer procedures.
Major periodic inspections (Table 605) are recommended at intervals of engine operation specified
in Service Bulletin TFE731-72-3263. Specified intervals should not be exceeded by more than
100 hours of engine operation.
Upon completion of these inspections, make an engine log book entry noting engine operating
time. Also, maintain inspection records (forms, data sheets, work sheets, etc) with engine mainte-
nance (station/facility repair) record. (Refer to Table 606 for sample form.)
Just prior to, and at completion of, each major periodic inspection, perform engine performance
evaluation run procedure as specified in Trouble Shooting to record engine operating parameters.
In conjunction with performance evaluation run, prior to major periodic inspection, perform fuel
manifold assembly pressure check as specified in Trouble Shooting. Also, perform compressor
liquid cleaning procedure (compressor wash) in accordance with Servicing prior to or at comple-
tion of each inspection. Record compliance on MPI Record Form.
For inspections listed in Table 605 which are prefixed with an asterisk (*), it is recommended that
results of inspections (and engine serial number) be forwarded to Honeywell International Inc.,
[Post SB TFE731-76-3065] (Moved to Routine Periodic Inspection)

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Nov 30/06


The following is a list of Inspection Data and Worksheets and where they can be located in the
Maintenance Manual. These data and worksheets, when used and completed, should be main-
tained with engine maintenance records.
Maintenance Table/
Practices Figure Title
72-40-02 Table 203 Tie Rod Stretch and Curvic Coupling
Radial Alignment Worksheet
72-40-02 Figure 203 Combustion Chamber Liner Fit Check
Data Recording Sheet
72-50-04 Table 203 Tie Rod Stretch and Curvic Coupling
72-50-04 Table 204A Low Pressure Turbine Assembly Seal
Ring (V-seal) Data Sheet
72-50-04 Table 206 Low Pressure Turbine Data Sheet
72-50-04 Table 206A Second Stage Turbine Nozzle Deflec-
tion Inspection
72-50-04 Table 206B LP Turbine Rotor Assembly Dimen-
sional Inspection Data Recording
Sheet
72-50-04 Table 206C “P” Point Inspection Dial Indicator
Reading Data Recording Sheet
72-50-06 Table 203 High Pressure Shaft Stretch and
Curvic Coupling Radial Alignment
Worksheet
72-50-06 Table 203A High Pressure Turbine Assembly
Seal Ring (V-seal) Data Sheet
72-50-06 Table 205 High Pressure Turbine Data Sheet
72-50-07 Figure 203 Data Sheet and Position Number
Locations for Installation of Nozzle
Segments
UP833486
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July 31/95



Reason: To delete Compressor liquid cleaning procedure (compressor wash) (pre or post MPI) from
Table 605.
(FAA APPROVED)
72-00-00 Page 4 of 5
UP833486
12 Dec 2013

See TR
Table 605. Major Periodic Inspection Requirements

Nature of Inspection Inspection Procedures and Criteria
NOTE: Refer to Service Bulletin TFE731-72-3263 to determine the applicable recom-

mended interval of engine operating hours for the following major periodic
inspections.
Twenty-five uses of APR/RPR system engine limits (N2 in excess of 100% or
ITT in excess of 978°C (1793°F) within any major periodic inspection interval
requires an unscheduled hot section inspection.
**Engine performance evaluation run (pre Refer to Trouble Shooting, Engine Performance
and post MPI) Run.
**Compressor liquid cleaning procedure Refer to Servicing, Compressor Liquid Cleaning
(compressor wash) (pre or post MPI) Procedure.
[Post SB TFE731-72-3597 or Post SB Refer to 72-00-00, Adjustment/Test.
TFE731-72-3613] Gearbox Pressure
Checks (Pre and Post MPI)
**Life limited part log card Review life limited part log cards to ensure life
limit on parts will not be exceeded prior to next
scheduled inspection. Also verify part and serial
number on component agree with life limited part
log card. Refer to Service Bulletin
TFE731-72-3001.
Routine Periodic Refer to Routine Periodic Inspections.
Accessory Drive Gearbox Splines Inspect gearshaft drive splines, splined adapters,
and air-oil seals on accessory drive gearbox.
(Refer to 72-60-01.)
*Control System Overspeed Check Check DEEC N1 and N2 overspeed switches and
fuel control overspeed solenoid in accordance
with Overspeed System Test Procedures. (Refer
to Adjustment/Test.)
*Fan Area Refer to Fan Area Inspection, Paragraph 22.
*Fan Rotor Assembly (FPI) Remove and inspect. (Refer to 72-70-03.)
**Fuel Manifold Assembly Remove. (Refer to 73-10-01.) Completely disas-
semble, clean, inspect, repair, assemble, and test
in accordance with CMM, Report No. 73-10-31.
Fuel Pump Drive Splined Shaft Remove, clean, inspect, and lubricate. (Refer to
73-20-01.)
*Forward inspection results (and engine serial number) to Honeywell International Inc., Complete
Customer Care Center, M/S 26-06/2102-323, P.O. Box 29003, Phoenix, AZ 85038-9003, Tele-
phone: (800) 601-3099 (U.S.A.), (602) 365-3099 (International).
**Additional inspection requirements to be performed in conjunction with major periodic inspection.
UP833486
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May 11/07


Table 605. Major Periodic Inspection Requirements (Cont)

Blade Marking Mark HPT and LPT blades. (Refer to 72-50-04

and 72-50-06.)
*Transfer Gearbox Refer to Transfer Gearbox Inspection, Paragraph
24.
*Hot Section Inspection Refer to Hot Section Inspection.
Oil Filter By-pass Valve (Indicator) Remove and inspect. (Refer to 79-30-01.)
Low Pressure Tie Rod Remove and inspect. (Refer to 72-30-10).
Plenum Drain Valves Remove and inspect. (Refer to 72-40-01.)
DEEC Manual Mode Transfer Test Perform DEEC Manual Mode Transfer Test. (Re-
fer to Adjustment/Test.)
Surge Bleed Valve Perform Functional Check. (Refer to 76-10-01.)
Forward Engine Mounts Remove and inspect. (Refer to 72-00-06.)
Fuel Heater Check Valve Remove and inspect. (Refer to 73-10-04.)
DEEC BITE Check Perform DEEC BITE Check. (Refer to Trouble
Shooting, Controls System Checks.)
Restricted Performance Reserve (RPR) Record RPR/APR count and adjust count to zero.
or Automatic Performance Reserve (Refer to Adjustment/Test, RPR and APR Count
(APR) Adjustment Procedures.)
Mixer Nozzle Assembly Refer to 78-10-01, Inspection/Check.
[Post SB TFE731-79-3050] Oil Screens Remove, clean, and inspect screen installed on
oil pump, scavenge tube with integral screen be-
tween transfer gearbox and oil pump, and [Post
SB TFE731-79-3050] No. 6 bearing oil scavenge
tube with integral screen in accordance with
79-20-03.
*Forward inspection results (and engine serial number) to Honeywell International Inc., Complete
Customer Care Center, M/S 26-06/2102-323, P.O. Box 29003, Phoenix, AZ 85038-9003, Tele-
phone: (800) 601-3099 (U.S.A.), (602) 365-3099 (International).
UP833486
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May 11/07



Reason: To delete Compressor Wash (Pre or Post MPI) from Table 606.
(FAA APPROVED)
72-00-00 Page 5 of 5
UP833486
12 Dec 2013

See TR

Table 606. Major Periodic Inspection Record Form

MAJOR PERIODIC INSPECTION MECHANIC INSPECTOR

Routine Periodic
Accessory Drive Splines
Control Overspeed System Check
Fan Area
Fan Rotor Assembly (Fluorescent Penetrant)
Fuel Manifold Assembly (Refer to CMM,
Report No. 73-10-31)
Engine Performance Evaluation Run (Pre MPI)
(Post MPI)
Compressor Wash (Pre or Post MPI)
[Post SB TFE731-72-3597 or Post SB
TFE731-72-3613] Gearbox Pressure
Checks (Pre MPI)
(Post MPI)
Review Life Limited Part Log Card
Fuel Pump Drive Splined Shaft
Blade Marking
Transfer Gearbox
*Hot Section
Oil Filter By-pass Indicator Valve
Low Pressure Tie Rod
Plenum Drain Valves
DEEC Transfer Test
Surge Bleed Valve
Forward Engine Mounts
*Twenty-five uses of APR or RPR system engine limits (N2 in excess of 100% or ITT in excess of
978°C (1793°F)) within any major periodic inspection interval requires an unscheduled hot section
inspection.
UP833486
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Nov 26/03


Table 606. Major Periodic Inspection Record Form (Cont)

MAJOR PERIODIC INSPECTION MECHANIC INSPECTOR
Fuel Heater Check Valve
DEEC BITE Check
APR/RPR Count-- cycles
Mixer Nozzle Assembly
[Post SB TFE731-79-3050] Oil Screens
UP833486
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Nov 26/03


16. Combustion Chamber Plenum Case Periodic Inspection
This inspection (Table 607) is recommended at interval of engine operation specified in Service
Bulletin TFE731-72-3263.
Upon completion of this inspection, make an engine log book entry noting engine operating time.
(station/facility repair) records. (Refer to Table 607 for sample form.) It is recommended that
results of inspection (and engine serial number) be forwarded to Honeywell International Inc.,
Table 607. Combustion Chamber Plenum Case Periodic

Inspection Requirements and Record Form
Combustion chamber plenum case Refer to 72-40-04, Periodic Inspection of Com-

bustion Chamber Plenum Case.

PERIODIC INSPECTION MECHANIC INSPECTOR

Combustion Chamber Plenum Case
UP833486
72-00-00 Page 619

Nov 30/06

See TR
17. Compressor Zone Periodic Inspection

determine if life limit on parts will be exceeded prior to next scheduled inspection by reviewing
engine log book, life limited part log cards. Verify part number and serial number on life limited
components and life limited part log card agree.
Bulletin TFE731-72-3263. Specified interval should not be exceeded by more than 200 hours of
engine operation.
Inspection of low pressure compressor rotor assemblies must be performed by deblading assem-
blies during compressor zone inspection in accordance with Heavy Maintenance Manual.
(station/facility repair) records. (Refer to Heavy Maintenance Manual for sample form.) Results of
inspection (and engine serial number) shall be forwarded to Honeywell International Inc.,
Table 608. Compressor Zone Periodic Inspection Requirements

NOTE: This inspection shall be accomplished at a heavy maintenance facility.

Compressor Zone Perform inspection in accordance with Heavy
Maintenance Manual. (To be accomplished at a
heavy maintenance facility.)
*Fan Disc (FPI and Eddy Current) Remove blades and inspect. (Refer to 72-70-03.)
Fan Blade FPI Inspection Strip anti-fret coating and accomplish fluorescent
penetrant inspection of fan blades. (Refer to
72-70-03, Inspection/Check.)
[Special Variant (KARS) Aircraft] Replace (scrap) Towershaft Bearing, Part No.
Transfer Gearbox 358752-X, and Transfer Gearbox Bearings, Part
No. 358753-X, 358754-X, 358755-X, and
358757-X. Refer to Paragraph 20.
*Forward inspection results to Honeywell International Inc., 111 S 34th St, P.O. Box 52181, Phoenix,
AZ 85072-2181, Attention NDE Engineering.
UP833486
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May 11/07



Reason: To replace TR 72-203 (added fan duct lifting (hoist) bracket Compressor Zone Inspection (CZI)
requirement). To add buffer air tube inspection requirement.
The buffer air tube and fan duct set inspection are added after [Special Variant (KARS) Aircraft] transfer
gearbox inspection in Table 608 as follows:
Table 608. Compressor Zone Periodic Inspection Requirements

Buffer Air Tube Perform fluorescent penetrant inspection in
accordance with Inspection/Repair Manual, 72-IR-02,
Appendix 1 – Inspection, Method No. 302A. No
indications are allowed.
Fan Duct Set Perform 10X visual inspection of the fan duct lift-
ing (hoist) bracket holes for cracks. (Refer to
72-70-05, Inspection/Check.)
(FAA APPROVED)
72-00-00 Page 2 of 2
UP833486
16 Feb 2015


18. Accessory Drive Gearbox Periodic Inspection
engine operation.
(station/facility repair) records. (Refer to Table 609 for sample form.) It is recommended that
results of inspection (and engine serial number) be forwarded to Honeywell International Inc.,
Table 609. Accessory Drive Gearbox Periodic

Inspection Requirements and Record Form
Accessory Drive Gearbox Remove. (Refer to 72-60-01.) Disassemble and

inspect. (Refer to 72-60-02.)


Accessory Drive Gearbox
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Nov 30/06


19. Fan Support Assembly Periodic Inspection
engine operation.
Engine operating time used to determine inspection intervals is based on engine hours adjusted
for APR/RPR operations added to actual aircraft flight hours. Refer to major periodic inspection
for procedures to calculate actual inspection intervals.
Also, maintain inspection records (forms, data sheets, work sheets etc) with engine maintenance
(station/facility repair) records. (Refer to Table 610 for sample form.) Results of inspection (and
engine serial number) shall be forwarded to Honeywell International Inc., Complete Customer
Care Center, M/S 26-06/2102-323, P.O. Box 29003, Phoenix, AZ 85038-9003, Telephone: (800)
601-3099 (U.S.A.), (602) 365-3099 (International).
Table 610. Fan Support Assembly Periodic Inspection Requirements and Record Form
Fan Support Assembly Remove. (Refer to 72-70-06.) Disassemble and

inspect. (Refer to 72-71-01, 72-71-02, and
72-71-03.)


Fan Support Assembly
20. [5BR-1H] (Special Variant (KARS) Aircraft Only) Transfer Gearbox Assembly Periodic Inspection
This inspection (Table 611) is recommended at the interval of engine operation specified in Service
engine operation.
Also, maintain inspection records (forms, data sheets, work sheets etc) with engine maintenance
(station/facility repair) records. (Refer to Table 611 for sample form.) Results of inspection (and
engine serial number) shall be forwarded to Honeywell International Inc., Complete Customer
Care Center, M/S 26-06/2102-323, P.O. Box 29003, Phoenix, AZ 85038-9003, Telephone: (800)
601-3099 (U.S.A.), (602) 365-3099 (International).
UP833486
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Nov 30/06


Table 611. Transfer Gearbox Assembly Periodic Inspection Requirements and Record Form
Transfer Gearbox Assembly Remove. Disassemble and inspect. Replace

(scrap) Towershaft Bearing, Part No. 358752-X,
Transfer Gearbox Bearing, Part No. 358753-X,
358754-X, 358755-X, and 358757-X. (Refer to
72-30-10, of the Heavy Maintenance Manual, and
72-60-03, of the Light Maintenance Manual.)


Transfer Gearbox Assembly
21. Fan Rotor Assembly Blades Inspection
A. Inspection of Fan Rotor Assembly Blades
NOTE: Presence of oil, dirt, salt, or other contamination on fan blades indi-
cates need to perform compressor liquid cleaning procedure. Refer to
72-00-00, Servicing.
(1) Check fan blades for foreign object damage, erosion, nicks, cracks, or distortion which
may affect balance or blade security. Rotate fan rotor assembly to check all fan rotor
assembly blades.
(2) If inspection requirements of Step (1) are not met, repair or replace blades of the fan
rotor assembly in accordance with 72-70-03, Approved Repairs.
(3) If foreign object damage is evident on any fan blades, perform inspection of low pres-
sure first-stage compressor rotor assembly blades in accordance with 72-30-04.
(4) If foreign object damage necessitates fan blade replacement or if any blade experi-
ences a midspan damper failure, perform fan blade midspan damper eddy current
inspection on all remaining fan blades in accordance with 72-70-03, Inspection/Check.
UP833486
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Aug 23/02


22. Fan Area Inspection
A. Inspection of Fan Area
(1) Remove and inspect fan spinner.
(a) Remove fan spinner in accordance with 72-70-01.
(b) Perform focused fluorescent penetrant inspection of fan spinner in accordance

with 72-70-01.
(2) Remove and inspect fan rotor assembly in accordance with 72-70-03.
(a) Check for evidence of oil in the fan shaft (installed). If oil is evident refer to Step
(3).
(b) [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Inspect backside of

rotor assembly. If oil is evident, remove and inspect No. 1 carbon seal and seal
carrier in accordance with 72-71-01.
(c) [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Inspect backside of

rotor assembly. If oil is evident, remove and replace No. 1 segmented carbon
seal and seal carrier in accordance with 72-71-01.
(3) Remove fan support assembly in accordance with 72-70-06. Disassembly of fan sup-
port assembly is not required unless wear or damage is evident or there is evidence of
oil inside fan shaft. Inspect assembled components as specified in 72-70-06,
Inspection/Check.
(4) Remove and inspect No. 1 roller bearing in accordance with 72-71-01. Further disas-
sembly of fan support assembly is not required unless wear or damage is evident.
(5) Remove and inspect lubricating nozzle in accordance with 72-72-01.
(6) Remove and inspect pinion gear bearing housing assembly, quill shaft assembly, and
planet gear assembly installations in accordance with 72-72-02.
(7) Inspect fan by-pass stator in accordance with 72-70-04.
(8) Visually inspect first stage low pressure compressor rotor assembly in accordance with
72-30-04.
(9) Remove and inspect No. 3 ball bearing in accordance with 72-30-01.
(10) [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] If complying with a Major

Periodic Inspection, install new (not previously run) No. 1 and No. 3 segmented carbon
seals.
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June 9/06


NOTE: Removal of the No. 3 carbon seal is not required during a major periodic
inspection. However, the No. 3 carbon seal may be inspected in place in
22. A. (11) Install No. 3 ball bearing in accordance with 72-30-01, using new bolt and nut retainer.
(12) Install pinion bearing housing assembly, quill shaft assembly, and planet gear assembly
installations in accordance with 72-72-02.
(13) Install lubricating nozzle in accordance with 72-72-01.
(14) Install No. 1 roller bearing in accordance with 72-71-01.
(15) Install fan support assembly in accordance with 72-70-06.
(16) Install fan rotor assembly in accordance with 72-70-03.
(17) Install fan spinner in accordance with 72-70-01.

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23. Hot Section Inspection
A. Removal of Engine Components
NOTE: Removal of quill shaft assembly nut cannot be accomplished after nut
securing turbine end of low pressure spool is loosened or removed
unless special tooling is used. Refer to Removal/Installation,
72-72-02.
(1) Remove mixer nozzle and forward core plug cover (N1 transducer access cover plate)
(2) Remove oil tube assemblies at bottom of thrust and exhaust nozzle in accordance with
79-20-04.
(3) Remove rear turbine bearing oil tubes in accordance with 79-20-05.
(4) Remove hardware securing thermocouple harness and N1 transducer leads in accor-
(5) Remove N1 transducer installation in accordance with 77-10-03.
NOTE: Removal of LP tie rod nut requires a vibration check after re-installa-
tion. Refer to 72-00-00, Adjustment/Test.
(6) Prepare for removal of LP turbine module in accordance with Steps 1.A.(6) through
1.A.(11) only of 72-50-04.
(7) Remove LP turbine roller bearing in accordance with 72-50-01.
(8) Remove hardware securing forward flange of thrust and exhaust nozzle and remove
thrust and exhaust nozzle with remaining assembled parts from engine in accordance
with 72-50-02.
(9) Complete removal of LP turbine module in accordance with 72-50-04.
(10) Remove hardware securing forward flange of interstage transition duct and remove
interstage transition duct with remaining assembled parts from engine in accordance
with 72-50-05.
(11) Remove combustion chamber liner from engine in accordance with 72-40-02.
(12) Remove HP turbine rotor assembly installation in accordance with 72-50-06.
(13) Remove and disassemble HP turbine nozzle installation assembly in accordance with
72-50-07.
(14) Remove outer transition liner (OTL) and deswirl in accordance with 72-40-03.
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23. B. Inspection of Removed Components
(1) Inspect thrust and exhaust nozzle and assembled parts in accordance with 72-50-02.
(2) Disassemble LP turbine module and inspect components in accordance with 72-50-04.
(3) Inspect interstage transition duct and low pressure first stage turbine nozzle in accor-
(4) Inspect thermocouple harness and lead assembly (installed on interstage transition
duct) in accordance with 77-20-01.
(5) Inspect LP turbine roller bearing in accordance with 70-00-00, Standard Practices,
Bearing Handling and Inspection. Replace bearing if requirements are not met.
(6) Inspect combustion chamber liner in accordance with 72-40-02.
(7) Inspect HP turbine rotor assembly installation in accordance with 72-50-06.
(8) Inspect HP turbine nozzle assembly installation in accordance with 72-50-07.
(9) Inspect outer transition liner (OTL) and deswirl in accordance with 72-40-03.
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23. C. Inspection of Installed Components
(1) Inspect outer transition liner as follows. Replace liner if inspection requirements are not
met. (Refer to 72-40-03.)
(a) Inspect liner visually (using a mirror as required) and by feel for cracks. No
cracks are allowed except at inside diameter nose. Numbers of cracks at inside
diameter nose shall not exceed 20. Length of any crack shall not exceed 0.250
inch. Maximum gap for any crack at inside diameter nose is 0.005 inch.
(b) Inspect liner both visually (using a mirror as required) and by feel for distortion
(buckling or warpage). Distortion up to 0.250 inch is acceptable.
(c) Visually inspect area of liner which mates with combustion chamber liner. Fret-
ting is acceptable but cracks are not acceptable.
(2) Inspect clearance between deswirl vane tips and wall of combustion chamber plenum
case.
(a) Visually inspect clearance between deswirl vane tips and plenum case. Clear-
ance shall be 0.040 inch minimum.
(b) Visually inspect plenum case adjacent to deswirl vane tips for fretting from con-
tact with deswirl.
(c) If clearance between deswirl vane tips and plenum case is less than 0.040 inch
or plenum case has fretting from contacting deswirl and blend deswirl vane tips
in accordance with 72-40-03. Inspect fretting in plenum case in accordance with
72-40-04.
(d) If removed reinstall deswirl and outer transition liner in accordance with
72-40-03, when inspection requirements are met.
(3) Inspect visible surfaces of inside and outside of combustion chamber plenum case in
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23. D. Reassembly of Engine
(1) Install outer transition liner (OTL) and deswirl in accordance with 72-40-03.
(2) Assemble and install HP turbine nozzle assembly installation in accordance with
72-50-07.
(3) Install HP turbine rotor assembly installation in accordance with 72-50-06.
(4) Install combustion chamber liner. Refer to 72-40-02.
(5) Install interstage transition duct (with assembled parts). Refer to 72-50-05.
(6) Assemble and install LP turbine module. Refer to 72-50-04.
(7) Install thrust and exhaust nozzle (with assembled parts). Refer to 72-50-02. Ensure oil
tubes (79-20-05) are in place in thrust and exhaust nozzle struts.
(8) Install LP turbine roller bearing. Refer to 72-50-01.
(9) Install speed pick-up gear and N1 transducer. Refer to 77-10-03.
(10) Install oil tube assemblies at bottom of thrust and exhaust nozzle in accordance with
79-20-04.
(11) Install rear turbine bearing oil tubes in accordance with 79-20-05.
(12) Install leads of thermocouple harness and N1 transducer. Refer to 72-50-03.
(13) Install forward core plug cover (N1 transducer access cover plate) and mixer nozzle.
Refer to 78-10-01.
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24. Transfer Gearbox Inspection
A. Inspect Transfer Gearbox
mended values.
(1) Remove nuts and washers securing transfer gearbox cover and packing on transfer
gearbox in accordance with 72-60-03.
(2) Remove horizontal driveshaft retaining ring and thrust washer and discard retaining
ring. Inspect thrust washer in accordance with 72-60-01.
NOTE: Micropitting specified in the following step is defined as miniature pits,

generally of a size too small to measure individually, which may ap-
pear as frosting (a lusterless finish or a dull or matted appearance).
Pitting as specified in the following step is defined as small, irregular

shaped cavities in tooth surface from which material has been re-
moved.
(3) Visually inspect bevel gear as installed. Micropitting which exceeds 25 percent of tooth
surface not acceptable. Pitted, chipped or broken teeth not acceptable. Cracks not
acceptable. Contact wear pattern which has depth or runs off ends of gear teeth not
acceptable.
(4) Reinstall a serviceable horizontal driveshaft thrust washer and a new retaining ring.
(5) Reinstall cover with new packing and secure with nuts and washers. Tighten nuts to 30
inch-pounds torque.
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Apr 22/05


CHAPTER 72 − CLEANING/PAINTING
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
CLEANING/PAINTING
Cleaning 701
General Cleaning Instructions 703
Preparation of Specified Solutions for Cleaning
of Component Parts 704
Cleaning of Component Parts 706
Method No. 1 - Solvent Degreasing 706
Method No. 2 - Aqueous Degreasing Immersion 707
Method No. 3 - Glass Bead Peening 708
Method No. 4 - Abrasive Blasting Method 709
Method No. 5 - Non-Corroded Aluminum Parts 710
Method No. 6 - Corroded Aluminum Parts 711
Method No. 7 - Non-Corroded Magnesium Parts 712
Method No. 8 - Corroded Magnesium Parts 713
Method No. 9 - Plain Steel and Stainless Steel Parts 714
Method No. 10 - Titanium Parts 715
Method No. 11 - Electrical Component Parts 715
Method No. 12 - Fittings and Plumbing 716
Method No. 13 - Not Used
Method No. 14 - Steel Bearings and Bearings With
Silver Plated Separators 716
Method No. 15 - Bearings Containing Aluminum, Copper,
or Non-Metallic Separators 717
Method No. 16 - Dry-Film Lubricant Removal From
Titanium 717
Method No. 17 - Plastic Media Blasting Method 720
UP833486
72-CONTENTS CLEANING/PAINTING
Page 1
Nov 26/03

CHAPTER 72 − CLEANING/PAINTING
CHAPTER/
SECTION/
ENGINE 72-00-00
CLEANING/PAINTING (CONT)
Painting 721
Painting Procedures 721
Repair of Defective or Damaged Paint and Minor Corrosion on
Magnesium Components 723
Repair of Minor Corrosion 723
UP833486
72-CONTENTS CLEANING/PAINTING
Page 2
Aug 23/02

GENERAL − CLEANING/PAINTING
1. Cleaning
NOTE: Materials and compounds required for cleaning are listed in Table 701.

*Touch-up solution (Dow 1) may be mixed from commercially available chemicals
(sodium dichromate and nitric acid) as described in repair procedures.
**Touch-up solution (Dow 19) may be mixed from commercially available chemicals
(chromic acid flake and calcium sulfate) as described in repair procedures.
Acetone (ASTM D329) Commercially available
Alkaline cleaner (Ridoline 909) Henkel Surface Technologies, 32100 Stephenson
Aluminum oxide grit (120 mesh) Carborundum Corp, The Bonded Abrasive Div,
23 Acheson Dr, Niagara Falls, NY 14303-1555
Brightener and rust preventive (Everite II) Diversey Corp, 12025 Tech Center Dr, Livonia,
MI 48150
Calcium sulfate Commercially available
Chromic acid (flake) Dow Corning Corp, P.O. Box 995, 3901 S
Saginaw Rd, Midland, MI 48640
Chromium trioxide acid (Commercial Item Dow Corning Corp, P.O. Box 995, 3901 S
Description A-A-55827) Saginaw Rd, Midland, MI 48640
Contact cleaner (CRC No. 03130) CRC Industries Inc, 885 Louis Dr, Warminster, PA
18974-2869
Contact cleaner (Defluxer 1676-125) Tech Spray, P.O. Box 949, Amarillo, TX
(Alternate for CRC No. 03130) 79105-0949
Corrosion-preventive compound (MIL-C-6529, Commercially available
Type III)
De-oxidizer (Oakite 34 or 34M) Chemetall Oakite, 50 Valley Rd, Berkeley
Heights, NJ 07922
Glass beads (Screen No. 100-230 (130 Grit) Potters Industries Inc, 600 Industrial Rd,
Class IV, Size AF or AG) Carlstadt, NJ 07072-1698
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Table 701. Materials and Compounds (Cont)

Nitric acid (Commercial Item Description Commercially available
A-A-59105)
Peel coat B-100 (MIL-P-23242B) Bud Arff and Associates, E Live Oak Ave,
Arcadia, CA 91006
Plastic media (Solidstrip Type L, 20 to 30 mesh, E.I. Dupont De Nemours and Co, Inc, Polymer
MOH hardness of 3.5) Products Dept, P.O. Box 80800, Wilmington, DE
or 19800
Plastic media (Polymer plus, 20 to 30 mesh, Fusco Abrasive, 1626 W 12th Pl, Tempe, AZ
MOH hardness of 3.5) 85281
or
Plastic media (Poly plus, 20 to 30 mesh, MOH U.S. Plastic and Chemical Corp, 328 Kennedy
hardness of 3.5) Dr, Putman, CT 06260-1629
or
Plastic media blasting system (BNP 65-1) Clemco Industries Corp, Zero Products Div, 1
or Cable Car Dr, Washington, MO 63090
Plastic media blasting system (PRAM 31) Pauli Systems, 1820 Walters Ct, Fairfield, CA
or 94533
Plastic media blasting system (AB-19-1) Dieugenio Tool Center, 1120 S Black Canyon
Hwy, Phoenix, AZ 85009
Powder (Iridite No. 14-2) (MIL-DTL-81706) MacDermid Inc, 245 Freight St, Waterbury, CT
06702
Primer (Green epoxy-amine) PPG Aerospace, PRC-DeSoto International, Inc,
535K020/930K097 P.O. Box 1800, 5454 San Fernando Rd,
Glendale, CA 91209
Rust stripper (Oakite Rustripper) (TT-C-490) Chemetall Oakite, 50 Valley Rd, Berkeley
Heights, NJ 07922
Sand (120 Grit) (MIL-A-22262) Commercially available
Sodium dichromate Commercially available
Solvent, isopropyl alcohol (Federal Specification Commercially available
TT-I-735)
*Touch-up solution (Dow 1) Dow Corning Corp, P.O. Box 995, 3901 S
**Touch-up solution (Dow 19) Honeywell International Inc., Materials Lab, 1944
E Sky Harbor Circle, Phoenix, AZ 85034-3440
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1. A. General Cleaning Instructions
WARNING: CLEANING SHALL BE PERFORMED IN A CLEAN, WELL-

VENTILATED AREA. RUBBER GLOVES AND PROTECTIVE
CLOTHING SHALL BE WORN. EXTINGUISHERS AND VAT OR
TANK COVERS SHALL BE ON HAND IN CASE OF FIRE.
NOTE: Refer to applicable chapter/section/subject for recommended cleaning

methods for specific components.
(1) Cleaning procedures for individual parts shall be consistent with good shop practices
and the following procedures. Correct and thorough cleaning for all parts is important
to the successful inspection and satisfactory operation after maintenance.
WARNING: SPRAY VAPORS ARE TOXIC AND SHALL NOT BE INHALED.

OBSERVE ALL FIRE PRECAUTIONS.
(2) All metallic parts shall be cleaned to remove oil, grease, rust stains, and soiled areas.
Flange areas, register diameters, and sealing surfaces shall be cleaned of oil, gaskets,
and sealing compounds, if present. Remove adherent gasket or sealing compound
residues using acetone or methyl-ethyl-ketone (MEK) and a soft or stiff fiber bristled
brush.
(3) Clean painted parts but do not remove old paint if paint is still serviceable.
(4) Heat discoloration of metal surface is not objectionable; however, scale that may be-
come loose and damage the unit shall be removed. Carbon residue and combustion
products shall be removed.
(5) Corrosion products wherever they appear shall be removed and the base metal treated
to prevent further corrosion before reassembly.
(6) Steel and 400 series stainless steel parts require the application of
corrosion-preventive compound after cleaning to prevent rust and corrosion.
(7) Clean dissimilar materials as follows.
CAUTION: AN ASSEMBLY SHALL NOT BE CLEANED IN A SOLUTION

THAT IS DETRIMENTAL TO ONE OF THE PARTS IN THE
ASSEMBLY.
(a) Analyze assemblies that combine dissimilar materials carefully and determine
types of materials.
(b) Clean assemblies containing brass, bronze, steel, and cadmium, using methods
applicable to the base metal involved. Assemblies containing these materials
are not affected by chromium trioxide acid or hydrofluoric acid.
(c) Clean assemblies containing synthetic materials using methods that are non-
destructive to the material.
(8) Place parts in clean plastic bags or equivalent containers after cleaning, for protection
from contaminants. Ports and orifices shall be capped, plugged, or sealed.
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1. B. Preparation of Specified Solutions for Cleaning of Component Parts
WARNING: THE FOLLOWING SOLUTIONS ARE HAZARDOUS. AVOID

INHALATION OF FUMES, DUST, OR MIST. AVOID CONTACT
WITH SKIN. AFTER PREPARATION, WASH HANDS AND FACE
THOROUGHLY.
NOTE: Use either distilled or de-ionized water for preparation of solutions (2),
(3), (4), and (6). Tap water (drinking water) may be used, however tap
water may result in decreased cleaning capability and shorten the life
of the solution.
(1) Prepare alkaline cleaner solution as follows.
(a) Dissolve 4 to 6 ounces of alkaline cleaner (Ridoline 909) in each gallon of dis-
tilled or de-ionized water used.
(b) Maintain solution at 54 to 82°C (130 to 180°F) in an air agitated tank.
(2) Prepare chromate conversion coating solution as follows.
NOTE: Prepare chromate conversion coating solution in small batches.

Use only freshly prepared solutions.
Maintain the pH of the powder (Iridite No. 14-2) at 0.9 to 1.0 by

adding chromic acid flake or nitric acid to the solution.
(a) Dissolve 1 ounce of powder (Iridite No. 14-2) in each quart of distilled or de-
ionized water used.
(b) Maintain solution at 21 to 27°C (70 to 80°F).
(3) Prepare chromic-nitric pickle solution as follows.
(a) Mix 12.0 to 13.5 ounces of chromic acid flake and 1.0 to 1.4 pints of nitric acid
with enough distilled or de-ionized water to make 1 gallon of solution.
(b) Maintain solution at 21 to 27°C (70 to 80°F).
(4) Prepare de-oxidizer solution as follows.
(a) Dissolve 8 to 16 ounces of de-oxidizer in 1 gallon of distilled or de-ionized

water.

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1. B. (5) Prepare rust stripper solution as follows.
WARNING: EXERCISE EXTREME CAUTION WHEN PREPARING

RUST STRIPPER SOLUTION. USE OF A RESPIRATOR IS
STRONGLY RECOMMENDED. MIXING MAY PRODUCE
TEMPERATURES EXCEEDING THE BOILING POINT OF
THE SOLUTION. ADD RUST STRIPPER WHILE AGITAT-
ING SOLUTION AS A MEANS TO PREVENT LOCALIZED
OVERHEATING.
(a) Dissolve 3 to 5 pounds of rust stripper in 2 gallons of distilled or de-ionized

water.
(6) Prepare magnesium touch-up solution as follows.
(a) Add 1.3 ounces of chromic acid flake to slightly less than 1 gallon of distilled or
de-ionized water.
(b) Add 1.0 ounce calcium sulfate and enough distilled or de-ionized water to make
1 gallon.
(c) Stir vigorously for at least 15 minutes to ensure saturation of the solution with
calcium sulfate.
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Apr 28/00


1. C. Cleaning of Component Parts
CAUTION: THE SPECIFIED CLEANING METHODS OUTLINED MUST BE

FOLLOWED. THE VARIOUS SOLUTIONS AND MATERIALS
SPECIFIED IN THE CLEANING METHODS CAN BE USED ONLY
ON THE PARTS AND MATERIALS INDICATED. FAILURE TO
USE THE PROPER CLEANING METHOD MAY RESULT IN IR-
REPARABLE DAMAGE TO THE PART BEING CLEANED.
IMMERSION OF ASSEMBLIES IN SOLVENTS OR SOLUTIONS

IS NOT RECOMMENDED. COMPONENT PARTS MUST BE
REMOVED PRIOR TO IMMERSION UNLESS OTHERWISE SPE-
CIFIED.
NOTE: More than one cleaning method may be specified for a particular part
or assembly, e.g., a part may require removal of heavy grease depos-
its using a brush and petroleum solvent followed by vapor degreasing
for final cleaning. An additional cleaning method may be required for
corrosion removal. If a particular cleaning method is not required due
to the condition of the part it may be omitted, however only those
cleaning methods specified for that part may be used.
CLEANING METHOD NO. 1
(1) Degrease parts using one of the following steps.
WARNING: SPRAY VAPORS ARE TOXIC AND SHALL NOT BE IN-

HALED. OBSERVE ALL FIRE PRECAUTIONS.
(a) Degrease parts using solvent.
1 Place solvent in dip tank or use as a spray in a positive outside-ventilated

spray booth.
2 Dip, soak, agitate, or spray parts to be cleaned until oil and grease have
been removed.
3 Remove caked grease or soft carbon deposits using a stiff plastic fiber
bristled brush.
4 Air-dry with compressed air using a safety nozzle.
(b) [Alternate method] Degrease parts using degreaser.
1 Using degreaser (mix concentration in accordance with manufacturer’s

instructions) and water, scrub parts using a stiff plastic bristled brush to
remove oil and grease contamination.
2 Rinse parts with clean tap water.
3 Air-dry with compressed air using a safety nozzle.

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1. C. (2) Deleted.
(3) Degrease parts using aqueous degreaser immersion as follows.
WARNING: UNDILUTED (100% CONCENTRATION)

DEGREASER IS AN EYE IRRITANT. WEAR EYE
PROTECTION WHEN MIXING SOLUTION.
NOTE: If heavy grease, oil, or carbon build up are present, pre-

cleaning of parts using Cleaning Method No. 1 may be
performed prior to degreasing. This will prevent excessive
contamination of degreasing solution.
(a) Degrease parts using aqueous degreaser immersion cleaning method as follows.
1 Mix degreaser with tap water in dip tank to a concentration of 8 to 12%.
2 Maintain temperature of cleaning solution at 60 to 71°C (140 to 160°F).
CAUTION: DO NOT IMMERSE PARTS IN SOLUTION FOR

MORE THAN 30 MINUTES, INCLUDING RE-
CLEANING.
NOTE: If a parts washer is used, use of degreaser (Formula

815 GD) is not recommended. Excess foaming action
will occur. Agitation is the preferred method.
3 Dip, soak, or agitate parts to be cleaned. Propeller mixing or solution spray-

ing under the solution level are preferred methods of agitation. Do not
immerse parts for more than 30 minutes, including recleaning.
4 Rinse parts using hot tap water. If required, perform a soap and water
scrub using a stiff, plastic fiber-bristled brush to remove any excess grease
or oil residue, then rinse parts using hot tap water.
5 Air-dry with compressed air using a safety nozzle. Ensure no entrapped

solution remains after drying.
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1. C. (4) Clean parts using glass bead peening as follows.
NOTE: Do not glass bead peen curvic couplings until fluorescent pene-
trant or magnetic particle inspection has been performed. Maxi-
mum pressure of 20 psig shall be used on titanium couplings.
Maximum pressure of 40 psig shall be used on all other coupling
materials.
(a) Clean hard carbon, paint, corrosion, and scale from parts by peening with glass
beads.
(b) Clean parts in accordance with Cleaning Method No. 1 to remove oil and grease
contamination.
NOTE: Glass bead peening equipment shall be cleaned and recharged

with new beads after each 24 hour period of operation.
(c) Mask any surfaces that could be damaged by peening.
CAUTION: REGULATE AIR PRESSURE TO KEEP EROSION OF

BASE METAL TO A MINIMUM. KEEP NOZZLE IN MOTION
TO PREVENT BLAST FROM DWELLING ON ONE SPOT.
(d) Peen corroded areas with glass beads until corrosion products are removed.
(e) Remove glass beads by air-drying with compressed air using a safety nozzle.
(f) Rinse with tap water to ensure surface is free of glass beads. Dry part in an
oven at 96 to 112°C (205 to 235°F) for 1 hour minimum.
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1. C. (5) Clean parts using abrasive blasting method.
NOTE: Do not abrasive blast part until fluorescent penetrant inspection

or magnetic particle inspection has been performed.
(a) Clean hard carbon, lead deposits, corrosion, and scale from parts by abrasive
blasting using a standard sandblast cabinet and sand or aluminum oxide grit.
(b) Clean parts with solvent or aqueous degreaser immersion method to remove oil
and grease contamination.
(c) Mask any surfaces that could be damaged by abrasive blasting.

(d) Set blasting equipment air pressure at 15 to 30 psig, then subject parts to abra-
sive blasting. Reduce air pressure as required to control action on base metal.
(e) Remove abrasive material by air-blasting with clean, filtered, low pressure com-
pressed air using a safety nozzle.
(f) Rinse with tap water to ensure surface is free of abrasive material. Dry part in an
oven at 107 to 135°C (225 to 275°F) for 1 hour minimum.
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1. C. (6) Clean non-corroded aluminum parts as follows.
(a) Clean surfaces with solvent to remove oil and grease contamination.
(b) Immerse parts in alkaline cleaner solution (Step 1.B.(1)) for 5 minutes minimum.
Scrub surface with a soft plastic fiber bristled brush to remove surface contami-
nation. If old gaskets or sealing compound are present, carefully lift softened
gaskets with a knife blade and scrape surface clean.
(c) Rinse parts with water at 27 to 43°C (80 to 110°F). Air-dry with compressed air
using a safety nozzle.
CAUTION: DO NOT ALLOW PARTS TO REMAIN IN CONTACT WITH

DE-OXIDIZING SOLUTION LONGER THAN 3 MINUTES
OR CHEMICAL ETCHING WILL OCCUR.
(d) Treat bare areas with de-oxidizing solution (Step 1.B.(4)) for 1 to 3 minutes.
Repeat Step 1.C.(6)(c).
NOTE: Maintain the pH of the chromate conversion coating solution at

0.9 to 1.0 by adding chromic acid flake or nitric acid to the solu-
tion.
(e) Coat treated areas with chromate conversion coating solution (Step 1.B.(2)).
Allow area to remain wet for 1 minute.
(f) Rinse parts with water at 27 to 43°C (80 to 110°F). Remove excess water with
compressed air using a safety nozzle, then dry in oven at a temperature not to
exceed 71°C (160°F) for 1 hour minimum.
(g) Store parts in dry place away from corrosive fumes.

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1. C. (7) Clean corroded aluminum parts as follows.
CAUTION: CORROSION MAY BE CAUSE FOR REJECTION OR RE-

PAIR OF A PART. REFER TO APPLICABLE INSPECTION/
CHECK AND/OR APPROVED REPAIR PROCEDURES
WHENEVER CORROSION APPEARS TO BE BEYOND
SURFACE FINISH.
(b) Immerse parts in alkaline cleaner solution (Step1.B.(1)) for 5 minutes minimum.
Scrub surface with a stiff, plastic fiber bristled brush to remove surface contami-
nation. If old gaskets or sealing compound are present, carefully lift softened
gaskets with a knife blade and scrape surface clean.
(c) Rinse parts in water at 27 to 43°C (80 to 110°F). Air-dry with compressed air
using a safety nozzle.
NOTE: If parts are hard anodized and chromic-nitric pickle solution (Step
1.B.(3)) is used to remove heavy corrosion, softening of the finish
will result. Completely strip parts and apply a new anodize finish.
(d) Treat corroded areas with chromic-nitric pickle solution (Step 1.B.(3)) until corro-
sion is removed. Repeat Step 1.C.(7)(c).
(e) Coat bare areas with chromate conversion coating solution (Step1.B.(2)). Allow
area to remain wet for 1 minute.
(f) Rinse parts with water at 27 to 43°C (80 to 110°F). Remove excess water with
compressed air using a safety nozzle, then dry in oven at a temperature not to
exceed 71°C (160°F) for 1 hour minimum.
(g) Store parts in dry place away from corrosive fumes.

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1. C. (8) Clean non-corroded magnesium parts as follows.
CAUTION: METHANOL (METHYL OR WOOD ALCOHOL) SHALL NOT

BE USED AS A CLEANING AGENT WHEN CLEANING
MAGNESIUM COMPONENTS. PROLONGED CONTACT
OF METHANOL WITH UNPROTECTED MAGNESIUM
COMPONENT WILL DESTROY COMPONENT. USE OF
METHANOL WITH MAGNESIUM COMPONENTS IS AU-
THORIZED ONLY AS SPECIFICALLY INSTRUCTED FOR
REPAIR OF CORRODED SURFACES.
(a) Clean surfaces using Cleaning Method No. 1 to remove oil and grease conta-
mination.
(b) Immerse part in alkaline cleaner solution (Step 1.B.(1)) and brush surfaces with a
soft, plastic-fiber-bristled brush to remove contaminants. Allow parts to soak for
5 to 10 minutes if flange surfaces have gaskets or sealing compounds stuck to
them. When softened, carefully lift gaskets with knife blade and scrape surface
until clean.
(c) Rinse parts in warm tap water at 27 to 43°C (80 to 110°F), then remove excess
water with compressed air using a safety nozzle.
(d) Brush magnesium touch-up solution (Step 1.B.(6)) onto any bare metal areas to
prevent corrosion. Keep surfaces wet for 1 to 2 minutes, then rinse with clean
tap water. Remove excess water with compressed air using a safety nozzle.
(e) Dry parts in oven at 107 to 135°C (225 to 275°F) for 1 hour minimum.
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1. C. (9) Clean corroded magnesium parts as follows.
CAUTION: CORROSION MAY BE CAUSE FOR REJECTION OR RE-

PAIR OF A PART. REFER TO APPLICABLE INSPECTION/
CHECK AND/OR APPROVED REPAIR PROCEDURES
WHENEVER CORROSION APPEARS TO BE BEYOND
SURFACE FINISH.
METHANOL (METHYL OR WOOD ALCOHOL) SHALL NOT

BE USED AS A CLEANING AGENT WHEN CLEANING
MAGNESIUM COMPONENTS. PROLONGED CONTACT
OF METHANOL WITH UNPROTECTED MAGNESIUM
COMPONENT WILL DESTROY COMPONENT. USE OF
METHANOL WITH MAGNESIUM COMPONENTS IS AU-
THORIZED ONLY AS SPECIFICALLY INSTRUCTED FOR
(a) Clean surfaces using Cleaning Method No. 1 to remove oil and grease conta-
mination.
(b) Immerse parts in alkaline cleaner solution (Step 1.B.(1)) for 10 to 15 minutes.
Scrub surfaces with a stiff, fiber bristled brush to remove any loose contami-
nants. If old gaskets or sealing compounds are stuck to flange areas, carefully
lift the softened materials with a knife blade and scrape surface clean.
(c) Rinse parts in clean tap water at 27 to 43°C (80 to 110°F).
NOTE: All traces of moisture shall be removed immediately using oven

drying to prevent corrosion.
(d) Remove excess water with compressed air using a safety nozzle, then place in
oven at 107 to 135°C (225 to 275°F) for 1 hour minimum to complete drying.

NOTE: If glass bead peening equipment is not available, abrasive blast-

ing at 15 to 30 psig may be used to remove corrosion. Mask
any surface that could be damaged by abrasive blasting. Glass
bead peening or abrasive blasting shall not be used until fluores-
cent penetrant inspection has been performed. If paint is loose
or blistered following cleaning, refer to applicable Approved
Repair procedures for treating and repainting.
(e) Remove corrosion using Cleaning Method No. 3, glass bead peening or Clean-
ing Method No. 4, abrasive blasting method. Regulate air pressure in blasting
equipment to keep erosion of base metal to a minimum.
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1. C. (9) (f) Immerse parts in magnesium touch-up solution (Step 1.B.(6)) for 15 to 45 se-
conds to prevent corrosion.
NOTE: All traces of moisture shall be removed immediately using oven

drying to prevent corrosion.
(g) Rinse in clean tap water at 10 to 32°C (50 to 90°F). Dry in oven at 96 to 112°C
(205 to 235°F) for 2 hours.
(h) Remove excess water with compressed air using a safety nozzle, then place in
oven at 107 to 135°C (225 to 275°F) for 1 hour minimum to complete drying.
(10) Clean plain steel and stainless steel parts as follows.
NOTE: It is not necessary to remove heat discoloration.
(a) Clean surfaces with Cleaning Method No. 1 to remove oil and grease contamina-
tion.
CAUTION: EXTREME DAMAGE CAN OCCUR TO NON-STEEL PARTS

IF CLEANED WITH RUST STRIPPER SOLUTION.
(b) Immerse parts in rust stripper solution (Step1.B.(5)) for 10 to 20 minutes. The
solution shall remove rust, loosen scale, dissolve varnish deposits, and soften
organic compounds.
CAUTION: DO NOT DAMAGE HIGHLY FINISHED SURFACES. USE

ONLY STIFF PLASTIC FIBER BRISTLED BRUSH ON
SUCH AREAS.
NOTE: If glass bead peening (Method No. 3) is authorized, and to be

accomplished on part, do not glass bead peen parts until fluores-
cent penetrant or magnetic particle inspection has been per-
formed if required. Glass bead peening could hide a defect.
(c) After soak in rust stripper solution, remove parts, rinse, and scrub surfaces with a
stiff, plastic-fiber-bristled brush, or glass bead peen in accordance with Cleaning
Method No. 3 to remove carbon and scale.
(d) Rinse thoroughly in clean tap water at 27 to 43°C (80 to 110°F). Air-dry with
compressed air using a safety nozzle until free of moisture.
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1. C. (10) (e) Preserve steel parts after cleaning. Low alloy steel parts that will be subjected to
magnetic particle inspection within 8 hours may be left dry until inspected. Place
in clean container.
(f) Low alloy steel and 400 series stainless steel parts shall not sit dry for more than
4 hours. Parts shall be placed in a solution of corrosion-preventive compound
for 3 to 5 minutes, then placed in clean container and stored away from moisture
and corrosive fumes.
(g) Stainless steel and heat resistant alloy parts shall be kept dry and boxed for
protection from physical damage.
(11) Clean titanium parts as follows.
CAUTION: DO NOT USE 1,1,1-TRICHLOROETHANE TO CLEAN

TITANIUM PARTS. HIGH TEMPERATURE OPERATION OF
TITANIUM PARTS, AFTER CONTACT WITH CHLORI-
NATED CHEMICALS, CAN CAUSE PART FAILURE DUE
TO EROSION AND CRACKS.
(b) Immerse parts in alkaline cleaner solution (Step 1.B.(1)) at temperature of 71 to

82°C (160 to 180°F) for 3 to 5 minutes minimum. Scrub surface with a stiff
plastic fiber bristled brush to remove surface contamination.
(c) Rinse parts in fresh running water. Air-dry with compressed air using a safety
nozzle, then dry in oven at 71 to 121°C (160 to 250°F) for 1 hour.
(d) Store parts in dry place.
(12) Clean electrical component parts as follows.
(a) Wipe with clean lint-free cloth dipped in methyl-ethyl-ketone (MEK) or solvent.
(b) Clean electrical connectors exterior surfaces with dry soft plastic fiber bristled
brush.
(c) Remove oily type soil from electrical connectors with cotton swab dipped in
methyl-ethyl-ketone (MEK).
(d) Spray contact cleaner (CRC No. 03130) into electrical connectors interior to
remove oily type residue from male or female connectors.
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1. C. (13) Clean fittings and plumbing as follows.
(a) Spray tubes and fittings externally and internally with solvent in an outside-
ventilated spray booth.
(b) Air-dry parts with clean, filtered, low pressure compressed air using a safety
nozzle.
(c) Insert protective plugs and caps in each end of plumbing and fittings.
(14) Clean steel bearings and bearings with silver plated separators as follows.
(a) Place bearings in wire dip basket one layer deep (do not stack bearings) and
clean using aqueous degreaser immersion (Cleaning Method No. 2) for 10 to 15
minutes.
NOTE: Perform the following steps only if bearing is covered with an

excessive amount of varnish, stains or coking, preventing a
proper serviceability inspection.
(b) If after performing Step (a), and bearing is covered with an excessive amount of
varnish, stains, or coking preventing a proper serviceability inspection, perform
the following steps.
CAUTION: TO PREVENT DAMAGE TO THE SILVER PLATING

ON SEPARATORS (CAGE) ACCOMPLISHMENT OF
THE FOLLOWING STEP SHOULD BE HELD TO A
MINIMUM. ENSURE RUST STRIPPER SOLUTION
IS CLEAN AND HAS BEEN USED FOR BEARING
CLEANING ONLY.
NOTE: Disassemble bearing prior to performing the following step.
1 Place disassembled bearing in a tank containing rust stripper solution (Step

1.B.(5)), agitating parts in solution occasionally. Allow parts to soak in
solution as follows.
a Silver plated separators (cage) maximum of 10 seconds.
b All other bearing parts 30 seconds to 1 minute maximum.

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1. C. (14) (c) Rinse thoroughly in clean tap water followed by a rinse in clean hot water at 60
to 82°C (140 to 180°F).
(d) Dry bearings by blowing with clean, compressed air until free of moisture, then
oven dry at 107 to 135°C (225 to 275°F) for 1/2 hour minimum.
(e) Dip bearings in clean engine oil to preclude corrosion.
(f) Place bearings in a protective bag.
(15) Clean bearings containing aluminum, copper, or non-metallic separators as follows.
(a) Place bearings in wire dip basket one layer deep and clean using aqueous de-
greaser immersion (Cleaning Method No. 2) for 15 minutes. Do not stack bear-
ings. After degreasing, flush bearings with clean solvent to remove soil.
(b) Soak bearings in solvent for 1 hour.
(c) Dip bearings in clean engine oil to preclude corrosion.
(d) Stack cleaned bearings in clean boxes and transfer immediately to inspection
and evaluation area.
(16) Remove dry-film lubricant from titanium as follows.
CAUTION: VAT WITH STRIPPING SOLUTION SHOULD ONLY BE

USED FOR CLEANING TITANIUM PARTS.
NOTE: Alternate procedures specified in Step (b) or (c) may be used in

lieu of procedures specified in Step (a).
(a) Prepare stripping solution as follows.
CAUTION: DO NOT MIX SOLUTION STRONGER THAN REC-

OMMENDED. A STRONG SOLUTION CAN ETCH
TITANIUM AND ETCHING COULD CHANGE THE
DIMENSIONS OF THE PART.
NOTE: Use either distilled or de-ionized water for preparation of

the following solution.
1 Mix a solution of 8 to12 ounces of rust stripper per gallon of distilled or

de-ionized water.
2 Maintain solution at 71 to 77°C (160 to 170°F).

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CAUTION: PRIOR TO EACH USE OF THE VAT CONTAINING
STRIPPING SOLUTION, ENSURE SOLUTION HAS
NOT BEEN CONTAMINATED.
1. C. (16) (a) 3 Use a polished scrap piece of titanium and immerse it in solution for 15 to
30 minutes maximum.
a If titanium does not discolor, the solution can be used to clean titanium
parts.
b If titanium does discolor, drain tank and mix a new batch in accordance
with Step (a)1.
CAUTION: DO NOT EXCEED THE MAXIMUM LIMIT OF 30

MINUTES WHEN STRIPPING TITANIUM PARTS.
ETCHING OF THE TITANIUM PART CAN OCCUR.
4 Immerse part in stripping solution at temperature of 71 to 77°C (160 to

170°F) for 15 minutes to a maximum of 30 minutes and rinse in fresh run-
ning water.
5 Repeat Step 4 if dry-film lubricant is not completely removed.
6 Air-dry to remove excess water, then dry in oven at 71 to 121°C (160 to

250°F) for 1 hour.
NOTE: Alternate procedures specified in Step (a) and (c) may be used in
lieu of procedures specified in Step (b).
(b) Prepare stripping solution of chromic acid as follows.
WARNING: MATERIALS USED IN THE FOLLOWING STEPS

MUST BE USED IN FULL COMPLIANCE WITH
THEIR LABELS.
NOTE: Use either distilled or de-ionized water for preparation of

the following solution.
1 Mix a solution of 20 percent chromium trioxide acid and distilled or de-

ionized water and maintain solution at 71 to 82°C (160 to 180°F).
2 Immerse part in stripping solution at temperature of 71 to 82°C (160 to

180°F) for 10 to 30 minutes maximum, then rinse in fresh running water.
3 Air-dry to remove excess water, then dry in oven at 71 to 121°C (160 to

250°F) for 1 hour.
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NOTE: Alternate procedures specified in Step (a) or (b) may be used in
lieu of procedures specified in Step (c).
1. C. (16) (c) Strip dry-film lubricant using plastic media.
1 Mask areas that do not require blasting with plastic media. Ensure that fan
disc serial number, lot number, part number, and assembly part number are
covered.
CAUTION: IF EQUIPMENT DOES NOT HAVE THE TWO FEA-

TURES LISTED BELOW, ONLY NEW (UNUSED)
PLASTIC MEDIA IS TO BE USED. AIR PRESSURE
SHOULD BE THE MINIMUM REQUIRED (35 psi
MAXIMUM) TO REMOVE DRY-FILM LUBRICANT IN
ORDER TO PREVENT POSSIBLE EROSION OR
MOVEMENT OF METAL.
TO PREVENT DISC DAMAGE, ONLY EQUIPMENT

(SYSTEMS) THAT IS DESIGNED FOR PLASTIC
MEDIA BLASTING OPERATIONS IS TO BE USED IN
THE FOLLOWING STEP. BLASTING SYSTEMS AS
A MINIMUM WILL HAVE THE FOLLOWING FEA-
TURES.
METAL CABINET HAVING SUFFICIENT EX-

HAUST CAPACITY TO CLEAR THE CHAMBER
DURING BLASTING OPERATION.
AIR PRESSURE FOR CONTROL OF BLASTING

PRESSURE IN THE 10 TO 110 psi RANGE.
2 Using plastic media blasting equipment, plastic media, and minimum air
pressure (35 psi maximum) required to remove dry-film lubricant, blast
surface to be stripped at an angle of 30 to 60 degrees and 6 to 10 inches
from the surface.
3 Following removal of dry-film lubricant, blow off residue using low pressure
(35 psi maximum) air.
4 Inspect fan disc to ensure all dry-film lubricant is removed.

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1. C. (17) Clean parts using plastic media.
(a) Mask areas that do not require blasting with plastic media. Ensure that part
serial number, lot number, part number, and assembly part number are covered,
as applicable.
CAUTION: IF EQUIPMENT DOES NOT HAVE THE TWO FEATURES

LISTED BELOW, ONLY NEW (UNUSED) PLASTIC MEDIA
IS TO BE USED. AIR PRESSURE USED SHOULD BE THE
MINIMUM REQUIRED (35 psi MAXIMUM) IN ORDER TO
PREVENT POSSIBLE EROSION OR MOVEMENT OF
METAL.
TO PREVENT DAMAGE, ONLY EQUIPMENT (SYSTEMS)

THAT IS DESIGNED FOR PLASTIC MEDIA BLASTING
OPERATIONS IS TO BE USED IN THE FOLLOWING STEP.
BLASTING SYSTEMS AS A MINIMUM WILL HAVE THE
FOLLOWING FEATURES.
METAL CABINET HAVING SUFFICIENT EXHAUST

CAPACITY TO CLEAR THE CHAMBER DURING
BLASTING OPERATION.
AIR PRESSURE FOR CONTROL OF BLASTING

PRESSURE IN THE 10 TO 110 psi RANGE.
(b) Using plastic media blasting equipment, plastic media and minimum air pressure
(35 psi maximum) required to remove carbon, paint and scale, blast surface to
be stripped at an angle of 30 to 60 degrees and 6 to 10 inches from the sur-
face.
(c) Remove plastic media residue using clean filtered low compressed air, not to
exceed 35 psi.
(d) Inspect part to ensure all carbon, paint and/or scale was removed.
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2. Painting
A. Painting Procedures
(1) Dip the part in paint and carbon remover. Where complete stripping is not desirable or
feasible, brush-on paint remover may be used.
(2) Following the stripping operation, thoroughly clean, wipe, and dry the part.
(3) Magnesium parts from which the paint has been removed in preparation for repainting
shall be treated to prevent corrosion as described in Cleaning Methods.
(4) External, non-critical surfaces of parts shall be repainted as follows, unless otherwise
specified in applicable repair instructions for individual parts.
(a) Plug all holes and mask all areas not to be painted. Thoroughly clean and dry
the surfaces to be painted.
(b) Prepare green epoxy primer by mixing equal parts by volume, primer and activa-
tor. Allow mixed primer to stand 45 minutes prior to use.
(c) Using a soft brush or airbrush, apply a thin coat of primer approximately 0.001
inch thick. Allow primer to dry 30 to 45 minutes.
CAUTION: IF HEAT GUN IS USED TO CURE PRIMER, DO NOT EX-

CEED 93°C (200°F) OR BUBBLING OF THE PRIMER MAY
RESULT.
(d) Cure primer using one of the following methods.
PREFERRED METHOD: Cure primer at 82 to 93°C (180 to

200°F) maximum for 30 to 40 minutes
using heat gun.
ALTERNATE METHOD: Cure primer at 82 to 93°C (180 to

using heat lamp(s).
ALTERNATE METHOD: Cure primer by air-drying for 72 hours at

13 to 36°C (57 to 97°F).
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2. A. (4) (e) Prepare gloss light green epoxy-amine paint (top-coat) by mixing equal parts by
volume of gloss light green epoxy-amine paint and activator. Allow mixed paint
and activator to stand 45 minutes prior to use.
(f) Apply one coat of gloss light green epoxy-amine paint. Allow to air-dry a mini-
mum of 30 minutes followed by 1 hour at 79 to 107°C (175 to 225°F).
CAUTION: IF HEAT GUN IS USED TO CURE PAINT, DO NOT EX-

CEED 93°C (200°F) OR BUBBLING OF THE PAINT MAY
RESULT.
(g) Cure top coat using one of the following methods.
PREFERRED METHOD: Cure top coat at 82 to 93°C (180 to

using heat lamp(s).
ALTERNATE METHOD: Cure top coat at 82 to 93°C (180 to

using heat gun.
ALTERNATE METHOD: Cure top coat by air-drying for 72 hours

at 13 to 36°C (57 to 97°F).
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3. Repair of Defective or Damaged Paint and Minor Corrosion on Magnesium Components
A. Repair of Minor Corrosion
(1) Using good shop practices, remove any obvious loose paint to expose the base mag-
nesium material.
(2) Remove all corrosion as follows.
CAUTION: USE EXTREME CARE NOT TO GOUGE SURFACE.
(a) Hand scrape to remove corrosion, using good shop practices, then hand brush,
using a clean stainless steel wire brush.
(b) Feather edges of paint by lightly sanding, using sandpaper (240-grit size).
WARNING: METHYL-ETHYL-KETONE (MEK) IS TOXIC. USE IN WELL-

VENTILATED AREA. AVOID BREATHING FUMES OR LONG
CONTACT WITH SKIN TO PREVENT DAMAGE TO PHYSICAL
HEALTH. KEEP AWAY FROM FLAME TO AVOID FIRE HAZARD.
CAUTION: DO NOT USE MAGNESIUM CLEANING SOLUTIONS ON COM-

PONENTS CONTAINING ALUMINUM PARTS.
(3) Clean area by wiping with a lint-free cloth saturated with solvent, methyl-ethyl-ketone
(MEK) or acetone.
(4) Inspect surface for presence of oil using a black light. A bright, bluish-white fluores-
cence usually indicates oil or grease contamination. If presence of oil is indicated,
repeat Step (3).
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3. A. (5) Treat corroded areas as follows.
(a) Prepare magnesium pickle solution (Dow 1) as follows.
WARNING: NITRIC ACID AND SODIUM DICHROMATE ARE

TOXIC AND CORROSIVE MATERIALS WHICH CAN
CAUSE SEVERE BURNS AND POSSIBLE LUNG
DAMAGE. AVOID BREATHING FUMES OR CON-
TACT WITH SKIN. WHEN HANDLING, USE ACID
RESISTANT GLOVES, APRON, AND FACE SHIELD
IN A WELL-VENTILATED AREA. WHEN MIXING
SOLUTIONS, DO NOT ADD WATER OR SOLUTION
TO NITRIC ACID: ALWAYS ADD NITRIC ACID TO
WATER OR SOLUTION.
CAUTION: PICKLE SOLUTION (DOW 1) SHALL NOT BE AL-

LOWED TO CONTACT ANODIC TREATED SUR-
FACES. A RAPID DETERIORATION OF THE
COATING WILL OCCUR.
1 Mix 1.5 pounds of sodium dichromate and 1.5 pints of nitric acid with
enough distilled or de-ionized water to make 1 gallon of solution.
2 Allow solution to stand for 1 to 2 minutes.
(b) Apply pickle solution (Dow 1) to corroded areas as follows.
1 Using cotton swab, work solution into corroded area until all visible reaction/
gassing stops.
2 Wipe clean using clean, lint-free cloth.
(c) If areas appear darker than surrounding areas, sand lightly by hand using sand-
paper (240 grit size), then repeat Steps (3), (4), and (5).
(d) Prepare magnesium touch-up solution (Dow 19) as follows.
1 Mix 1.3 ounces of chromic acid flake and 1 ounce of calcium sulfate with
enough water to make 1 gallon of solution.
2 Stir solution vigorously for at least 15 minutes to ensure saturation of the

solution with calcium sulfate.
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3. A. (5) (e) Apply touch-up solution (Dow 19) to treated areas as follows.
1 Using a clean cotton swab, apply solution to corroded areas.
2 Allow solution to stand on surface for 5 minutes minimum, then thoroughly

wipe dry in preparation for primer coat using a clean, lint-free cloth. Use
heat gun if necessary to insure all moisture has been removed from the
treated area prior to applying the primer coat.
(6) Apply primer and top coat as specified in Step 2.A.(4).

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CHAPTER 72 − ENGINE COMPONENTS
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
ENGINE NAMEPLATE INSTALLATION 72-00-01

ENGINE AND ACCESSORY WIRING HARNESSES
INSTALLATION 72-00-02
Approved Repairs 225
SHIPPING CONTAINER 72-00-03
FIRE DETECTOR MOUNTING BRACKET
FORWARD ENGINE MOUNT INSTALLATION 72-00-06
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Page 1
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UP833486
72-CONTENTS ENGINE COMPONENTS

Page 2
Apr 22/05

ENGINE NAMEPLATE INSTALLATION
1. Removal/Installation
A. Removal of Nameplates
NOTE: Do not remove decals or engine nameplate (identification plate) unless

damage is indicated by inspection or removal is required to identify
changes incorporated. When required to identify the incorporation of
changes by service bulletin on the engine identification plate, use steel
stamp or electro-etch tool to mark applicable information in the speci-
fied section of the identification plate.
(1) Remove decals. (See Figure 201.)
(2) Remove rivets securing identification plate.
(3) Remove identification plate.
B. Installation of Nameplates
NOTE: Ensure required data has been entered on identification plate prior to
installation.
(1) Install identification plate on brackets. Secure with rivets. (See Figure 201.)
(2) Install new adhesive-backed decals.
2. Inspection/Check
This paragraph is not used.
3. Cleaning/Painting
A. Cleaning of Parts
Clean all standard metallic hardware in accordance with 72-00-00, Cleaning/Painting, Clean-
ing Method No. 1 or 2.
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5. DECAL (TRADE MARK) 10. IDENTIFICATION PLATE (ENGINE)

*8. RIVET 15. CAUTION DECAL
*REMOVED ONLY FOR REPAIR
Engine Nameplate Installation

Figure 201
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ENGINE AND ACCESSORY WIRING HARNESSES INSTALLATION

Strap wrench (TG65-1 through TG65-7) Glenair Inc, 1211 Air Way, Glendale, CA
91201-2497
NOTE: See Figures 201 through 202.3 for location of components during the fol-
lowing procedures.
A. Removal of Engine Wiring Harness
(1) Disconnect engine wiring harness from DEEC wiring harness.
(2) Remove nuts, bolts, washer, and clamps securing harness assembly.
(3) Disconnect engine wiring harness connectors from N2 transducer, fuel control, inlet
pressure and temperature sensor, solenoid controller valve, and N1 compensator.
lowing procedures.
B. [5BR-1H] Removal of Accessory Wiring Harness
(1) Disconnect accessory wiring harness from aircraft accessory harness.
(2) Remove nuts, bolts, washers, and clamps securing harness.
(3) Disconnect accessory wiring connectors from fire warning sensor, fuel high tempera-
ture switch, low fuel pressure switch, oil pressure switch, oil pressure transmitter, fuel
flow transmitter, ignition unit, chip detector, and fuel filter by-pass switch.
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Engine Wiring Harness Installation (Typical)

Figure 201
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lowing procedures.
1. C. Installation of Engine Wiring Harness
mended values.
Whenever a new or replacement engine wiring harness is installed,

perform N1 transducer output test and digital electronic engine control
manual mode transfer test in accordance with 72-00-00, Adjustment/
Test.
(1) Position harness assembly onto engine, then connect electrical connectors to solenoid
controller valve, inlet pressure and temperature sensor, fuel control, N2 transducer, and
N1 compensator.
(2) [5BR-1H] Tighten electrical connectors using strap wrenches to torque values as
follows.
Connector P10, P11 10 inch-pounds

Connector P6 14 inch-pounds
Connector P4, P5, P7 9 inch-pounds
Connector P12 or J12 54 inch-pounds
KEY TO FIGURE 201
5. NUT 65. CLAMP

10. BOLT 70. NUT
15. CLAMP 75. BOLT
20. BRACKET 80. WASHER
25. NUT 85. BRACKET
30. BOLT 90. NUT
35. CLAMP 95. BOLT
40. BOLT 100. CLAMP
45. WASHER 105. NUT
50. BRACKET 110. BOLT
55. NUT 115. WASHER
60. BOLT 120. BRACKET
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1. C. (3) [5BR-1C, 5BR-2C] Tighten electrical connectors using strap wrenches to torque val-
ues as follows.

Connector P6 14 inch-pounds
Connector P12 or J12 30-75 inch-pounds
(4) Install lockwire on electrical connectors in accordance with good shop practices, ensur-
ing lockwire is tight and installed to prevent loosening rotation. Aerospace Standard
AS567 (SAE) may be used as a guide for lockwire installation.
(5) Coat threads of bolts for securing clamps with anti-seize lubricant. Install clamps on
harness and secure with bolts, washer, and nuts.
(6) Connect engine wiring harness to DEEC wiring harness assembly and tighten connec-
tor in accordance with Step (2) or (3), as applicable.
(7) Secure Connector P12 to bracket on fan inlet housing with screws, washers, and nuts.
frictional drag (run-down) torque of self-locking devices to recommended
values.
See Figures 203 through 204.1 for location of components during the fol-
lowing procedures.
D. [5BR-1H] Installation of Accessory Wiring Harness
(1) Position accessory wiring harness onto engine, then connect electrical connectors to
fire warning sensor, fuel high temperature switch, low fuel pressure switch, oil pressure
switch, oil pressure transmitter, fuel flow transmitter, ignition unit, chip detector, and fuel
filter by-pass switch.
(2) Tighten electrical connectors in accordance with Aircraft Maintenance Manual.
(3) Coat threads of bolts for securing clamps with anti-seize lubricant.
(4) Install clamps on harness, then secure with bolts, washers and nuts.
(5) Connect electrical connector to aircraft accessory harness in accordance with Aircraft
Maintenance Manual.
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[5BR-1H] Engine Wiring Harness Installation

Figure 201.1
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[5BR-1H] KEY TO FIGURE 201.1
125. NUT 200. BRACKET

130. BOLT 205. NUT
135. CLAMP 210. BOLT
140. NUT 215. CLAMP
145. BOLT *220. NUT
150. WASHER *226. BOLT
155. BRACKET *227. SPACER
160. NUT *230. CLAMP
165. BOLT *231. NUT
170. CLAMP *232. BOLT
175. BRACKET *233. CLAMP
*177. CLAMP *234. CLAMP
180. NUT **240. BOLT
185. BOLT **241. NUT
190. CLAMP **242. CLAMP
195. BOLT **243. BRACKET
*[PRE SB TFE731-72-3122] (REFER TO SERVICE BULLETIN FOR ENGINE MODEL

APPLICABILITY)
**[POST SB TFE731-72-3122] (REFER TO SERVICE BULLETIN FOR ENGINE MODEL
APPLICABILITY)
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[5BR-1C, 5BR-2C] Engine Wiring Harness Installation

Figure 201.2
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[5BR-1C, 5BR-2C] KEY TO FIGURE 201.2
125. NUT 195. BOLT

135. CLAMP 205. NUT
140. NUT 210. BOLT
145. BOLT 215. CLAMP
150. WASHER *220. NUT
155. BRACKET *225. BOLT
160. NUT *230. SPACER
165. BOLT *235. CLAMP
170. CLAMP *240. NUT
175. BRACKET *245. BOLT
180. NUT *250. CLAMP
185. BOLT *255. CLAMP
190. CLAMP
*[PRE SB TFE731-72-3122]
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[5BR-1H] Engine Wiring Harness Installation

Figure 201.3
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295. CLAMP 320. ENGINE WIRING HARNESS

300. NUT 325. NUT
305. BOLT 330. BOLT
310. CLAMP 335. CLAMP
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[5BR-1C, 5BR-2C] Engine Wiring Harness Installation

Figure 201.4
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298. CLAMP 320. NUT
300. NUT 325. BOLT
310. CLAMP 335. BRACKET
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[5BR-1H] Engine Wiring Harness

Figure 202
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[5BR-1H] Engine Wiring Harness

Figure 202.1
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RELEASED FOR THE EXCLUSIVE USE BY: JET MX See TR

[5BR-1C, 5BR-2C] Engine Wiring Harness

Figure 202.2
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Reason: To change Connector P6, Contact 7 from 15(P12-o) to 15(P12-d) in Figure 202.2.
(FAA APPROVED)
72-00-02 Page 2 of 3
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(FAA APPROVED)
72-00-02 Page 3 of 3
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[5BR-1C, 5BR-2C] Engine Wiring Harness

Figure 202.3
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[5BR-1H] Accessory Wiring Harness Installation

Figure 203
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[5BR-1H] KEY TO FIGURE 203
5. NUT 50. BOLT

10. BOLT 55. CLAMP
15. CLAMP 60. BOLT
20. BOLT 65. CLAMP
25. WASHER 70. NUT
35. BOLT 80. CLAMP
40. BRACKET 85. BRACKET
45. WASHER
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[5BR-1H] Accessory Wiring Harness Installation

Figure 203.1
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90. BOLT 160. CLAMP
95. CLAMP 165. NUT
100. WASHER 170. BOLT
105. NUT 175. CLAMP
115. CLAMP 185. NUT
125. NUT 195. WASHER
150. BOLT 220. ACCESSORY WIRING HARNESS
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[5BR-1H] Accessory Wiring Harness

Figure 204
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[5BR-1H] Accessories Wiring Harness

Figure 204.1
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2. Inspection/Check
A. Resistance Check
(1) Using multimeter, check resistance between backshell of fuel control electrical Connec-
tor P6 and fuel control. Resistance reading shall be less than 0.05 ohm.
(2) If resistance reading in Step (1) is 0.05 ohm or greater, disconnect Connector P6 from
fuel control and clean electrical connectors in accordance with Cleaning/Painting.
(3) Reinstall harness Connector P6 on fuel control in accordance with Removal/Installation

and repeat resistance check.
B. Inspection of Engine and Accessory Wiring Harnesses
(1) Inspect insulation sleeving for breaks, burns, deterioration, and loose or twisted sleev-
ing.
(2) Inspect connectors for security, cracks, corrosion, loose or twisted wiring, bent, broken,
burned, or receded pins, and damaged connector threads.
(3) Inspect terminals for security or broken wires.
(4) Check wiring harness assembly for point-to-point continuity.
(5) Using multimeter set to highest resistance scale, check resistance from each connector
pin to harness shielding. No deflection shall be observed. If requirements are not met,
clean electrical connectors in accordance with Cleaning/Painting and repeat check.
(6) Repair wiring harness assembly if inspection requirements of Steps (1) through (4) are
not met. Refer to Approved Repairs.
ing Method No. 1 or 2. Clean engine wiring harness in accordance with 72-00-00, Cleaning/
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4. Approved Repairs

Solder (Sn60) (Federal Specification QQ-S-571) Litton Systems Inc, 515 E Touhy, Des Plaines, IL
60018-2675
A. Repair of Engine/Accessory Wiring Harness
NOTE: If replacement of outer shielding is required, return harness to

manufacturer for repair.
(1) On engine wiring harness with braided outer shielding, repair broken wires at connec-
tors or replace damaged connectors.
CAUTION: USE CARE WHEN HANDLING BRAIDED OUTER SHIELD-

ING WHEN UNSOLDERED FROM A CONNECTOR. IF
SHIELDING BECOMES UNWOVEN, ENTIRE OUTER
SHIELDING MUST BE REPLACED.
(a) Unsolder outer shielding at connector to be replaced or to have wiring repaired.
(b) Carefully slide outer shielding back from connector. Do not slide outer shielding
back farther than required to perform repairs.
(c) Replace damaged connectors using solder (Sn60) and standard electronic shop
repair procedures.
(d) Repair or replace broken wires or open circuits using solder (Sn60) and standard
electronic shop repair procedures.
(e) Slide outer shielding over wiring and solder in place on connector in same man-
ner as previously installed.
(2) Remark any identification markings which are illegible.

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SHIPPING CONTAINER

Engine Shipping Used to ship engine. PST101-1
Container
Engine Shipping and Used to ship and store engine. PST113-1 or
Storage Container (Used 831058-1
in Lieu of Engine
Shipping Container)
(Alternate for
832164-1)
(Alternate for
289769-1)
WARNING: DO NOT STAND BELOW ENGINE WHILE SUPPORTED BY

HOIST AND SLING, A FAILURE OF HOIST OR SLING COULD
CAUSE INJURY TO PERSONNEL.
CAUTION: AVOID EXCESSIVE BENDING AND SHARP BENDS WHEN HAN-

DLING ITT THERMOCOUPLE HARNESS AND N1 TRANSDUCER
LEADS. RADIUS OF LEAD BENDS SHALL NOT BE LESS THAN
0.5 INCH.
NOTE: Check the container for auxiliary equipment which may be packed with
the engine prior to removing the engine from the container. Be careful
to avoid damage to such items if engine removal is required prior to
removing any other packed items.
A. Removal of Engine from Shipping Container
(1) Remove engine from PST101-1 engine shipping container. (See Figure 201.)
(a) Remove four shipping bands securing cover of shipping container, then remove
top flexible foam form.
(b) Remove auxiliary equipment from indentures in bottom foam form along side
engine.
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1. CONTAINER (PST101-1)
Engine Shipping Container

Figure 201
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1. A. (1) (c) Install 289769-1 or 832164-1 sling on engine support housing and rear mount
and secure. Attach a hoist of 1500 pounds minimum capacity to sling and lift
engine from bottom flexible foam form. Ensure there is sufficient clearance for
ITT and N1 transducer harness leads to prevent lead damage.
(d) Remove four screws and washers securing wooden block installed over shaft on
aft end of fuel control and remove wooden block.
(e) Inspect aft shaft on fuel control (for connection to aircraft power lever rigging) to
ensure shaft was not bent during handling of engine.
(f) If engine is to be stored prior to installation, refer to 72-00-00, Servicing for en-
gine preservation instructions.
(2) Remove engine from engine shipping and storage container. (See Figure 202 for Part
No. PST113-1 or Report No. 72-ST-24 for Part No. 831058-1.)
(a) Relieve pressure in container, if any, using relief valve.
(b) Remove nuts, bolts, and washers securing container halves, then remove top
container half.
(c) Install 289769-1 or 832164-1 sling on engine support housing and rear mount
and secure. Attach hoist of 1500 pounds minimum capacity to sling.
(d) Remove nuts, bolts, and washers securing container mounting brackets to bot-
tom container half.
(e) Lift engine (with attached container mounting brackets) from bottom container
half. Ensure there is sufficient clearance for ITT and N1 transducer harness
leads to prevent lead damage.
(f) Disconnect and remove container mounting brackets from engine.
(g) Remove four screws and washers securing wooden block installed over shaft on
aft end of fuel control and remove wooden block.
(h) Inspect aft shaft on fuel control (for connection to aircraft power lever rigging) to
ensure shaft was not bent during handling of engine.
(i) If engine is to be stored prior to installation, refer to 72-00-00, Servicing for en-
gine preservation instructions.
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Engine Shipping and Storage Container (PST113-1)

Figure 202
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KEY TO FIGURE 202
5. NUT (AN315-6) 50. BRACKET (COMPONENT OF

10. WASHER (AN960-616) PST113-1)
15. SCREW (MS90726-65) (BOLT) 52. BOLT (AN6C-36A)
20. CONTAINER TOP HALF 53. NUT (MS21043-C6)
(COMPONENT OF PST113-1) 55. BRACKET (COMPONENT OF
25. CONTAINER BOTTOM HALF PST113-1)
(COMPONENT OF PST113-1) 57. BOLT (AN5C-7A)
28. GASKET (PST113-1-57) 58. NUT (MS21043-C5)
30. NUT (MS21045-C8) 60. BRACKET (COMPONENT OF
35. WASHER (AN960-616) PST113-1)
40. SCREW (MS90726-125) (BOLT) *65. HUMIDITY INDICATOR (MS26507-1)
45. BRACKET (COMPONENT OF
PST113-1)
*NOT ILLUSTRATED
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1. B. Installation of Engine in Shipping Container
NOTE: Engines must be shipped as complete units. All accessories, brack-

ets, aircraft harnesses, quick engine change parts, etc., not originally
installed on the engine should be removed prior to packaging and
shipping.
See Figure 202 for Part No. PTS113-1 or Report No. 72-ST-24 for Part
No. 831058-1 for location of components during the following proce-
dures.
The engine as returned to manufacturer should include the following parts. (Refer to Illus-
trated Parts Catalog to ensure all component parts of the engine are included.) Fuel pump,
fuel control, accessory gearbox, transfer gearbox, flow divider valve, ignition unit, inlet pres-
sure and temperature sensor, surge bleed valve, solenoid controller, oil tank, breather pres-
surization valve, oil lube and scavenge pump, fuel oil cooler, fuel heater, air oil coolers (3),
fuel nozzles, thermocouple lead assembly, ignition plugs and leads, engine wiring harness,
chip detector, plenum drain valves, fan inlet housing, N1 and N2 monopole pickup transducer
(2), fuel filter, oil filter, mixer nozzle assembly.
(1) Install engine with mixer nozzle removed in PST101-1 engine shipping container. (See
Figure 201.)
(a) Install shipping covers over fan and exhaust openings. Install wooden block over
shaft on aft end of fuel control and secure with four screws and washers.
(b) Lower engine in bottom flexible foam form in shipping containers. Ensure there
is sufficient clearance for ITT thermocouple harness and N1 transducer leads to
prevent lead damage. Remove 289769-1 or 832164-1 sling.
(c) Store auxiliary equipment in indentures provided in bottom flexible foam form
along side engine.
(d) Install upper flexible foam form and cover of shipping container.
(e) Secure shipping container cover with four shipping bands.

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1. B. (2) Install engine with mixer nozzle removed in PST113-1 engine shipping and storage
container (Figure 202) or install with mixer nozzle attached in 831058-1 shipping con-
tainer. (Refer to Report No. 72-ST-24.)
(a) Install shipping covers over fan and exhaust openings. Install wooden block over
shaft on aft end of fuel control and secure with four screws and washers.
(b) Install container mounting brackets on engine support and rear mounts with nuts
and bolts.
(c) Lower engine with container mounting brackets into bottom container half. En-
sure there is sufficient clearance for ITT thermocouple harness and N1 transduc-
er leads to prevent lead damage.
(d) Secure container mounting brackets to engine cradle in bottom container half
with bolts, washers and nuts.
(e) Disconnect hoist from sling and remove sling from engine support housing and
rear mount.
(f) Install top container half on bottom container half and secure with bolts, washers,
and nuts.
(g) Evacuation or pressurization of container not required.

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FIRE DETECTOR MOUNTING BRACKET INSTALLATION
lowing procedures.
A. Removal of Bracket Installation
(1) Disconnect fire detectors in accordance with Aircraft Maintenance Manual.
(2) Remove nuts, bolts, clamps, brackets and washers as necessary to perform mainte-
nance.
lowing procedures.
Refer to 70-00-00, Standard Practices for general torque values. Add

values.
B. Installation of Bracket Installation
(1) [5BR-1H] Position fire detector brackets (Figures 201 and 201.1) in locations as
shown and secure with bolts, washers, screws and nuts. Tighten bolts securing brack-
ets to 25 inch-pounds torque. Tighten bolts securing bracket (90) to 29 inch-pounds
torque. Tighten bolts securing brackets (40, 45, 55) to 50 inch-pounds torque. Tight-
en bolts securing bracket (130) to 60 inch-pounds torque. Tighten bolts securing
brackets (100, 115, 160, 170) to 70 inch-pounds torque. Tighten bolts securing brack-
et (140) to 200 inch-pounds torque. Tighten screws securing bracket (150) to 120
inch-pounds torque.
(2) [5BR-1C, 5BR-2C] Position fire detector brackets (Figures 201.2 through 201.4) in
locations as shown and secure with bolts, washers, screws and nuts. Tighten bolts
securing bracket (90) to 25 inch-pounds torque. Tighten bolts securing brackets (40,
45, 55) to 50 inch-pounds torque. Tighten bolts securing bracket (130, 190) to 60
inch-pounds torque. Tighten bolts securing brackets (100, 115, 160, 170) to 70 inch-
pounds torque. Tighten bolts securing bracket (140) to 200 inch-pounds torque.
Tighten screws securing bracket (150) to 120 inch-pounds torque.
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2. Inspection/Check
A. Inspection/Check of Components
(1) Inspect brackets for bends or cracks.
(2) Inspect threaded parts for crossed, galled, or peened threads.
(3) Check clamps for worn or missing cushions.
(4) Replace part that does not meet inspection requirements.
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[5BR-1H] Fire Detector Mounting Bracket Installation

Figure 201
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[5BR-1H] KEY TO FIGURE 201
5. NUT 45. BRACKET

10. BOLT 50. BOLT
15. WASHER 55. BRACKET
35. BOLT 65. BOLT
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[5BR-1H] Fire Detector Mounting Bracket Installation

Figure 201.1
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80. WASHER 135. NUT
90. BRACKET 145. SCREW
95. BOLT 146. SCREW
125. NUT
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[5BR-1C, 5BR-2C] Fire Detector Mounting Bracket Installation

Figure 201.2
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Figure 201.3
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80. WASHER 135. NUT
90. BRACKET 145. SCREW
95. BOLT 146. SCREW
125. NUT
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Figure 201.4
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185. NUT 200. SPACER
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FORWARD ENGINE MOUNT INSTALLATION

NOTE: Refer to the Aircraft Maintenance Manual for instructions to attach or disen-
gage forward engine mounts from airframe mountings.
A. Removal of Forward Engine Mounts from Engine
(1) Loosen all bolts securing forward engine mounts on engine two turns, then remove
bolts. (See Figure 201.)
(2) Remove forward engine mounts.
B. Installation of Forward Engine Mounts
mended values.
(1) Install forward engine mounts at applicable location. (See Figure 201.)
(2) Coat threads of bolts with anti-seize lubricant. Thread all bolts in finger-tight.
(3) Tighten bolts to 350 inch-pounds torque.

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5. BOLT 20. BEARING

10. FORWARD ENGINE MOUNT 25. MOUNT
15. PIN
Forward Engine Mount Installation

Figure 201
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2. Inspection/Check
A. Inspection of Components
(1) Perform magnetic particle inspection of forward engine mounts in accordance with
ASTM E1444. Cracks not acceptable.
(2) Visually inspect forward engine mounts for bolt hole elongation. Bolt hole elongation
not acceptable.
(3) Inspect threads of bolts and mount for galling. Galling not acceptable.
NOTE: Do not reject mount (bearing) if bearing will not pivot in mount if moved
by hand. Check pivot action with the aid of a pin or rod, etc. inserted
through the bearing.
(4) Inspect bearing for freedom of rotation and excessive wear. Sticking or excessively
worn bearings not acceptable. Replace sticking or worn bearings in accordance with
Approved Repairs.
(5) Replace mount if inspection requirements of Steps (1) through (4) are not met.
Clean forward engine mounts in accordance with 72-00-00, Cleaning/Painting, Cleaning

Method No. 1 or 2.
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4. Approved Repairs

Torquing and Drilling To position mount assembly for drilling and to 289908-1
Fixture hold mount assembly for torquing.
A. Replacement of Forward Engine Mount Bearing
(1) Replace damaged or worn bearing. (See Figure 202.)
(a) Install engine mount assembly in 289908-1, torquing and drilling fixture, and
place fixture in a bench vise. Drill out pin to a depth of 0.38 inch.
(b) Remove all metal chips and filings from mount assembly, then ensure pin is
removed completely.
(c) Unscrew bearing from mount and separate bearing from mount.
(d) Install new bearing in mount and tighten to 400 inch-pounds torque.
(e) Drill a new 0.0615 to 0.0655 inch diameter pin hole, to a depth of 0.31 to 0.33
inch, in one of the positions shown. The pin hole shall be into the interlocking
threads, between bearing and engine mount using 289908-1 fixture as a guide.
(f) Install pin and stake in one place to secure.
(g) Remove engine mount assembly from 289908-1 fixture.

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15. PIN 25. MOUNT

20. BEARING
Forward Engine Mount Assembly

Figure 202
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CHAPTER 72 − AIR INLET SECTION
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
AIR INLET SECTION 72-20-00
DESCRIPTION AND OPERATION 1

General 1
Component Removal Sequence 1
Component Installation Sequence 1
FAN INLET HOUSING INSTALLATION 72-20-01
Cleaning of Parts 204
Touch Up of Damaged Painted Surfaces 205
Repainting of Fan Inlet Housing 206
Repair of Damaged Abradable Material 209
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72-CONTENTS AIR INLET SECTION

Page 1
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UP833486
72-CONTENTS AIR INLET SECTION

Page 2
Apr 22/05

AIR INLET SECTION − DESCRIPTION AND OPERATION
1. General
The air inlet section is located directly behind the axial flow fan and guides air into the compressor
section. The inlet section consists of an inlet housing.
2. Component Removal Sequence
Refer to Table 1, Component Removal Sequence as a guide for component removal when per-
forming maintenance on the engine Air Inlet Section.
Table 1. Component Removal Sequence

Chapter/
Section/
Step Component Subject
1 Disconnect engine wiring harness from inlet pressure and tempera- 72-00-02
ture sensor
2 Oil tank installation from fan inlet housing 79-10-01
3 Fan spinner installation 72-70-01
4 Fan rotor assembly 72-70-03
3. Component Installation Sequence
Refer to Table 2, Component Installation Sequence as a guide for component installation when
performing maintenance on the engine Air Inlet Section.
Table 2. Component Installation Sequence

Chapter/
Section/
3 Connect accessory and transfer gearbox installation strut assemblies 72-60-01
4 Oil tank installation to fan inlet housing 79-10-01
5 Connect engine wiring harness connector to inlet pressure and tem- 72-00-02
perature sensor
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FAN INLET HOUSING INSTALLATION

A. Removal of Fan Inlet Housing
(1) Remove components in accordance with 72-20-00, Table 1, Component Removal

Sequence, Steps 1 through 4.
(2) Remove nuts, washers, and bolts securing fan inlet housing to engine. Remove fan
inlet housing. (See Figure 201.)
(3) If inlet housing is to be replaced, remove engine nameplate (identification plate) in

values.
B. Installation of Fan Inlet Housing (See Figure 201)
(1) If a replacement housing is being installed, install engine nameplate (identification

plate) removed from old housing on replacement housing in accordance with 72-00-01.
(2) Position fan inlet housing on engine with mounting flange over fan by-pass stator
against flange of engine support housing assembly. Ensure that bolt hole between
strut support fittings is at 6 o’clock position.
(3) Coat threads of bolts (15) with anti-seize lubricant. Install bolts (15). Install washers
(10) and nuts (5) on bolts.
(4) Tighten nuts (5) to 50 inch-pounds torque.
(5) Install removed components in accordance with 72-20-00, Table 2, Component Installa-
tion Sequence, Steps 1 through 5, as required.
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Fan Inlet Housing Installation

Figure 201
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Reason: To incorporate Service Bulletin TFE731-72-3786.
Step 2.A.(4) is changed and Step 2.A.(5) is added as follows:
(4) [Pre SB TFE731-72-3786] Inspect abradable material for evidence of blade contact
or gouges (irregular material removal). Blade contact or gouges that do not expose
base metal are acceptable. Blade contact or gouges that expose base metal must be
repaired in accordance with procedures specified in Approved Repairs.
(5) [Post SB TFE731-72-3786] Inspect abradable material for evidence of blade contact
or gouges (irregular material removal). Light fan blade rubs are acceptable. Rubs to
parent metal are not acceptable. Abradable discoloration is acceptable. Individual
voids of 6.0 square-inches or less and a total of up to 20 voids are acceptable.
Damaged abradable may be repaired in accordance with Approved Repairs.
(FAA APPROVED)
72-20-01 Page 2 of 6
UP833486
3 Feb 2014

See TR

2. Inspection/Check
A. Inspection of Fan Inlet Housing
(1) Inspect for visible cracks or evidence of structural damage.
(2) Replace fan inlet housing if cracks or structural damage are evident.
(3) Inspect for damaged paint. Treat bare metal and touch up damaged paint in accor-
dance with Cleaning/Painting.
(4) Check abradable material for evidence of blade contact or gouges (irregular material
removal). Blade contact or gouges that do not expose base metal are acceptable.
Blade contact or gouges that expose base metal must be repaired in accordance with
procedures specified in Approved Repairs.
KEY TO FIGURE 201
5. NUT *40. BOLT

10. WASHER *45. WASHER
15. BOLT *50. OIL TANK BRACKET
*25. RIVET *55. NUT
*30. RIVET *60. RIVET
*35. STRUT SUPPORT FITTING 65. FAN INLET HOUSING

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Abrasive paper (ANSI B74.18) Commercially available
Paint and carbon remover (Turco Transpo) Purex Corp, International Industrial Div,
P.O. Box 6200, 24600 S Main St, Carson, CA
90749
Glendale, CA 91209
Portable hot air gun Commercially available
Water jet stripping solution TAFA Inc, 146 Pembroke Rd, Concord, NH
03301-5735
(1) Clean all standard metallic hardware in accordance with 72-00-00, Cleaning/Painting,
Cleaning Method No. 1 or 2.
CAUTION: DO NOT IMMERSE FAN INLET HOUSING IN SOLVENT OR

DEGREASER. DAMAGE TO ADHESIVES MAY OCCUR CAUS-
ING PARTS TO SEPARATE.
(2) Clean fan inlet housing in accordance with 72-00-00, Cleaning/Painting, Cleaning
Method No. 1, using degreaser.
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3. B. Touch Up of Damaged Painted Surfaces
(1) Remove damaged paint and blend edges of damaged paint with abrasive paper.
WARNING: TOUCH-UP SOLUTION IS AN ACID. USE CAUTION TO PRE-

VENT CONTACT WITH SKIN. IF POWDER OR MIXED SOLU-
TION COMES IN CONTACT WITH SKIN, FLUSH OFF IMMEDI-
ATELY WITH WATER. INHALATION OF DUST FROM THE
POWDERS OR VAPORS FROM THE SOLUTION SHALL BE
AVOIDED. SWABS, ETC, SATURATED WITH SOLUTION,
CONSTITUTE FIRE HAZARDS IF ALLOWED TO DRY. IMMEDI-
ATELY AFTER USE, RINSE THOROUGHLY IN TAP WATER.
(2) Treat bare metal as follows.
(a) Prepare touch-up solution to treat bare metal in accordance with Inspection/
Repair Manual, 72-IR-02, APPENDIX 2, Method No. 402E.
(b) Apply solution to area being treated using a cotton swab or other suitable instru-
ment. Allow treated area to remain wet for one minute. Rinse with warm tap
water at 27 to 43°C (80 to 110°F). Air-dry using clean, dry, filtered compressed
air at 20 psig maximum or oven dry for 30 minutes at 79 to 107°C (175 to
225°F).
(c) Apply primer and top coat as specified in 72-00-00, Cleaning/Painting, Step
2.A.(4).
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NOTE: The following procedure allows the entire fan inlet housing to be repainted.
3. C. Repainting of Fan Inlet Housing
(1) Prior to stripping operation, carefully mask name plate tag. Ensure masking used will
not be penetrated during stripping operation.
(2) Strip paint using one of the following steps.
(a) Strip paint by using plastic media in accordance with procedures outlined in
72-00-00, Cleaning/Painting, Method No. 17.
CAUTION: DO NOT DIP PART IN PAINT REMOVER. PAINT REMOV-

ER SHOULD ONLY CONTACT PAINTED SURFACES.
PROTECT UN-PAINTED SURFACES FROM PAINT RE-
MOVER.
(b) Chemically strip paint using brush-on paint remover. After stripping operation,
thoroughly clean and wipe dry.
(c) Strip paint using water jet stripping system in accordance with manufacturer’s
instructions, then dry in air-circulating oven at 157 to 168°C (280 to 300°F) for
1/ hour.
2
(3) Repair minor surface defects in accordance with Inspection/Repair Manual, 72-IR-02,
APPENDIX 2, Method No. 404A, as required.
(4) Mask to expose only the surfaces being painted as shown in Figure 202.

AVOIDED. SWABS, ETC., SATURATED WITH SOLUTION,
(5) Treat bare metal as follows.
(b) Apply touch-up solution to stripped area using a cotton swab or other suitable
instrument. Allow treated area to remain wet for 1 minute. Rinse in warm tap
water at 27 to 43°C (80 to 110°F). Air dry using clean filtered compressed air at
20 psig maximum or oven dry for 30 minutes at 79 to 107°C (175 to 225°F).
(6) Apply primer and top coat to surface indicated in Figure 203 in accordance with
72-00-00, Cleaning/Painting, Step 2.A.(4).
(7) Remove masking.

UP833486
72-20-01 Page 206

Aug 23/02


Painting of the Fan Inlet Housing

Figure 202
UP833486
72-20-01 Page 207

July 31/95

See TR

4. Approved Repairs

Abradable coating compound Henkel Loctite Corp, 1001 Trout Brook Crossing,
(Hysol EA 9352NS) Rocky Hill, CT 06067
Abradable sealant (Visilox V695) Aero Industrial Products, 1717 Sutton Lane,
Schaumburg, IL 60194-4020
Chromium trioxide acid (Commercial Item Dow Corning Corp, P.O. Box 995, 3901 S
Description A-A-55827) Saginaw Rd, Midland, MI 48640
Epoxy paste adhesive (Hysol EA 929NA) Henkel Loctite Corp, 1001 Trout Brook Crossing,
Rocky Hill, CT 06067
A-A-59105)
06702
Toluene, technical grade (Commercial Item Commercially available
Description A-A-59107)
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Nov 30/05



Reason: To add abrasive (Scotch Brite), abrasive paper, acetone, isopropyl alcohol, masking tape,
plastic spatula, and void filling and edge sealing compound in Table 203.

Abradable coating compound (Hysol EA 9352NS) Henkel Loctite Corp, 1001 Trout Brook Crossing,
Abradable sealant (Visilox V695) Aero Industrial Products, 1717 Sutton Lane,
Schaumburg, IL 60194-4020
Abrasive (Scotch Brite) (Red or Green Pads) 3M Abrasive Systems Div, 3M Center, Building
223-6N-01, St Paul, MN 55144-1000
Abrasive paper (220 grit, or higher) 3M Abrasive Systems Div, 3M Center, Building
223-6N-01, St Paul, MN 55144-1000
Chromium trioxide acid (Commercial Item Dow Corning Corp, P.O. Box 995, 3901 S Saginaw
Description A-A-55827) Rd, Midland, MI 48640
Isopropyl alcohol (Federal Specification TT-I-735) Commercially available
Masking tape (3M No. 213) Commercially available
Nitric acid (Commercial Item Description A-A-59105) Commercially available
Plastic spatula Commercially available
06702
Toluene, technical grade (Commercial Item Commercially available
Description A-A-59107)
Void filling and edge sealing compound 3M Adhesives Div, 3M Center, Building 220-7E-05,
(3M EC3524 B/A) St Paul, MN 55144-1000
(FAA APPROVED)
72-20-01 Page 3 of 6
UP833486
3 Feb 2014



Paragraph 4.A. is changed as follows:
4. A. [Pre SB TFE731-72-3786] Repair of Damaged Abradable Material
(FAA APPROVED)
72-20-01 Page 4 of 6
UP833486
3 Feb 2014

See TR
4. A. Repair of Damaged Abradable Material
(1) Determine if repair can be accomplished.
(a) Maximum surface area of abradable material to be repaired shall not exceed a
cumulative total of 29.5 square-inches.
(b) If cumulative total exceeds specified limit, replace inlet housing.
(2) Clean area of repair using toluene. Do not touch cleaned area with bare hands.

(3) If damage is through to base metal, treat exposed metal as follows.
ment. Allow treated area to remain wet for one minute. Rinse with warm tap
water at 27 to 43°C (80 to 110°F). Air-dry using clean, dry, filtered compressed
air at 20 psig maximum or oven dry for 30 minutes at 79 to 107°C (175 to
225°F).
UP833486
72-20-01 Page 209

Apr 22/05

See TR

NOTE: Keep epoxy paste adhesive (Hysol EA 929NA) and abradable coating
compound (Hysol EA 9352NS) refrigerated at 6 to 11°C (42 to 52°F)
to extend shelf life. Discard epoxy paste adhesive and abradable
coating compound that exceeds shelf life or becomes too thick to
spread or handle without crumbling.
Allow epoxy paste adhesive or abradable coating compound to warm

to room temperature or heat to a maximum of 43°C (110°F) prior to
application. Discard excess material which has been heated for pur-
pose of thinning.
Clean uncured epoxy paste adhesive and abradable coating com-

pound from application equipment using toluene.
Coating material shall be applied in such a manner as to minimize the

trapping of air.
4. A. (4) Apply a thin coat of epoxy paste adhesive (Hysol EA 929NA), approximately 0.005
inch thick, to prepared surface using a spatula. Coating shall have a raked surface
texture prior to application of compound.
NOTE: Do not apply heat directly to epoxy paste adhesive (Hysol EA 929NA)
when curing.
(5) Cure adhesive at 109 to 135°C (225 to 275°F) for 2 hours, then for 1 additional hour at
163 to 191°C (325 to 375°F).
(6) Apply a thin coat of abradable coating compound (Hysol EA 9352NS). Contact of
abradable coating compound to epoxy paste adhesive (Hysol EA 929NA) shall be
ensured by lightly pressing on coating with spatula moistened with toluene and smooth-
ing it over surface at a slight angle. A slight depression to surrounding area is accept-
able.
NOTE: Do not apply heat directly to abradable coating compound

(Hysol EA 9352NS) when curing.
(7) Cure abradable coating compound (Hysol EA 9352NS) at 109 to 135°C (225 to 275°F)
for 2 hours, then for 1 additional hour at 163 to 191°C (325 to 375°F).
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Apr 22/05



Paragraph 4.B. is added as follows:
B. [Post SB TFE731-72-3786] Repair of Damaged Abradable Material
CAUTION: DO NOT NICK, GOUGE, OR CAUSE DAMAGE TO FAN INLET HOUSING

WHILE REMOVING DAMAGED ABRADABLE MATERIAL. ABRADABLE
MATERIAL IS APPROXIMATELY 0.055 INCH THICK. AGGRESSIVE
REMOVAL OF ABRADABLE MATERIAL MAY CAUSE IRREPARABLE
DAMAGE TO FAN INLET HOUSING IF CAUTION IS NOT USED WHEN
REMOVING ABRADABLE MATERIAL DOWN TO PARENT MATERIAL.
NOTE: If inlet abradable material is damaged to the extent that complete

replacement of the existing abradable is necessary, return inlet to
Honeywell Repair and Overhaul for complete abradable replacement.
(1) Mechanically abrade repair area to remove loose abradable material as required. Use
caution when removing abradable material mating with fan inlet housing.
(2) If abradable material is de-bonded from fan inlet housing, lightly abrade surface of inlet
using abrasive (Scotch Brite) (Red or Green Pads) or abrasive paper (220 grit, or
higher) until a clean bonding surface is achieved.
(3) Remove loose particles with dry, compressed air.
(4) Mask area not requiring repair before cleaning and application of epoxy repair
compound.
(5) Clean surface to be repaired with an approved solvent. Dry solvent with filtered,
compressed air, or permit to air dry for approximately 15 to 20 minutes. Wipe surface
with a clean, lint-free wipe wetted with solvent. Remove all dirt, dust, grease, and
grime. Part will be considered clean when a dry, lint-free wipe can be applied to
surface and show no indications of dirt or contaminants. Do not touch cleaned area
with bare hands. Use gloves to prevent oils from transferring to surfaces.
(6) Weigh and mix void filling and edge sealing compound (3M, EC3524 B/A) per
manufacturer’s instructions to prepare abradable repair compound.
(7) Use hand pressure to apply a thin, first layer of repair compound to 100% of prepared
repair surfaces with a spreader or spatula to eliminate air pockets. Work compound
into existing surface making sure that it fills all pin holes and exposed voids.
(8) Apply a second coat of repair compound with spreader or spatula and work into repair
area to minimize entrapment of air. Allow 0.010 to 0.030 inch of excess coating on
surfaces for removal during 100% clean-up.
(FAA APPROVED)
72-20-01 Page 5 of 6
UP833486
3 Feb 2014



(9) Contour compound surface to match existing abradable material profile to minimize
sanding after compound has cured.
(10) Remove masking tape and any excess compound prior to curing. Excess compound
can be removed by solvent wiping, or using a spreader or spatula.
NOTE: Do not permit solvent to come in contact with repaired area until after
compound has cured.
(11) Allow compound to cure for 0.5 to 1.0 hour at room temperature (70 to 85°F) so that it
may gel before applying heat.
(12) Apply heat to repaired areas for 4 hours ±10 minutes at 140 to 160°F. (Do not exceed
175°F.) As an option, compound may be cured at room temperature (70 to 85°F) for a
minimum of 24 hours.
(13) Lightly sand reworked abradable areas to match existing abradable profile as required
using abrasive paper (220 to 360 grit).
(14) Repaired area must not have any disbonding. Repaired area must not have any voids
over 0.250 inch in size (major diameter), and over 0.030 inch deep (or equivalent
volume), or 0.125 to 0.250 inch voids located closer together than 1 inch. Grouping of
smaller voids is acceptable. Repair may not contain voids or chipping down to parent
metal. Voids or pores in repair that exceed these limits may be re-filled using this
repair.
(15) Verify clearance between longest fan blade and abradable material is acceptable by
rotating fan a full 360 degrees. If rub is evident, repeat Step (13).
(16) Repaired parts shall meet applicable inspection requirements after completion of
repair procedure.
(FAA APPROVED)
72-20-01 Page 6 of 6
UP833486
3 Feb 2014


CHAPTER 72 − COMPRESSOR SECTION
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
COMPRESSOR SECTION 72-30-00

General 1
LP COMPRESSOR BEARING AND NO. 3 SEAL INSTALLATION 72-30-01
Removal of Ball Bearing 203
[Pre SB TFE731-72-3469, Pre SB TFE731-72-3597, and
Pre SB TFE731-72-3613] Removal of No. 3 Seal 204
Removal of No. 3 Segmented Carbon Seal 207
Installation of No. 3 Segmented Carbon Seal 209
Installation of Ball Bearing 214
ENGINE MOUNT BUSHINGS INSTALLATION 72-30-03
Replacement of Engine Mount Bushing 201
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72-CONTENTS COMPRESSOR SECTION

Page 1
Nov 26/03

CHAPTER 72 − COMPRESSOR SECTION
CHAPTER/
SECTION/
ENGINE 72-00-00
COMPRESSOR SECTION (CONT)
LP FIRST STAGE COMPRESSOR ROTOR ASSEMBLY 72-30-04

LP TIE ROD INSTALLATION 72-30-10
Removal of Low Pressure Tie Rod 203
Installation of 296402-2 Dummy Tie Rod 209
Removal of 296402-2 Dummy Tie Rod 211
Installation of Low Pressure Tie Rod 215
Repair of Tie Rod Thread Damage 222
Repair of Corroded or Paint-Chipped Areas on Visible
Portion of Intermediate Case Assembly 223
UP833486
72-CONTENTS COMPRESSOR SECTION

Page 2
June 9/06

COMPRESSOR SECTION − DESCRIPTION AND OPERATION
1. General
The compressor section of the engine consists of those components located in the center of the
engine and enclosed by the compressor case and compressor housing. The principal compo-
nents of the compressor section are an axial four-stage low pressure compressor assembly and a
centrifugal single-stage high pressure compressor. The high pressure and low pressure compres-
sors are mounted on separate concentric shafts with the low pressure shaft passing through the
interior of the high pressure shaft.
Inlet air enters the low pressure compressor where it is compressed and directed through an
inter-compressor case to the high pressure compressor. Air is further compressed by the high
pressure compressor and is discharged into the combustion section. The low pressure compres-
sor is supported at the forward end by a ball bearing with a carbon seal to prevent oil flow to the
compressor, and at the aft end by a roller bearing.
The number three (ball) bearing is a hydraulic mounted bearing by design, and the outer race
does not include an anti-rotation feature.
UP833486
72-30-00 Page 1
July 31/95


forming maintenance on the engine Compressor Section.

Chapter/
Section/
1 Fan spinner 72-70-01
3 Fan support assembly 72-70-06
4 Lubricating nozzle and nozzle support 72-72-01
5 Pinion gear bearing housing assembly, quill shaft assembly, and 72-72-02
planet gear assembly
6 Mixer nozzle and N1 transducer access cover plate 78-10-01
7 Oil tube assemblies at bottom of thrust and exhaust nozzle 79-20-04
8 Rear turbine bearing oil tubes 79-20-05
9 Hardware securing thermocouple harness and N1 transducer leads 72-50-03
10 N1 transducer 77-10-03
11 Low pressure turbine module (Steps 1.A.(2) through 1.A.(7)) 72-50-04
12 Low pressure turbine roller bearing 72-50-01
13 Thrust and exhaust nozzle (Steps 1.A.(2) through 1.A.(5)) 72-50-02
14 Complete removal of low pressure turbine module 72-50-04
15 Hardware securing forward flange of interstage transition duct and 72-50-05
remove interstage transition duct with remaining assembled parts
from engine
UP833486
72-30-00 Page 2
July 31/95


performing maintenance on the engine Compressor Section.

Chapter/
Section/
1 Interstage transition duct (with assembled parts) 72-50-05
2 Assemble and install low pressure turbine module 72-50-04
3 Thrust and exhaust nozzle (with assembled parts) 72-50-02
4 Low pressure turbine roller bearing 72-50-01
5 N1 transducer and speed pick-up gear 77-10-03
10 Pinion gear housing assembly, quill shaft assembly, and planet gear 72-72-02
assembly
11 Lubricating nozzle and nozzle support 72-72-01
14 Fan spinner 72-70-01
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72-30-00 Page 3
Apr 22/05



UP833486
72-30-00 Page 4
Apr 22/05



Reason: To revise Table 202.
Add the following item to Table 202.
Seal Installer Used to install seal. 294539-1

UP833486
Page 1 of 1
Jul 30/07
See TR LIGHT MAINTENANCE MANUAL

LP COMPRESSOR BEARING AND NO. 3 SEAL INSTALLATION

*Anti-seize lubricant (Liqui-Moly, Brand NV Lockrey Co Inc, P.O. Box 1269, 2517 Finlaw Ave,
Hanover, NJ 07936
(Royco HF-825))
*Methyl-ethyl-ketone (MEK) (ASTM D740) Commercially available

Mechanical Puller Set Used to remove retainer. 289767-2
Mechanical Puller Set Used to remove retainer. 289767-15
Pilot (Part of 289767-2)
Mechanical Puller Used to remove No. 3 bearing inner race. 289774-2
(Replaced by
831486-1)
Torque Wrench Adapter Used to remove nut. 289777-1
Bearing Installing Used to install No. 3 bearing. 289785-1
Mechanical Puller
Assembly
Mechanical Seal Puller [Pre SB TFE731-72-3469] [Pre SB 294472-2
TFE731-72-3597 and Pre SB
TFE731-72-3613] Removes stationary
oil seal.
Adapter Retainer Used to remove nut. 298101-1
Carbon Seal Puller [Post SB TFE731-72-3469] [Pre SB 831197-1
TFE731-72-3597 and Pre SB
TFE731-72-3613] Used to remove No. 3
carbon seal.
No. 3/4 Seal [Post SB TFE731-72-3597 or Post SB 831483-11
Removal Tool TFE731-72-3613] Used to remove No. 3
carbon seal.
No. 3 Inner Race [Post SB TFE731-72-3597 or Post SB 831486-1
Removal Tool TFE731-72-3613] Used to remove No. 3
inner race.
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Nov 26/03


5. BOLT 20. NUT

10. LOCKPLATE 25. SHAFT RETAINER
15. WASHER (SPACER) 30. BALL BEARING
LP Compressor Bearing Installation

Figure 201
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72-30-01 Page 202

Apr 28/00


1. A. Removal of Ball Bearing

CAUTION: BEARING RETAINER NUT HAS LEFT-HAND THREADS AND

MUST BE LOOSENED IN A CLOCKWISE DIRECTION TO AVOID
DAMAGE TO NUT AND SHAFT.
NOTE: If thread galling occurs during removal of the bearing retainer nut, refer
to Approved Repairs.
(2) Straighten tabs on lockplate. Remove bolt, lockplate, and washer. Install 289777-1
adapter and 298101-1 retainer then remove nut. Nut has left-hand threads. (See
Figure 201.)
(3) Using 289767-2 puller set with 289767-15 puller set pilot, remove shaft retainer.
CAUTION: COMPONENTS (RACES, ROLLERS, CAGE, ETC) OF EACH

BEARING ARE A MATCHED SET AND SHOULD NOT BE MIXED
WITH COMPONENTS OF OTHER BEARINGS.
(4) Using 289774-2 or 831486-1 puller, remove forward half of inner race of bearing.
(5) Remove outer race of bearing.
(6) [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Using 289774-2 or 831486-1

puller, remove aft half of inner race of bearing.
(7) [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Using 831486-1 No. 3 inner

race removal tool, remove aft half of inner race of bearing.
CAUTION: [PART NO. 3074032-1] [POST SB TFE731-72-3469] PERFORM

REQUIREMENTS SPECIFIED IN 72-00-00, INSPECTION/
CHECK, SPECIAL INSPECTION REQUIREMENTS ASSOCIATED
WITH NO. 3 CARBON SEAL FAILURE, PART NO. 3074032-1.
FAILURE TO COMPLY WITH THESE REQUIREMENTS MAY
RESULT IN SUBSEQUENT ENGINE DAMAGE.
NOTE: [Part No. 3074032-1] [Post SB TFE731-72-3469] The following step

is only required when performing maintenance resulting from a No. 3
Carbon Seal, Part No. 3074032-1, failure.
(8) [Part No. 3074032-1] [Post SB TFE731-72-3469] Identify removed No. 3 bearing as
scrap and discard.
UP833486
72-30-01 Page 203

Nov 26/03


1. B. [Pre SB TFE731-72-3469, Pre SB TFE731-72-3597, and Pre SB TFE731-72-3613]
Removal of No. 3 Seal (See Figure 202)
(1) Remove ball bearing in accordance with Paragraph 1.A.
(2) Remove spacer, spring washer, rotor, and shims. Record number and thickness of
shims.
(3) Remove retaining ring.
5. SPACER 35. RETAINING RING

10. SPRING WASHER 40. NO. 3 SEAL
15. ROTOR 45. PACKING
20. SHIM
[Pre SB TFE731-72-3469, Pre SB TFE731-72-3597, and Pre SB TFE731-72-3613]

LP Compressor No. 3 Seal Installation
Figure 202
UP833486
72-30-01 Page 204

Nov 26/03


1. B. (4) [Part No. 3072949-X] Remove No. 3 seal using 294472-2 puller.
(a) Install pinned (inner/outer) guide sleeves of puller over shaft (in bore of seal) so
three lobes at end of inner guide sleeve can enter bore of seal housing. Lift on
shaft in bore of seal and push inner guide sleeve aft to seat inner guide sleeve
on shaft shoulder. (When seated, inner guide sleeve centers shaft within inside
diameter of seal.)
(b) Position outer guide sleeve fully forward (away from seal) against stop pins of
guide sleeve.
(c) Remove clevis pin securing one of three legs of uninstalled portion of puller and
remove leg.
(d) Install two remaining legs of puller over guide sleeves and into inside diameter of
seal housing (between lobes on inner guide sleeve) so flanges on leg ends
engage shoulder at inside diameter of seal housing.
(e) Install previously removed leg of puller in remaining gap between inner guide
sleeve lobes and engaging flange on leg end on shoulder of seal housing. Align
clevis pin hole of leg with mating holes in yoke of puller and secure with pre-
viously removed clevis pin.
(f) With three legs of puller engaged on shoulder of seal housing, slide outer sleeve
guide toward seal housing to lock legs of puller outboard.
(g) Tighten jam nut of puller against ends of puller legs at yoke.
(h) Use sliding hammer function of puller to lightly impact seal housing forward and
remove seal from engine.
(i) Remove puller from seal.
(j) Remove packing (45). Discard packing.
(k) Identify removed seal (40) and rotor (15) as scrap and discard. (Honeywell
recommends compliance with Service Bulletin TFE731-72-3597 or
TFE731-72-3613.)
UP833486
72-30-01 Page 205

Nov 26/03


[Part No. 3074032-1] [Post SB TFE731-72-3469]

No. 3 Carbon (Segmented) Seal Removal
Figure 203
UP833486
72-30-01 Page 206

Nov 26/03


CAUTION: [PART NO. 3074032-1] [POST SB TFE731-72-3469] PERFORM
REQUIREMENTS SPECIFIED IN 72-00-00, INSPECTION/
CHECK, SPECIAL INSPECTION REQUIREMENTS ASSOCIATED
WITH NO. 3 CARBON SEAL FAILURE, PART NO. 3074032-1.
FAILURE TO COMPLY WITH THESE REQUIREMENTS MAY
RESULT IN SUBSEQUENT ENGINE DAMAGE.
1. B. (5) [Part No. 3074032-1] [Post SB TFE731-72-3469] Remove No. 3 seal using 831197-1
carbon seal puller assembly as follows. (See Figure 203.)
(a) Position delrin sleeve insert (part of 831197-1 carbon seal puller assembly)
between LP compressor first stage rotor assembly shouldered shaft and No. 3
carbon (segmented) seal.
(b) Align three tabs on 831197-1 carbon seal puller assembly with three open slots
on No. 3 carbon (segmented) seal. (See Figure 203.)
(c) Insert carbon seal puller assembly into No. 3 carbon (segmented) seal and turn
left or right approximately 60 degrees.
(d) Using slide hammer (knocker) on carbon seal puller assembly, carefully remove
No. 3 carbon (segmented) seal from engine, identify as scrap and discard.
(6) Remove packing and discard.
NOTE: See Figure 203.1 for location of components during the following proce-
dures.
C. [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Removal of No. 3 Segmented

Carbon Seal
(1) Remove ball bearing in accordance with Paragraph A.
NOTE: When No. 3 seal runner assembly is removed, a new (not previously
run) No. 3 segmented carbon seal must be installed.
(2) Remove compressor bearing spacer (5), spring tension washer (10), No. 3 seal runner
retainer (15), No. 3 seal runner assembly (20), No. 3 seal spacer (25), and rotor shims
(30). Record number and thickness of shims.
(3) Remove retaining ring (35).
(4) Remove No. 3 segmented carbon seal (45) using 831483-11 No. 3/4 seal removal tool.
(a) Position tool over No. 3 segmented carbon seal (45) and align three tabs on
831483-8 carbon seal puller assembly with three open slots on No. 3 segmented
carbon seal.
(b) Tighten jackscrew using hand pressure to ensure correct positioning of puller.
(c) Using 1/2-inch wrench, turn shaft of puller to remove No. 3 segmented carbon
seal with No. 3 seal adapter (40).
(5) Remove packing (50). Discard packing.

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Nov 26/03


5. COMPRESSOR BEARING SPACER 30. ROTOR SHIM

10. SPRING TENSION WASHER 35. RETAINING RING
*15. NO. 3 SEAL RUNNER RETAINER 40. NO. 3 SEAL ADAPTER
20. NO. 3 SEAL RUNNER ASSEMBLY 45. NO. 3 SEGMENTED CARBON SEAL
25. NO. 3 SEAL SPACER 50. PACKING
*[POST SB TFE731-72-3642]

LP Compressor No. 3 Segmented Carbon Seal Installation
Figure 203.1
UP833486
72-30-01 Page 208

Nov 26/03


NOTE: See Figures 201, 203.1 and 204 for location of components during the
following procedures.
1. D. [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Installation of No. 3 Segmented
Carbon Seal
(1) When ball bearing (30, Figure 201), nut (20), No. 3 seal runner retainer (15, Figure
203.1), No. 3 seal runner assembly (20), or No. 3 seal spacer (25) is to be replaced, it
may require adjustment of shim (30) thickness to maintain required dimensions. Deter-
mine if rotor shim thickness adjustment is required.
NOTE: Removed No. 3 segmented carbon seal (45) may not be reused.
A new (not previously run) No. 3 segmented carbon seal must be
installed.
(a) Measure thickness of part being replaced (ball bearing (30, Figure 201), nut (20),
No. 3 seal runner retainer (15, Figure 203.1), No. 3 seal runner assembly (20) or
No. 3 seal spacer (25)) as follows. Record as Dimension A.
1 Measure thickness of bearing across outer race.
2 Measure dimension of nut from shouldered flange seating surfaces across
threads to end of nut.
3 Measure thickness of No. 3 seal runner retainer.

4 Measure thickness of No. 3 seal runner assembly.
5 Measure thickness of No. 3 seal spacer.
(b) Measure thickness of replacement part. Record as Dimension B.
(c) Subtract Dimension B from Dimension A.
1 If result is positive (replacement part dimension smaller), shims must be
changed to increase total shim thickness by amount of result (to nearest
0.001 inch).
2 If result is negative (replacement part dimension greater), shims must be
changed to decrease total shim thickness by amount of result (to nearest
0.001 inch).
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Nov 26/03

See TR
WARNING: METHYL-ETHYL-KETONE (MEK) IS TOXIC AND FLAMMABLE.
USE IN WELL-VENTILATED AREA. AVOID BREATHING FUMES
OR CONTACT WITH SKIN TO PREVENT DAMAGE TO PHYSI-
CAL HEALTH. WEAR PROTECTIVE CLOTHING. KEEP CON-
TAINERS CLOSED WHEN NOT IN USE. KEEP AWAY FROM
SOURCES OF HEAT, FLAME, OR SPARKS TO AVOID FIRE
HAZARD.
CAUTION: DO NOT CLEAN THE INSIDE DIAMETER OF THE SEGMENTED
CARBON SEAL. CLEANING THE INSIDE DIAMETER OF THE
SEGMENTED CARBON SEAL COULD LEAD TO COKED OIL
PARTICLES BECOMING TRAPPED BEHIND OR BETWEEN THE
CARBON SEGMENTS AFFECTING PROPER OPERATION OF
THE SEAL.
WHEN INSTALLING THE NO. 3 CARBON SEAL IN THE
FOLLOWING STEPS, MAKE SURE THE SIDE WITH THE
PULLER GROOVE (OPEN SLOTS IN GROOVE ARE FOR
REMOVAL TOOL INSTALLATION) IS FACING OUT.
NOTE: If any seal runner assembly separates (made up of two parts, seal
runner and flex beam), it must be returned to Honeywell International
Inc., Material Receiving, 1944 E Sky Harbor Circle, Phoenix, AZ
85034-3440 (it is not to be re-assembled in the field) for re-assembly
and runout checks.
1. D. (2) Hand clean the inside diameter of the support housing assembly and the outside
diameter of No. 3 segmented carbon seal where surfaces will contact.
(a) Use acetone, MEK, or isopropyl alcohol and a lint-free soft clean cloth.
(b) Repeat hand cleaning until no contaminants are visible on the cloth.
(c) Do not clean the inside diameter of the No. 3 segmented carbon seal.
(3) Install new packing (50, Figure 203.1) in groove of seal housing.
CAUTION: DURING ASSEMBLY OF ENGINE, DO NOT APPLY OIL TO CAR-
BON RINGS OR CERAMIC SEAL RUNNERS.
(4) Install a new (not previously run) No. 3 segmented carbon seal (45) and No. 3 seal
adapter (40).
CAUTION: VISUALLY INSPECT EACH CARBON SEAL PRIOR TO
INSTALLATION FOR CRACKS AND CHIPS. CRACKS AND
CHIPS WILL PREVENT PROPER SEAL OPERATION AND
ARE NOT ACCEPTABLE.
NOTE: When No. 3 seal runner assembly is removed, a new (not
previously run) No. 3 segmented carbon seal must be installed.
(a) Install new (not previously run) No. 3 segmented carbon seal with the puller
groove facing out (toward the installer). Open slots in groove are for removal
tool installation.
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Nov 30/06



Reason: To revise the No. 3 segmented carbon seal installation procedures. 1.A.B.C.(1)(2)(3)
Use the following revised Step 1.D.(4) in lieu of the existing Step 1.D.(4).
(4) Install a new (not previously run) No. 3 segmented carbon seal (45) and No. 3 seal
adapter (40) using 294593-1 seal installer.

UP833486
Page 1 of 1
Jul 30/07


Reason: To revise the No. 3 segmented carbon seal installation procedures.
Add the following Step 1.D.(4)(d).(a)(b)(c)
(d) Install No. 3 seal adapter (40).

UP833486
Page 1 of 1
Jul 30/07
See TR
CAUTION: DUE TO MISMARKING OF SOME PARTS, THE WORD
“TOP” MAY NOT BE MARKED AT THE 12 O’CLOCK POSI-
TION.
1. D. (4) (b) Install No. 3 segmented carbon seal (45, Figure 203.1) with one puller groove
(open slot) at the 6 o’clock position. Make sure a carbon segment joint is not
located in any position identified in Figure 204.1.
(c) If the No. 3 segmented carbon seal (45, Figure 203.1) will not install freely or if
the seal is cocked, remove the No. 3 segmented carbon seal using 831483-11
No. 3/4 seal removal tool and repeat Steps (4)(a) and (b).
(5) Install retaining ring (35) with opening at approximately 10 o’clock position. Verify that
retaining ring is in groove.
(6) Install rotor shims (30).
(a) If new ball bearing (30, Figure 201), nut (20), No. 3 seal runner retainer (15,
Figure 203.1), No. 3 seal runner assembly (20), or No. 3 seal spacer (25) is to be
installed, install thickness of rotor shims calculated in Step (1).
(b) If original ball bearing (30, Figure 201), nut (20), No. 3 seal runner retainer (15,
Figure 203.1), No. 3 seal runner assembly (20), and No. 3 seal spacer (25) are
to be installed, install same number and thickness of rotor shims removed at
removal.
(7) Install No. 3 seal spacer (5, Figure 204) on the stub shaft.
(8) Install No. 3 seal runner assembly (20).
CAUTION: DO NOT INSTALL THE NO. 3 SEAL RUNNER RETAINER
BACKWARDS. THE NO. 3 SEAL RUNNER RETAINER
WILL CONTACT AND DAMAGE THE NO. 3 BEARING
WHEN THE SHAFT IS STRETCHED. THIS WILL RE-
QUIRE SCRAPPING BOTH THE NO. 3 SEAL RUNNER
RETAINER AND THE NO. 3 BEARING.
NOTE: When No. 3 seal runner assembly is removed, a new (not
previously run) No. 3 segmented carbon seal must be installed.
(9) Install No. 3 seal runner retainer (15, Figure 203.1) on the No. 3 seal runner assembly
(20). Ensure that the flat side faces the No. 3 bearing.
Check Point 63: Make sure that the flat side of No. 3 seal runner retain-
er faces the No. 3 bearing.
UP833486
72-30-01 Page 211

Aug 23/02


CAUTION: ANY SUBSTITUTE FOR ASSEMBLY FLUID MAY NOT BE COM-
PATIBLE WITH ENGINE OIL AND IF USED, COULD CAUSE
BLOCKAGE OF OIL PASSAGES, OIL SCREENS, ETC, IN THE
LUBRICATING SYSTEM. LACK OF LUBRICATION CAUSES EN-
GINE DAMAGE.
NOTE: Assembly fluid may be applied to spring tension washer and
compressor bearing spacer to assist in maintaining proper seating.
1. D. (10) Install spring tension washer (10, Figure 203.1) in housing, then with oil slots on bear-
ing spacer facing forward, install compressor bearing spacer (5). Make sure lobes of
spring tension washer (10) are seated on bearing housing flange.
Check Point 65: Verify proper installation of retaining ring (35), rotor
shims (30), No. 3 seal spacer (25), No. 3 seal runner
assembly (20), No. 3 seal runner retainer (15), spring
tension washer (10), and compressor bearing
spacer (5).
5. NO. 3 SEAL SPACER 40. NO. 3 SEAL ADAPTER

*15. NO. 3 SEAL RUNNER RETAINER 45. NO. 3 SEGMENTED CARBON SEAL
20. NO. 3 SEAL RUNNER ASSEMBLY 50. PACKING
30. ROTOR SHIM 55. BEARING INNER RACE
35. RETAINING RING
*[POST SB TFE731-72-3642]

No. 3 Segmented Carbon Seal Installation
Figure 204
UP833486
72-30-01 Page 212

Nov 26/03



No. 3 Segmented Carbon Seal Installation (Typical)
Figure 204.1
UP833486
72-30-01 Page 213

Nov 26/03


values.
1. E. Installation of Ball Bearing
(1) Install No. 3 seal components in accordance with Paragraph D.
CAUTION: MAKE SURE SPRING WASHER AND BEARING SPACER (FIG-

URE 202 or 203.1) ARE PROPERLY SEATED AS SPECIFIED IN
STEP D.(12) PRIOR TO INSTALLING BALL BEARING.
NOTE: If ball bearing or nut is replaced, thickness of compressor seal shims

(Figure 202) used may require adjustment. Refer to Step D.(1).
(2) Install assembled ball bearing (30, Figure 201).
CAUTION: KEEP BALL BEARING COMPONENTS (SPLIT INNER

RACE HALVES, CAGE, BALLS AND OUTER RACE) AS-
SEMBLED TOGETHER WHEN INSTALLING.
NOTE: Orient components of ball bearing so vendor markings face

forward when installed.
(a) Hold assembled ball bearing components together and install ball bearing on
shaft.
(b) Hold assembled ball bearing in place on shaft by hand and install 289785-1
puller. Press ball bearing onto shaft using 289785-1 puller, holding assembled
ball bearing together by hand until both halves of inner race are properly seated
on bearing journal of shaft.
(c) Fully seat ball bearing on shaft using 289785-1 puller. Remove puller.
WARNING: USE PROTECTIVE GEAR WHEN HANDLING HEATED

PARTS TO PREVENT PERSONAL INJURY.
(d) Install shaft retainer. If necessary, heat shaft retainer with propane torch to allow
installation. Ensure shaft retainer is not overheated.
UP833486
72-30-01 Page 214

Apr 28/00


CAUTION: BEARING RETAINER NUT HAS LEFT-HAND THREADS AND
MUST BE TIGHTENED IN A COUNTERCLOCKWISE DIRECTION
TO AVOID DAMAGE TO NUT AND SHAFT.
NOTE: If thread galling occurs during installation of the bearing retainer nut,
refer to Approved Repairs.
1. E. (3) Coat threads and face of nut (20, Figure 201) with anti-seize lubricant. Install nut. (Nut
has left-handed threads.)
(4) Using 289777-1 adapter and 298101-1 retainer, tighten nut (20) to 1500 to 2500 inch-
pounds torque. Remove 289777-1 adapter and 298101-1 retainer.
CAUTION: IT IS NECESSARY TO HAVE ZERO CLEARANCE BETWEEN

NUT (20) AND BEARING HOUSING AROUND THE FULL CIR-
CUMFERENCE TO ENSURE THAT BEARING OUTER RACE
DOES NOT SPIN. ZERO CLEARANCE AROUND FULL CIRCUM-
FERENCE OF NUT ENSURES SPRING WASHER IS PROPERLY
SEATED.
(5) Check clearance between rear surface on nut flange and forward surface on bearing
housing. Clearance shall be zero.
(6) If the requirement of Step (5) is not met, determine cause and correct.
(a) Remove ball bearing in accordance with Paragraph A.
(b) Ensure spring washer (10, Figures 202, and 203.1) and spacer (5) are properly
seated as specified in Step D.(12).
(c) Reinstall ball bearing in accordance with Step (2).
Check Point 80: A. Verify specified torque on nut (20, Figure 201).
B. Verify zero clearance between nut (20) and bear-

ing housing.
(7) Install washer (spacer (15, Figure 201)) and lockplate (10) in location where a bolt hole
aligns with slot in nut (20), and secure to No. 3 bearing housing using bolt (5).
(a) Locate a bolt on No. 3 bearing carrier that aligns with a slot in the nut (20), then
remove bolt and lock washer.
(b) Install longer bolt (5) and a new washer (spacer (15)) with lockplate (10) in loca-
tion where bolt hole aligns with slot in nut (20).
(c) Tighten bolt (5) to 60 inch-pounds torque.
(d) Install removed lock washer and bolt. Tighten bolt to 60 inch-pounds torque.
UP833486
72-30-01 Page 215

Aug 23/02

See TR
1. E. (8) Bend lockplate tab against flat on bolt (5).
Check Point 80: C. Verify lockplate (10) is installed properly.
(10) [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] If a new (not previously run)

No. 3 segmented carbon seal has been installed, accomplish Gearbox Pressure Check
in accordance with requirements in 72-00-00, Adjustment/Test.
2. Inspection/Check
NOTE: Evidence of bearing outer race rotation in bearing housing bore is not
cause for rejection.
A. Inspection of Ball Bearing
Inspect ball bearing in accordance with 70-00-00, Standard Practices, Bearing Handling and
Inspection. The forward half of inner race (half with oil slots and puller groove) shall be con-
sidered a non-functional surface. (See Figure 201.)
B. Inspection of Nut
NOTE: Installation of viton seal or tape is no longer required on the bearing

retainer nut.
(1) If installed, remove viton tape from bearing retainer nut.
(2) Visually inspect nut for cracks, fretting, and thread damage.
(3) Replace nut that does not meet inspection requirements of Step (2). If evident or sus-
pected crack is detected in Step (2), perform magnetic particle inspection in accor-
dance with 70-00-00, Standard Practices. If inspection reveals cracks, replace nut.
NOTE: Inspection of the No. 3 segmented carbon seal is no longer required.
New (not previously run) No. 3 segmented carbon seal shall be

installed if complying with Major Periodic Inspection (MPI).
If No. 3 segmented carbon seal is removed during unscheduled main-

tenance, a new (not previously run) No. 3 segmented carbon seal
must be installed.
C. [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Inspection of No. 3 Seal Runner

Assembly and No. 3 Seal Runner Retainer
(1) Inspect No. 3 seal runner assembly for damage.
(a) Nicks, chips, or cracks on ceramic ring are not allowed. Replace No. 3 seal
runner assembly.
(b) Unusual metal disturbances (galling, fretting, etc) on clamp face are not allowed.
Replace No. 3 seal runner assembly.
UP833486
72-30-01 Page 216

Nov 26/03



Reason: To revise inspection procedures for No. 3 Seal Runner Assembly.
Use the following Step 2.C.(1) in lieu of existing Step 2.C.(1).
(1) Inspect No. 3 seal runner assembly for damage.
(a) Nicks or chips on ceramic ring are not allowed. Replace No. 3 seal runner
assembly.
(b) Unusual metal disturbances (galling, fretting, etc) on clamp face are not allowed.
Replace No. 3 seal runner assembly.
(c) Accomplish a 10X visual inspection for cracks. Cracks are not allowed.

UP833486
Page 1 of 1
3 Mar 2008

2. C. (2) Inspect No. 3 seal runner assembly for axial displacement. (See Figure 205.)
Measure and record seal ceramic runner Dimension X at six circumferential locations.
Subtract the minimum Dimension X recorded from the maximum Dimension X re-
corded. The difference between the minimum and maximum recorded Dimension X
measurements shall not be greater than 0.0005 inch. Reseat flexbeam in accordance
with Inspection/Repair Manual, 72-IR-02, Repair(s), if limit is exceeded.
(3) Inspect No. 3 seal runner assembly ceramic face for light carbon marks or coke build-
up.
Clean light carbon marks or coke buildup from seal runner assembly ceramic face in
accordance with Cleaning/Painting.
(4) Clean and fluorescent penetrant inspect No. 3 seal runner retainer (Cleaning/Painting,
Cleaning Method No. 9) paying attention to area where circumferential slots are ma-
chined.
If any indications are detected, replace No. 3 seal runner retainer.
D. [Post SB TFE731-72-3469] [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613]

Inspection of Rotor (See Figure 202)
(1) Inspect rotor (15).
(a) Any pronounced galling or spalling is not acceptable.
(b) Light circumferential markings are acceptable.
(c) Axial scratches are not acceptable.
(d) Discoloration is acceptable.
(e) Replace seal rotor if inspection requirements are not met.
E. [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Inspection of Spacer (See

Figure 202)
(1) Visually inspect spacer (5).
(a) Contact marks are acceptable.
(b) Positive wear step(s) are not acceptable.

UP833486
72-30-01 Page 217

Nov 26/03



Segmented Carbon Seal Ceramic Runner
Figure 205
UP833486
72-30-01 Page 218

Nov 26/03



Abrasive (Scotch-Brite) (Red or Green Pads) 3M Abrasive Systems Div, 3M Center, Building
223-6N-01, St Paul, MN 55144-1000
Easy-off oven cleaner Commercially available
Heights, NJ 07922
(1) Clean parts as specified in Table 204 in accordance with cleaning methods provided in
72-00-00, Cleaning/Painting.
(2) [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Clean seal ceramic runner

assembly.
Remove any coke buildup or oil varnish from seal ceramic runner assembly with oven
cleaner, oakite, or equivalent solvent.
Table 204. Cleaning Methods

Figure Item Cleaning Methods
No. No. Nomenclature 1 2 9
All standard metallic hardware X X
201 20 Nut X X X
25 Shaft Retainer X X X
30 Bearing Cleaning Method No. 14
202 5 Spacer X X
10 Spring Washer X X
15 Rotor Refer to Step 3.A.(2)
20 Shim X X
35 Retaining Ring X X
203.1 15 Seal Runner Retainer X

UP833486
72-30-01 Page 219

Nov 26/03


4. Approved Repairs
A. Repair of Bearing Housing Threads
NOTE: Bearing and carbon seal installation must be removed prior to perform-
ing Step (1).
(1) Chase threads of bearing housing using tap thread 4.0625-16-UNS-3B (left hand).
(2) Ensure bearing housing is free of debris after completion of Step (1).
UP833486
72-30-01 Page 220

Aug 23/02


ENGINE MOUNT BUSHINGS INSTALLATION
NOTE: Engine mount bushings on engine support housing are not removed unless
damage is indicated by inspection. Refer to Inspection/Check.
This paragraph not used.
2. Inspection/Check
A. Engine Mount Bushings
Check for missing or loose bushing at sixteen locations for bolts used to secure forward
engine mounts on engine support housing. (See Figure 201.) Replace any loose or missing
bushings in accordance with Approved Repairs.
4. Approved Repairs
A. Replacement of Engine Mount Bushing
(1) If required, drive out and discard loose bushing. (See Figure 201.)
(2) Measure diameter of hole for bushing. Select a new bushing which provides a 0.0008
to 0.0016 inch interference fit. If required, use Bushing, Part No. 3072738-4, and
machine mating diameter for hole to provide required fit.
(3) Press new bushing into place.

UP833486
72-30-03 Page 201

July 31/95


*72. ENGINE MOUNT BUSHING
*REMOVE ONLY FOR REPAIR
Engine Mount Bushing Installation

Figure 201
UP833486
72-30-03 Page 202

July 31/95


LP FIRST STAGE COMPRESSOR ROTOR ASSEMBLY
This paragraph not used.
2. Inspection/Check
NOTE: Presence of oil, dirt, salt, or other contaminants on blades of first stage
compressor rotor assembly indicates need to perform compressor liquid
cleaning procedure. Refer to 72-00-00, Servicing.
Aft axial movement of the first stage compressor rotor blades is acceptable.
A. Low Pressure First Stage Compressor Rotor Assembly Inspection
(1) Visually inspect forward side of blades on first stage compressor rotor assembly.
Evidence of cracks or nicks is not acceptable.
(2) Minor leading edge deformation is acceptable provided all of the following criteria is
met. (See Figure 200.)
S The depth of the deformation is 0.050 inch or less.
S The span length to depth ratio is 15:1 or greater.
S The chord length to depth ratio is 15:1 or greater.
S No more than three blades per assembly may have deformation.
S Two deformed blades may not be adjacent to each other.
(3) Blades not meeting the inspection requirements of Steps (1) and (2) shall be repaired
in accordance with Approved Repairs, or replaced.
UP833486
72-30-04 Page 201

June 9/06


First Stage Compressor Blade Deformation

Figure 200
UP833486
72-30-04 Page 202

June 9/06


4. Approved Repairs
A. Repair of Low Pressure First Stage Compressor Rotor Assembly
NOTE: The following repair procedure is applicable only when inspection does
not indicate damage beyond repair limits. Return engine to a heavy
maintenance facility if damage is beyond repair limits. Repair limits
are exceeded if any of the following conditions exist.
1. Any blade damage other than leading edge damage is evident or

if any down stream damage is evident.
2. Damage is evident on more than 20 blade leading edges.
3. Blend depth of more than 0.015 inch will be required for repair on
more than five blades.
4. Blend limits of Figure 201 will be exceeded for repair of any

blade.
5. Any damage is evident on any blade within Area A of leading

edge. (See Figure 201.)
6. Any single blade has more than two nicks with depth greater than
0.025 inch.
(1) Repair nicks, cracks, and distortion on leading edges of first stage compressor rotor
assembly blades.
(a) Remove fan spinner installation in accordance with 72-70-01.
(b) Remove fan rotor assembly in accordance with 72-70-03.
(c) Remove fan by-pass stator assembly in accordance with 72-70-04.

UP833486
72-30-04 Page 203

May 11/07


First Stage Compressor Rotor Assembly

Figure 201
UP833486
72-30-04 Page 204

June 9/06


CAUTION: USE EXTREME CAUTION WHEN BLENDING BLADES TO
ENSURE THAT TITANIUM IS NOT OVERHEATED AND
THAT NO MATERIAL DISCOLORATION OCCURS. OVER-
HEATING TITANIUM CAUSES A DETRIMENTAL CASE
WHICH IS VERY SUSCEPTIBLE TO CRACKING.
DO NOT ALLOW ANY REMOVED MATERIAL OR FOR-

EIGN OBJECTS TO ENTER COMPRESSOR CORE GAS
PATH WHEN BLENDING BLADES. ENGINE DAMAGE
WILL OCCUR IF ENGINE IS OPERATED WITH ANY
BLENDING DEBRIS OR FOREIGN OBJECTS LEFT IN GAS
PATH. USE VACUUM EQUIPMENT WHEN BLENDING TO
ENSURE ALL BLENDING DEBRIS IS REMOVED.
4. A. (1) (d) Blend nicks, cracks, or distortion on leading edges of first stage compressor rotor
assembly blades when damage is within repair limits specified in NOTE preced-
ing Step (1). Return engine to a heavy maintenance facility if damage or re-
quired repair would exceed any limits. Use vacuum equipment in conjunction
with blending equipment to ensure removal of all debris.
(e) Install fan by-pass stator assembly in accordance with 72-70-04.
(f) Install fan rotor assembly in accordance with 72-70-03.
(g) Install fan spinner installation in accordance with 72-70-01.

UP833486
72-30-04 Page 205

May 11/07



UP833486
72-30-04 Page 206

June 9/06


LP TIE ROD INSTALLATION


Shaft Holding Wrench Holds tie rod stationary when tie rod is un- 289766-1
stretched.
LP Compressor Shaft Stretches compressor end of tie rod. 289782-1
Stretch Fixture (Refer to
72-ST-03, Special Tool
Pamphlet for mainte-
nance instructions.)
Compressor Loading Loads low pressure compressor components 294637-1
Fixture forward to keep rotor assembly curvic cou-
plings engaged when tie rod is removed.
Dummy Tie Rod Permits removal of 294637-1 fixture and num- 296402-2
ber 3 bearing with tie rod removed.
UP833486
72-30-10 Page 201

Aug 23/02


5. NUT 90. TIE ROD
Low Pressure Tie Rod Installation

Figure 201
UP833486
72-30-10 Page 202

July 31/95


1. A. Removal of Low Pressure Tie Rod

CAUTION: WHEN PERFORMING THE FOLLOWING STEPS, KEEP ENGINE

IN HORIZONTAL POSITION TO MAINTAIN LOW PRESSURE
SPOOL ROTATING COMPONENTS ALIGNED WHEN TIE ROD IS
UNSTRETCHED AND REMOVED. LOW PRESSURE COMPRES-
SOR BEARING INSTALLATION COMPONENTS (NUT, SHAFT
RETAINER, AND BEARING) (72-30-01, FIGURE 201) SHALL NOT
BE REMOVED AND NUT SHALL NOT BE LOOSENED. LOW
PRESSURE SPOOL SHALL NOT BE ROTATED. FAILURE TO
OBSERVE THESE REQUIREMENTS MAY PREVENT ENGINE
REASSEMBLY AT LIGHT MAINTENANCE LEVEL.
(2) On 294637-1 loading fixture, move shaft of fixture aft by turning fixture nut fully counter-
clockwise.
(3) Install 294637-1 loading fixture over end of low pressure tie rod, with fixture shaft pass-
ing through shouldered shaft of high pressure spool.
(4) Secure loading fixture to aft flange of plenum case at 3 and 9 o’clock positions, using
nuts and bolts removed with turbine interstage transition duct.
(5) Turn nut on loading fixture clockwise until resistance is met. Forward end of loading
fixture shaft is now butted against curvic coupling of fourth stage compressor rotor
assembly.
(6) Using wrench on loading fixture nut, turn nut fully clockwise to bottoming position.
Internal spring of loading fixture applies a 500-pound load against rotating components
of low pressure spool with loading fixture nut fully bottomed.
UP833486
72-30-10 Page 203

July 31/95


Dimensional Measurements for Removal/Installation of Low Pressure Tie Rod

Figure 202
UP833486
72-30-10 Page 204

July 31/95


NOTE: Form illustrated in Figure 202 shall be completed and maintained with
engine maintenance (station/facility repair) records for each low pres-
sure tie rod removal/installation.
Mark points from which measurements are made throughout the fol-
lowing procedure to ensure subsequent measurements will be made
from same points.
1. A. (7) Perform the following dimensional measurements. (See Figure 202.)
(a) Using parallel bar across forward face of intermediate case assembly, measure
dimension from parallel bar to forward face of shaft on low pressure first stage
rotor assembly. Record measurement as Dimension A.
(b) With parallel bar positioned as in Step (a), measure dimension from parallel bar
to forward end of low pressure tie rod. Record measurement as Dimension B.
(c) Measure dimension from aft face of loading fixture nut to aft face of body of
loading fixture. Record measurement as Dimension C.
UP833486
72-30-10 Page 205

July 31/95


WARNING: DO NOT STAND ABOVE, BELOW, OR BEHIND SHAFT
STRETCH FIXTURE WHEN PRESSURE IS APPLIED TO FIX-
TURE IN THE FOLLOWING STEPS. A FAILURE OF FIXTURE
OR TIE ROD WOULD EXPEL FIXTURE FROM TIE ROD WITH
CONSIDERABLE FORCE.
CAUTION: WHEN PERFORMING THE FOLLOWING PROCEDURE, KEEP

ENGINE IN HORIZONTAL POSITION TO MAINTAIN LOW PRES-
SURE SPOOL ROTATING COMPONENTS ALIGNED WHEN TIE
ROD IS UNSTRETCHED AND REMOVED. LOW PRESSURE
COMPRESSOR BEARING INSTALLATION COMPONENTS (NUT,
SHAFT RETAINER, AND BEARING) (72-30-01, FIGURE 201)
SHALL NOT BE REMOVED AND NUT SHALL NOT BE LOOS-
ENED. LOW PRESSURE SPOOL SHALL NOT BE ROTATED.
FAILURE TO OBSERVE THESE REQUIREMENTS MAY PRE-
VENT ENGINE REASSEMBLY AT LIGHT MAINTENANCE LEVEL.
WHEN PERFORMING THE FOLLOWING STEPS, ENSURE SPE-

CIFIED FORCE IS NOT EXCEEDED TO ENSURE TIE ROD IS
NOT OVERSTRETCHED. USE OF SHAFT STRETCH FIXTURE
OTHER THAN PART NO. 289782-1 MAY OVERSTRETCH TIE
ROD OR NOT PROVIDE SUFFICIENT STRETCH AT PRESSUR-
ES SPECIFIED.
1. A. (8) Loosen low pressure compressor tie rod nut using 289782-1 shaft stretch fixture.
(a) Disassemble 289782-1 fixture to separate threaded rod and wrench. Clean
threads of fixture components and mating threads for fixture on engine compo-
nent. Chase threads with tap or die if required. Lubricate threads on threaded
rod of fixture with a light coat of anti-seize lubricant.
NOTE: Steps (b) through (e) are performed to ensure maximum thread
engagement of fixture rod and tie rod before final positioning of
fixture rod and applying hydraulic pressure to fixture.
(b) Apply a small amount of anti-seize lubricant to face of fixture rod which will con-
tact forward face of tie rod nut when rod is bottomed.
(c) Thread fixture rod onto exposed threads of tie rod until rod bottoms against
forward face of tie rod nut. Make reference mark on end of fixture rod to aid
counting turns, then back fixture rod out, counting turns required to remove rod.
Note number of turns required.
(d) Inspect forward face of tie rod nut to ensure presence of anti-seize lubricant.
Presence of anti-seize lubricant indicates full engagement of fixture rod with the
rod nut when rod is threaded onto tie rod with number of turns noted in previous
step.
UP833486
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Aug 23/02


CAUTION: A MINIMUM NUMBER OF SEVEN AND ONE-FOURTH
THREADS SHALL BE ENGAGED WHEN PERFORMING
THE FOLLOWING STEP. IF LESS THAN SEVEN AND
ONE-FOURTH TURNS ARE COUNTED WHEN REMOVING
FIXTURE ROD, DO NOT CONTINUE PROCEDURE.
1. A. (8) (e) Thread fixture rod onto exposed threads of tie rod to bottoming position, ensuring
same number of threads are engaged as noted in Step (c).
CAUTION: BACKING FIXTURE ROD OUT FROM BOTTOMING POSI-

TION MORE THAN TWO AND ONE-FOURTH TURNS IN
THE FOLLOWING STEP MAY NOT PROVIDE SUFFICIENT
THREAD ENGAGEMENT AND CAUSE FAILURE OF THE
ROD OR FIXTURE.
(f) Hold rotating group of engine stationary with hand, then back rod out two and
one-fourth turns to ensure tie rod nut can be loosened when pressure is applied
to fixture.
(g) Slide wrench portion of fixture aft over rod to engage tie rod nut.
(h) Carefully assemble adapter and cylinder assembly of fixture over rod. Secure
assembly with fixture wing nut on end of rod, holding fixture against shaft retainer
of low pressure compressor bearing installation (72-30-01, Figure 201). Install
wing nut to bottoming position, then back wing nut out one and one-half turns.
Ensure rod does not turn with wing nut.
(i) Use hand pressure to support cylinder assembly of fixture aligned concentrically
with fixture rod and apply sufficient pressure with hydraulic pump of fixture to
support cylinder in aligned position.
(j) Slowly continue to apply pressure with hydraulic pump of fixture until fixture
pressure gage indicates 2100 psig.
CAUTION: WHEN REQUIRED TO INCREASE HYDRAULIC PRES-

SURE ON FIXTURE AS SPECIFIED IN THE FOLLOWING
STEP, DO NOT EXCEED MAXIMUM PRESSURE VALUE
STAMPED ON FIXTURE WARNING TAG.
(k) Turn fixture wrench to rotate tie rod nut counterclockwise. If tie rod nut will not
loosen, increase hydraulic pressure 50 psig over previously used hydraulic
pressure. Continue repetitions, increasing hydraulic pressure in 50 psig incre-
ments, until tie rod nut is loosened, but do not exceed maximum pressure value
stamped on fixture warning tag.
(l) Turn fixture wrench to rotate tie rod nut counterclockwise until tie rod nut bottoms
against rod of fixture, then rotate tie rod nut one-half turn clockwise.
UP833486
72-30-10 Page 207

July 31/95


CAUTION: MAKE SURE A RECORD OF CYCLES IS MAINTAINED
FOR THE SHAFT STRETCH FIXTURE. REFER TO SPE-
CIAL TOOL PAMPHLET 72-ST-03. DO NOT EXCEED
CYCLE LIMIT OF THE THREADED ROD AND ADJUSTING
NUT OF FIXTURE AS SPECIFIED IN 72-ST-03.
1. A. (8) (m) Slowly release hydraulic pressure, then remove fixture.
(9) Tighten tie rod nut hand tight to secure tie rod in forward position. Use 289766-1
wrench at turbine end to hold tie rod stationary when hand tightening nut.
(10) Perform the following dimensional measurements. (See Figure 202.)
NOTE: Take measurement at previously made markings.
rotor assembly. Record measurement as Dimension D.
to forward end of low pressure tie rod. Record measurement as Dimension E.
(c) Measure dimension from aft face of loading fixture nut to aft face on body of
loading fixture. Record measurement as Dimension F.
(11) Calculate dimensional change on tie rod from stretched to unstretched condition. (See
Figure 202.)
(a) Subtract Dimension B from Dimension E. Record result as Delta Dimension G.
(b) Subtract Dimension C from Dimension F. Record result as Delta Dimension H.
(c) Subtract Delta Dimension H from Delta Dimension G. Record result as Disas-
sembly Shaft Stretch Dimension.
(12) Thread rod portion of 289782-1 fixture onto turbine end of tie rod.
(13) Remove tie rod nut at compressor end of tie rod. If corrosion or chipped paint is noted
on visible surfaces of intermediate case assembly, refer to Approved Repairs for touch-
up procedures.
CAUTION: ANY ROTATION OF LOW PRESSURE SPOOL AFTER THE ROD

IS REMOVED MAY ALLOW SPOOL COMPONENTS TO SHIFT
POSITION, PREVENTING REINSTALLATION OF TIE ROD AT
LIGHT MAINTENANCE LEVEL.
NOTE: A record of cycles shall be maintained on tie rod throughout life of part.
(14) Slide tie rod out of aft end of engine.
(15) Remove fixture rod from tie rod.

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NOTE: The following procedure allows number 3 bearing to be removed following
installation of dummy tie rod and removal of 294637-1 loading fixture.
1. B. Installation of 296402-2 Dummy Tie Rod
(1) Slide dummy tie rod through 294637-1 loading fixture.
(2) Install tie rod nut on compressor end of dummy tie rod and tighten hand tight to secure
dummy tie rod in forward position. Use 289766-1 wrench at turbine end to hold tie rod
stationary when hand tightening nut.
(3) Tighten low pressure compressor tie rod nut using 289782-1 shaft stretch fixture.

STRETCH FIXTURE WHEN PRESSURE IS APPLIED TO
FIXTURE IN THE FOLLOWING STEPS. A FAILURE OF
FIXTURE OR TIE ROD WOULD EXPEL FIXTURE AFT
WITH CONSIDERABLE FORCE.
CAUTION: WHEN PERFORMING THE FOLLOWING STEPS, MAKE

CERTAIN FORCE SPECIFIED IS NOT EXCEEDED TO
ENSURE TIE ROD IS NOT OVERSTRETCHED. IF SPECI-
FIED STRETCH IS EXCEEDED, APPLY PRESSURE WITH
SHAFT STRETCH FIXTURE (NOT TO EXCEED ULTIMATE
PRESSURE VALUE STAMPED ON FIXTURE) SUFFICIENT
TO LOOSEN TIE ROD NUT, RELIEVE HYDRAULIC PRES-
SURE ON FIXTURE, AND REPEAT PROCEDURE. EN-
SURE LOAD REACTS THROUGH ROTATING GROUP AND
NOT AGAINST STATIC STRUCTURE. ENSURE PROPER
SPECIAL TOOLING IS USED.
rod of fixture with light coat of anti-seize lubricant.
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1. B. (3) (b) Apply a small amount of anti-seize lubricant to face of fixture rod which will con-
step.
CAUTION: A MINIMUM NUMBER OF FIVE AND ONE-FOURTH

THE FOLLOWING STEPS. IF LESS THAN FIVE AND
ONE-FOURTH TURNS ARE COUNTED WHEN INSTAL-
LING FIXTURE ROD, DO NOT CONTINUE PROCEDURE.
(e) Thread fixture rod onto exposed threads of tie rod to bottoming position, ensuring
same number of threads are engaged as noted in Step (c), then back rod out
one-fourth turns. Do not back rod out from this position.
(f) Slide wrench portion of fixture aft over rod to engage tie rod nut.
(g) Carefully assemble adapter and cylinder assembly of fixture over rod. Secure
wing nut to bottoming position, then back wing nut out one-fourth turn.
(h) Use hand pressure to support cylinder assembly of fixture aligned concentrically
(i) Slowly continue to apply pressure with hydraulic pump of fixture until fixture
(j) Turn fixture wrench clockwise to tighten tie rod nut hand tight.
(k) Slowly release hydraulic pressure on fixture and remove fixture.

(4) Remove 294637-1 loading fixture.

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CAUTION: WHEN PERFORMING THE FOLLOWING STEPS, KEEP ENGINE IN
HORIZONTAL POSITION TO MAINTAIN LOW PRESSURE SPOOL
ROTATING COMPONENTS ALIGNED WHEN TIE ROD IS UN-
STRETCHED AND REMOVED. LOW PRESSURE COMPRESSOR
BEARING INSTALLATION COMPONENTS (NUT, SHAFT RETAINER
AND BEARING) (72-30-01, FIGURE 201) SHALL NOT BE REMOVED
AND NUT SHALL NOT BE LOOSENED. LOW PRESSURE SPOOL
SHALL NOT BE ROTATED. FAILURE TO OBSERVE THESE RE-
QUIREMENTS MAY PREVENT ENGINE REASSEMBLY AT LIGHT
MAINTENANCE LEVEL.
1. C. Removal of 296402-2 Dummy Tie Rod
(1) Install 294637-1 loading fixture.
(a) On 294637-1 loading fixture, move shaft of fixture aft by turning fixture nut fully
counterclockwise.
(b) Install 294637-1 loading fixture over end of dummy tie rod, with fixture shaft
passing through shouldered shaft of high pressure spool.
(c) Secure loading fixture to aft flange of plenum case at 3 and 9 o’clock positions,
using nuts and bolts removed with turbine interstage transition duct.
(d) Turn nut on loading fixture clockwise until resistance is met. Forward end of
loading fixture shaft is now butted against curvic coupling of fourth stage com-
pressor rotor assembly.
(e) Using wrench on loading fixture nut, turn nut fully clockwise to bottoming posi-
tion. Internal spring of loading fixture applies a 500-pound load against rotating
components of low pressure spool with loading fixture nut fully bottomed.
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OR TIE ROD WOULD EXPEL FIXTURE FROM TIE ROD WITH
CONSIDERABLE FORCE.
CAUTION: WHEN PERFORMING THE FOLLOWING STEPS, ENSURE SPE-

CIFIED FORCE IS NOT EXCEEDED TO ENSURE TIE ROD IS
NOT OVERSTRETCHED. USE OF SHAFT STRETCH FIXTURE
OTHER THAN PART NO. 289782-1 MAY OVERSTRETCH TIE
ROD OR NOT PROVIDE SUFFICIENT STRETCH AT PRESSUR-
ES SPECIFIED.
1. C. (2) Loosen low pressure compressor tie rod using 289782-1 shaft stretch fixture.
rod of fixture with a light coat of anti-seize lubricant.
step.
CAUTION: A MINIMUM NUMBER OF SEVEN AND ONE-FOURTH

THE FOLLOWING STEP. IF LESS THAN SEVEN AND
ONE-FOURTH TURNS ARE COUNTED WHEN REMOVING
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THREAD ENGAGEMENT AND CAUSE FAILURE OF THE
ROD OR FIXTURE.
1. C. (2) (f) Hold rotating group of engine stationary with hand, then back rod out two and
to fixture.
(g) Slide wrench portion of fixture aft over rod to engage tie rod nut.
wing nut to bottoming position, then back wing nut out one and one-fourth
turns. Ensure rod does not turn with wing nut.
(i) Use hand pressure to support cylinder assembly of fixture aligned concentrically

STEP, DO NOT EXCEED MAXIMUM PRESSURE VALUE
STAMPED ON FIXTURE WARNING TAG.
(k) Turn fixture wrench to rotate tie rod nut counterclockwise. If tie rod nut will not
loosen, increase hydraulic pressure 50 psig over previously used hydraulic
pressure. Continue repetitions, increasing hydraulic pressure in 50 psig incre-
ments, until tie rod nut is loosened, but do not exceed maximum pressure
value stamped on fixture warning tag.
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1. C. (2) (l) Turn fixture wrench to rotate tie rod nut counterclockwise until tie rod nut bottoms

(m) Slowly release hydraulic pressure, then remove fixture.
(n) Remove tie rod nut.
CAUTION: ANY ROTATION OF LOW PRESSURE SPOOL AFTER

DUMMY TIE ROD IS REMOVED MAY ALLOW SPOOL
COMPONENTS TO SHIFT POSITION, PREVENTING REIN-
STALLATION OF TIE ROD AT LIGHT MAINTENANCE
LEVEL.
(o) Withdraw dummy tie rod out of aft end of engine.

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1. D. Installation of Low Pressure Tie Rod (See Figure 201)
(1) Thread rod portion of 289782-1 fixture on turbine end of tie rod.
NOTE: A record of cycles shall be maintained on tie rod throughout life of part.
(2) Slide tie rod through 294637-1 loading fixture and seat fully forward.
(3) Install tie rod nut on compressor end of tie rod and tighten hand tight to secure tie rod
in forward position. Use 289766-1 wrench at turbine end to hold tie rod stationary
when hand tightening nut.
rotor assembly.
Record measurement as Dimension DD. Dimension DD shall match recorded

Dimension D within 0.005 inch. If dimensions do not match as specified, com-
ponents are not properly aligned for assembly and cause shall be determined
before proceeding.
to forward end of low pressure tie rod. Record measurement as Dimension EE.
Dimension EE shall match recorded Dimension E within 0.003 inch (original tie
rod reinstalled) or within 0.030 inch (replacement tie rod installed). If dimen-
sions do not match as specified, improper assembly is indicated and cause shall
be determined before proceeding.
loading fixture. Record measurement as Dimension FF. Dimension FF shall
match recorded Dimension F within 0.001 inch. If dimensions do not match as
specified, improper assembly is indicated and cause shall be determined before
proceeding.
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OR TIE ROD WOULD EXPEL FIXTURE AFT WITH CONSIDER-
ABLE FORCE.
CAUTION: WHEN PERFORMING THE FOLLOWING STEPS, MAKE CER-

TAIN FORCE SPECIFIED IS NOT EXCEEDED TO ENSURE TIE
ROD IS NOT OVERSTRETCHED. IF SPECIFIED STRETCH IS
EXCEEDED, APPLY PRESSURE WITH SHAFT STRETCH FIX-
TURE (NOT TO EXCEED ULTIMATE PRESSURE VALUE
STAMPED ON FIXTURE) SUFFICIENT TO LOOSEN TIE ROD
NUT, RELIEVE HYDRAULIC PRESSURE ON FIXTURE, AND
REPEAT PROCEDURE. ENSURE LOAD REACTS THROUGH
ROTATING GROUP AND NOT AGAINST STATIC STRUCTURE.
ENSURE PROPER SPECIAL TOOLING IS USED.
1. D. (5) Tighten low pressure compressor tie rod nut using 289782-1 shaft stretch fixture.
rod of fixture with light coat of anti-seize lubricant.
step.
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CAUTION: A MINIMUM NUMBER OF FIVE AND ONE-FOURTH
THE FOLLOWING STEPS. IF LESS THAN FIVE AND
ONE-FOURTH TURNS ARE COUNTED WHEN INSTAL-
LING FIXTURE ROD, DO NOT CONTINUE PROCEDURE.
1. D. (5) (e) Thread fixture rod onto exposed threads of tie rod to bottoming position, ensuring
same number of threads are engaged as noted in Step (c), then back rod out
one-fourth turn. Do not back rod out from this position.
(f) Slide wrench portion of fixture aft over rod to engage tie rod nut.
wing nut to bottoming position, then back wing nut out one-fourth turn.
(h) Use hand pressure to support cylinder assembly of fixture aligned concentrically
(j) Turn fixture wrench clockwise to tighten tie rod nut hand tight.

(k) Slowly release hydraulic pressure on fixture and remove fixture.
rotor assembly. Record measurement as Dimension AA. Dimension AA shall
match recorded Dimension A within 0.005 inch. If dimensions do not match as
specified, components are assembled improperly and cause shall be determined
before proceeding.
to forward end of low pressure tie rod. Record measurement as Dimension BB.
loading fixture. Record measurement as Dimension CC.
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1. D. (7) Calculate shaft stretch. (See Figure 202.)
(a) Subtract Dimension BB from Dimension EE. Record result as Delta Dimension
J.
(b) Subtract Dimension CC from Dimension FF. Record result as Delta Dimension
K.
(c) Subtract Delta Dimension K from Delta Dimension J. Result shall be 0.0065 to
0.0075 inch (shaft stretch). If shaft stretch is as specified, record value as Final
Assembly Shaft Stretch Dimension. If shaft stretch is less than specified, pro-
ceed as follows.
1 Thread fixture rod onto tie rod to bottoming position, then back rod out
one-fourth turn.
2 Carefully assemble adapter and cylinder assembly of fixture over rod.

Secure assembly with wing nut on end of rod, holding fixture against shaft
retainer of low pressure compressor bearing installation (72-30-01, Figure
201). Install wing nut to bottoming position, then back wing nut out one-
fourth turn.
CAUTION: WHEN REQUIRED TO INCREASE HYDRAULIC

PRESSURE ON FIXTURE AS SPECIFIED IN THE
FOLLOWING STEP, DO NOT EXCEED MAXIMUM
PRESSURE VALUE STAMPED ON FIXTURE WARN-
ING TAG.
3 Repeat Steps (5)(h) through (7)(c) with pressure applied in Step (5)(i) in-
creased 50 psig at each repetition of procedure until specified shaft stretch
(0.0065 to 0.0075 inch) is obtained. Do not exceed maximum hydraulic
pressure value stamped on fixture. Use only final values recorded for Di-
mensions AA, BB, and CC (Step (6)) for data recording. (See Figure 202.)
(8) Compare final Dimension BB with Dimension B. Compare final Dimension CC with
Dimension C. If dimensions do not match within 0.001 inch (original tie rod rein-
stalled), or within 0.030 inch (replacement tie rod installed), components are improper-
ly assembled and cause shall be determined before proceeding.
(9) Remove 294637-1 loading fixture.
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2. Inspection/Check
A. Inspection of Low Pressure Tie Rod (See Figure 203)
(1) Clean tie rod as specified in Cleaning/Painting.
NOTE: Improper cleaning of tie rod can lead to false inspection results due to
the following.
1. Entrapment of dye penetrant in surface residue, indicating a
crack.
2. Surface residue covering an existing crack, indicating no crack
exists.
(2) Perform fluorescent penetrant inspection on tie rod in accordance with 70-00-00, Stan-
dard Practices. Pay particular attention to areas indicated on Figure 203. Replace tie
rod if any cracks are indicated.
Low Pressure Tie Rod Inspection

Figure 203
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NOTE: When performing the following step if Diameter A is less than 1.0246
inches, but not less than 1.0000 inch, tie rod may be returned to
manufacturer for repair. If Diameter A is less than 1.0000 inch, tie rod
is not repairable.
2. A. (3) At least 1/16 inch from end of journal, measure center journal (Diameter A, Figure 203)
at four equally spaced locations on tie rod. Each dimension shall be a minimum of
1.0246 inches in area of maximum fret.
(4) Inspect on tie rod ends for damaged threads (threads that mate with shaft stretch fix-
ture rod). Clean up damaged threads in accordance with Approved Repairs.
(5) If tie rod replacement is required, compare overall length measurements of

replaced/replacing tie rods. When replaced/replacing tie rods have different lengths,
the difference in length shall be recorded and taken into account when making required
dimensional comparisons at turbine component assembly.
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Heights, NJ 07922
(1) Clean nut (5, Figure 201) in accordance with 72-00-00, Cleaning/Painting, Cleaning
Method No. 1, 2, or 9.
(2) Clean tie rod (90, Figure 201) prior to fluorescent penetrant inspection.
NOTE: After the cleaning procedure has begun and until the fluorescent
penetrant inspection is completed, the tie rod must be handled
only by the threaded ends.
Ensure tie rod has been properly cleaned or false inspection

results will occur due to the following.
1. Entrapment of dye penetrant in surface residue, indicating a

crack.
2. Surface residue covering an existing crack, indicating no

crack exists.
(a) Degrease for three minutes (using vapor degrease method with solvent) or spray,
wipe, or immerse using solvent. Wipe with a clean, dry cloth.
(b) Prepare rust stripper solution (using 3 to 5 pounds of rust stripper per gallon) at a
temperature of 71 to 93°C (160 to 200°F).
(c) Dip tie rod in solution for 3 minutes, then rinse in cold water.
(d) Wash tie rod in soapy water using a fiber brush to remove any residue, then
rinse with cold water.
(e) Dry tie rod. (A suggested method is a hot water rinse, then blow dry.)
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4. Approved Repairs

De-oxidizer (Oakite 34 or 34M) Chemetall Oakite, 50 Valley Rd, Berkeley
Heights, NJ 07922
Die (0.875-14UNF-3A) Commercially available
A-A-59105)
06702
Glendale, CA 91209
A. Repair of Tie Rod Thread Damage
Clean up damaged threads (threads that mate with shaft stretch fixture rod) of tie rod ends
using die.
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CAUTION: DO NOT ALLOW ANY REMOVED MATERIAL OR FOREIGN OB-
JECTS TO REMAIN IN ENGINE AFTER BLENDING. ENGINE DAM-
AGE WILL OCCUR IF ENGINE IS OPERATED WITH ANY BLENDING
DEBRIS OR FOREIGN OBJECTS LEFT IN ENGINE. USE VACUUM
EQUIPMENT WHEN BLENDING TO ENSURE ALL BLENDING DE-
BRIS IS REMOVED.
4. B. Repair of Corroded or Paint-Chipped Areas on Visible Portion of Intermediate Case Assembly
(1) Mask to prevent blending debris or foreign objects from entering bearing area or inac-
cessible parts of gas path.
(2) Clean affected area locally with fine rotary wire brush or fine abrasive until rough spots
are removed.
(3) Wipe down area with methyl-ethyl-ketone or acetone.
(4) Wipe cleaned area with deoxidizer mixed 8 to 16 ounces per gallon of water to arrest
corrosion. Apply for three to five minutes at room temperature. Remove deoxidizer
with water using a clean cloth or gauze. Chromic-nitric pickle solution may be used as
an alternate to treat corrosion. Refer to 72-00-00, Cleaning/Painting, Cleaning Method
No. 6.

(5) Touch up areas of anodized surfaces with aluminum touch-up solution.
ment. Allow treated area to remain wet for 1 minute. Rinse with warm tap water
at 27 to 43°C (80 to 110°F). Air-dry using clean, dry, filtered compressed air at
20 psig maximum or oven dry for 30 minutes at 79 to 107°C (175 to 225°F).
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4. B. (6) Touch up painted areas with primer (green epoxy-amine).
(a) Prepare primer by mixing equal parts by volume of primer and activator. Allow
mixed primer to stand for 45 minutes before application.
(b) Apply with cotton swab. Two light coats are preferred over one heavy coat.
NOTE: Primer requires air-drying or heat curing times specified in the

following step to develop maximum solvent resistance and hard-
ness.
(c) Air-dry primer at room temperature for 72 hours, or air-dry at room temperature
for a minimum of 30 minutes, then heat cure with portable hot air gun for one
hour at temperature of 93 ±14°C (200 ±25°F).
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CHAPTER 72 − COMBUSTION SECTION
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
COMBUSTION SECTION 72-40-00

General 1
PLENUM CASE DRAIN VALVE AND HP BLEED AIR
PORT COVER AND CAP INSTALLATION 72-40-01
COMBUSTION CHAMBER LINER INSTALLATION 72-40-02
Removal of Combustion Chamber Liner 202
Installation of Combustion Chamber Liner 209
Repair of Combustion Chamber Liner 227
[Pre SB TFE731-72-3579] Resizing of Combustion
Chamber Liners 229
OUTER TRANSITION LINER 72-40-03
Removal of Outer Transition Liner (OTL) and Deswirl 201
Installation of Outer Transition Liner (OTL) and Deswirl 201
UP833486
72-CONTENTS COMBUSTION SECTION

Page 1
Nov 26/03

CHAPTER 72 − COMBUSTION SECTION
CHAPTER/
SECTION/
ENGINE 72-00-00
COMBUSTION SECTION (CONT)
OUTER TRANSITION LINER (CONT) 72-40-03

Repair of Deswirl 207
COMBUSTION CHAMBER PLENUM CASE 72-40-04
Repair of Nicks, Scratches, or Fretting in Plenum Case 208
Blend Repair of Nicks, Scratches, Fretting, Linear
Indications in Welds, or Cracks at Weld-to-Sheet Metal
Interface of Fuel Nozzle Bosses, Igniter Plug Bosses,
Plenum Drain Valve Bosses, Bleed Air Port Boss(es) or
Bosses for Bolts Used to Secure Combustion Chamber
Liner 210
Repair of Damaged Bolt Hole Threads in HP Bleed Air Port,
Fuel Nozzle Mount Bosses, and Igniter Plug Bosses 213
Repair of Damaged Bolt Hole Threads in Combustion
Chamber Liner Mount Bosses 213
[POST SB TFE731-72-3579] COMBUSTION CHAMBER LINER
(CONTROLLED FIT) INSTALLATION 72-40-05
Removal of Combustion Chamber Liner 201
Installation of Combustion Chamber Liner 201
Repair of Combustion Chamber Liner 213
UP833486
72-CONTENTS COMBUSTION SECTION

Page 2
Nov 26/03

1. General
The combustion section is located in the rear portion of the engine and encompasses the turbine
section. It provides an area where fuel and air are mixed and ignited. Principal components of the
combustion section are the combustion chamber plenum case, combustion chamber liner and high
pressure compressor diffuser assembly. The annular combustion chamber liner mates at one end
with a slip joint on the diffuser assembly and the inner transition liner and forms a combustion
chamber. The aft end of the combustion chamber liner is supported by three welded tabs and
three special stud bolts in the plenum case. The combustion chamber liner contains ports for
twelve fuel nozzles and ports for two igniter plugs. Slots, holes, and baffles are appropriately
located on the inner and outer walls of the combustion chamber liner to control combustion.
The turbine interstage transition liner forms the inner wall for the combustion section. The com-
bustion chamber plenum case, attached to the compressor housing assembly, encloses the entire
combustion area, and provides a plenum for compressed air and a cool skin enclosure. The rear
end of the plenum provides a mount for the transition duct.
The plenum drain valves drain raw fuel from the combustion section during false starts and shut-
downs. The valves are spring-loaded open and are closed by rising air pressure in the combus-
tion section.
forming maintenance on the engine Combustion Section.

Chapter/
Section/
3 Rear turbine bearing oil tube 79-20-05
5 N1 transducer 77-10-03
6 Fuel manifold assembly 73-10-01
7 Ignitor plugs 74-00-01
8 Mounting brackets and related hardware from outer bolt circle of 72-50-03
transition duct
9 Assembled duct-nozzle-low pressure turbine module and combustion 72-40-02
chamber liner
10 High pressure rotor assembly 72-50-06
11 High pressure turbine nozzle assembly 72-50-07
UP833486
72-40-00 Page 1
July 31/95


performing maintenance on the engine Combustion Section.

Chapter/
Section/
1 High pressure turbine nozzle assembly 72-50-07
2 High pressure rotor assembly 72-50-06
3 Combustion chamber liner and duct-nozzle-low pressure turbine 72-40-02
module
4 Mounting brackets and related hardware on outer bolt circle of transi- 72-50-03
tion duct
5 Ignitor plugs 74-00-01
6 Fuel manifold assembly 73-10-01
7 N1 transducer (except for transducer access cover plate) 77-10-03
9 Rear turbine bearing oil tube 79-20-05
UP833486
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July 31/95


PLENUM CASE DRAIN VALVE AND HP BLEED AIR PORT COVER
AND CAP INSTALLATION

Anti-seize compound (C5-A Copper Based) Henkel Loctite Corp, 1001 Trout Brook Crossing,
A. Removal of Drain Valves and Bleed Air Port Cover and Cap
(1) Remove drain valves and gaskets, then remove gaskets from drain valves. (See Fig-
ure 201.)
(2) Remove bolts securing bleed air port covers and gaskets to plenum. Remove covers
and gaskets.
(3) Remove bolts securing bleed air port cap and gasket to plenum. Remove cap and
gasket.
NOTE: Refer to 70-00-00, Standard Practices for torque values. Add frictional drag
(run-down) torque of self-locking devices to recommended values.
B. Installation of Drain Valves and Bleed Air Port Cover and Cap
(1) Coat threads of bolts used to secure bleed air cap and port cover with anti-seize com-
pound. (See Figure 201.)
(2) Install new gaskets on plenum, position caps over gaskets, and secure with bolts.
Tighten bolts (30) to 60 to 70 inch-pounds torque.
NOTE: When installing gaskets and covers (or gaskets and aircraft ducts) in
the following step, ensure bolt holes in gaskets are properly aligned
with inserts for bolts in plenum. When shims are installed with aircraft
ducts, ensure bolt holes in shims and gaskets are properly aligned.
Misalignment may cause leakage.
(3) Install new gaskets on plenum, position covers over gaskets, and secure with bolts.
Tighten bolts (15) to 40 inch-pounds torque.
(4) Install new gaskets on drain valves.
(5) Install drain valves in plenum with arrows on drain valves pointing away from plenum.
Tighten drain valves (5) to 65 inch-pounds torque.
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5. DRAIN VALVE 25. GASKET

10. GASKET 30. BOLT
15. BOLT 35. CAP
20. COVER 40. GASKET
Combustion Chamber Plenum Drain Valve and

High Pressure Bleed Air Port Cover and Cap Installation
Figure 201
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2. Inspection/Check
A. Inspection of Drain Valves
(1) Inspect for foreign material, stripped threads, or distortion of tubing flares.
(2) Clean foreign material from drain valves using acceptable shop practices.
(3) Replace drain valves with stripped threads or distorted tubing flares.
B. Check of Drain Valves
(1) Valves shall be capable of being closed by 2.0 to 10.0 psig air pressure.
(2) Replace valves which fail to close properly.
C. Inspection of Bolt Hole Threads in HP Bleed Air Ports
Inspect for damaged threads. Refer to 72-40-04, Approved Repairs if threads are damaged.
(2) Clean drain valves in accordance with 72-00-00, Cleaning/Painting, Cleaning Method
No. 1 or 2.
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Apr 22/05



UP833486
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Apr 22/05


COMBUSTION CHAMBER LINER INSTALLATION

Shaft Support and Supports tie rod end. 291926-1
Alignment Fixture
Low Pressure Shaft Stretches tie rod. 291960-3
Stretching Fixture
(with cylinder and pump)
(Refer to 72-ST-01,
Special Tool Pamphlet
for maintenance instruc-
tions.)

CARBON.
*Carburetor cleaner (Gumout) Commercially available
*Industrial marking ink (Violet, No. 127 1/2) The Pannier Corp, 207 Sandusky St, Pittsburgh,
*Marker (Yellow China, No. 170T) Berol Corp, International HQ, 44 Old Ridgeberry
*Penetrating oil (CHESTERTON, 81308, 15 OZ EW Chesterton, 860 Salem St, Groveland, MA
Aerosol) (Alternate for Penetrating oil (CRC 01834
3-36))
*Penetrating oil (CRC 3-36) CRC Industries Inc, 885 Louis Dr, Warminster, PA
18974-2869
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Table 202. Equipment and Materials (Cont)

*Penetrating oil (Spray-On 711) (Alternate for Sprayon Products, 26300 Fargo Ave, Bedford
Penetrating oil (CRC 3-36)) Heights, OH 44146
*Penetrating oil (WD-40) (Alternate for Commercially available
carburetor cleaner (Gumout))
Pi tape (2 inch to 24 inch diameter scale Pi Tape Corp, 344 N Vinewood St, P.O. Box
capability) 463087, Escondido, CA 92029-1337
*Silver pencil (Berol Verithin, No. 753) Boise Cascade Office Products Corp, 440 N 51
1. A. Removal of Combustion Chamber Liner

NOTE: Removal of the low pressure tie rod nut requires a vibration check
after reinstallation. Refer to 72-00-00, Adjustment/Test.
(2) Mark relative positions of turbine module third stage shaft and tie rod with silver pencil
to aid at reassembly.
NOTE: Dimensions and respective positions recorded in the following steps

are for use at reassembly of the low pressure turbine module to en-
sure correct tie rod stretch and radial alignment of curvic coupling
teeth.
Hand load the turbine module forward (with approximately 15 pounds

of force) during all dimensional measurements.
(3) Take measurement from Surface A on thrust and exhaust nozzle to Surface B on tur-
bine module third stage shaft to obtain Dimension D, as shown in Figure 202. Record
Dimension D on worksheet in Table 203. Mark points used for measurement using
silver pencil.
(4) Take measurement from Surface A on thrust and exhaust nozzle to Surface C on end
of tie rod to obtain Dimension E, as shown in Figure 202. Record Dimension E on
worksheet in Table 203. Mark points used for measurement using silver pencil.
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Nov 30/05


5. TIE ROD NUT 25. LOCKING WASHER

10. NUT *30. IGNITER GROMMET
15. BOLT *35. FUEL GROMMET
20. BOLT 40. COMBUSTION CHAMBER LINER
Combustion Chamber Liner Installation

Figure 201
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July 31/95


Table 203. Tie Rod Stretch and Curvic Coupling Radial Alignment Worksheet
Date: Engine Serial No. Technician:
Dimensions to Measurement
be Recorded Surfaces
(Fig. 202) (Fig. 202) Conditions
NOTE: *If components other than those removed are installed, use tolerance of 0.030
inch instead of asterisked (*) 0.015 inch for dimension comparison.
Keep worksheets for each LP turbine removal/installation performed with en-
gine maintenance (station/facility repair) records.
LP Turbine Removal
Dim. D: A to B Tie rod stretched.
Dim. E: A to C Tie rod stretched.
Dim. F: A to B Tie rod unstretched (tie rod nut hand
tight).
Dim. G: A to C Tie rod unstretched (tie rod nut hand
tight).
LP Turbine Installation
Dim. H: A to B Tie rod unstretched (tie rod nut hand
tight). Dimension H shall equal
Dimension F ±0.015* inch.
Dim. J: A to C Tie rod unstretched (tie rod nut hand
tight). Dimension J shall equal
Dimension G ±0.015* inch.
Dim. K: A to B Tie rod stretched.
Dim. L: A to C Tie rod stretched.
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Curvic Coupling Teeth Alignment Check

Figure 202
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WARNING: DO NOT STAND BEHIND, ABOVE OR BELOW SHAFT STRETCH
FIXTURE WHEN PRESSURE IS APPLIED TO FIXTURE IN THE
FOLLOWING STEPS. A FAILURE OF FIXTURE OR ENGINE TIE
ROD WOULD EXPEL FIXTURE AFT WITH CONSIDERABLE
FORCE.
CAUTION: WHEN PERFORMING THE FOLLOWING PROCEDURE, MAKE

CERTAIN FORCE SPECIFIED IS NOT EXCEEDED TO ENSURE
SHAFT IS NOT OVERSTRETCHED. ENSURE PROPER SPE-
CIAL TOOLING IS USED.
ROD PORTION OF SHAFT STRETCH FIXTURE MUST BE

INSTALLED AND POSITIONED AS DESCRIBED IN THE FOL-
LOWING STEPS PRIOR TO APPLICATION OF PRESSURE TO
FIXTURE TO AVOID LOCKING ROD AGAINST NUT.
1. A. (5) Loosen tie rod nut as follows using 291960-1, 291960-2 or 291960-3 fixture.
(a) Disassemble 291960-1, 291960-2 or 291960-3 fixture to separate threaded rod

and wrench. Clean threads of fixture components and mating threads for fixture
on engine component. Lubricate threads on threaded rod of fixture with a light
coat of anti-seize lubricant. Install brass nut of fixture onto exposed threads of
third stage shaft to protect threads during stretch of tie rod in the following steps.
Install brass nut to a depth that positions aft face of nut 0.010 to 0.030 inch
forward of end of third stage shaft.
engagement of fixture rod and tie rod before applying hydraulic
pressure to fixture.
tact aft face of tie rod nut when rod is bottomed.
(c) Thread fixture rod onto exposed threads of tie rod until rod bottoms against aft
face of tie rod nut. Make reference mark on end of fixture rod to aid counting
turns, then back fixture rod out, counting turns required to remove rod. Note
number of turns required.
(d) Inspect aft face of tie rod nut to ensure presence of anti-seize lubricant. Pres-
ence of anti-seize lubricant indicates full engagement of fixture rod with tie rod
nut when rod is threaded onto tie rod with number of turns noted in previous
step.
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CAUTION: A MINIMUM OF NINE AND ONE-FOURTH THREADS
SHALL BE ENGAGED WHEN PERFORMING THE FOL-
LOWING STEP. IF LESS NINE AND ONE-FOURTH
TURNS ARE COUNTED WHEN INSTALLING FIXTURE
ROD, DO NOT CONTINUE PROCEDURE.
1. A. (5) (e) Thread fixture rod onto exposed threads of tie rod to bottomed position, ensuring
CAUTION: BACKING FIXTURE ROD OUT FROM BOTTOMED POSI-

THREAD ENGAGEMENT AND CAUSE FAILURE OF TIE
ROD OR FIXTURE.
(f) Hold rotating group of engine stationary with hand and back fixture rod out two
and one-fourth turns to ensure tie rod nut can be loosened when pressure is
applied to fixture.
(g) Slide wrench portion of fixture forward over fixture rod to engage tie rod nut.
assembly with fixture bushing and wing nut on end of rod holding fixture forward
against third stage shaft of turbine module. Install bushing and wing nut to bot-
toming position, then back wing nut out one and one-half turns. Ensure rod
does not turn with wing nut.
(i) Use hand pressure to align cylinder assembly of fixture concentrically with fixture
rod, then apply sufficient pressure with hydraulic pump of fixture to support cylin-
der in aligned position.
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STEP, DO NOT EXCEED MAXIMUM HYDRAULIC PRES-
SURE SPECIFIED ON FIXTURE WARNING TAG.
NOTE: If nut will not loosen in the following step, a solvent base carbure-
tor cleaner, a penetrating oil, or any equivalent substitute can be
used to loosen carbon deposits between nut and tie rod threads.
1. A. (5) (k) Turn fixture wrench to rotate tie rod nut counterclockwise. If tie rod nut will not
loosen, attempt to loosen nut.
1 Relieve hydraulic pressure on fixture, apply carburetor cleaner to threads of

tie rod nut, and repeat Steps (i) through (k) to loosen nut.
2 If tie rod nut will not loosen after four repetitions of Step 1, repeat Steps (i)
through (k) with hydraulic pressure increased 50 psig over previously used
hydraulic pressure.
3 Repeat Step 2 until tie rod nut is loosened, but do not exceed hydraulic
pressure specified on fixture warning tag.

(m) Slowly relieve hydraulic pressure. Ensure tie rod nut is loose, then remove
fixture. Tighten tie rod nut hand tight.
NOTE: Hand load the turbine module forward (with approximately 15 pounds
bine module third stage shaft to obtain Dimension F, as shown in Figure 202. Record
Dimension F on worksheet in Table 203. Ensure measurement is taken from points
marked during initial measurement.
(7) Take measurement from Surface A on thrust and exhaust nozzle to Surface C on tie
rod to obtain Dimension G, as shown in Figure 202. Record Dimension G on work-
sheet in Table 203. Ensure measurement is taken from points marked during initial
measurement.
(8) Remove mounting brackets and related hardware from outer bolt circle of transition
duct in accordance with 72-50-03.
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NOTE: Duct-nozzle-low-pressure turbine module weighs approximately 150
pounds.
1. A. (9) Remove tie rod nut. Remove nuts and bolts securing assembled duct-nozzle-
low-pressure turbine module assembly to plenum case. Remove assembled duct-
nozzle-low-pressure turbine module assembly.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP, BOLTS SHOULD

TURN WITHOUT EXCESSIVE FORCE ONCE INITIAL TORQUE IS
LOOSENED. WRENCHING BOLTS OUT WHEN THREAD BIND-
ING IS EVIDENT MAY DAMAGE THREADS OF BOSS. REFER TO
72-40-04, APPROVED REPAIRS FOR REPAIR OF DAMAGED
BOLT HOLE THREADS IN COMBUSTION CHAMBER LINER
MOUNT BOSSES.
(10) Remove bolts and lockwashers securing combustion chamber liner to plenum. If
threads of bolt bind after initial torque is loosened, soak bolts with penetrating oil and
work loose gradually to avoid damage to threads of bosses for bolts. Remove combus-
tion chamber liner.
(11) Install 291926-1 fixture to support aft end of tie rod.

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values.
1. B. Installation of Combustion Chamber Liner
(1) Check clearance between combustion chamber liner and outer transition liner. (See
Figure 203 or 203.1.)
(a) Using pi tape, measure outside diameter of combustion chamber outer liner and
record as Diameter A.
NOTE: Pi tape is used in the following step to measure diameter. When-

ever inside diameter measurements are taken, correct the dimen-
sion by adding twice the pi tape thickness to the measured diam-
eter.
(b) Using pi tape, measure inside diameter of outer transition liner and record as
measured Diameter B. Add twice the pi tape thickness to measured Diameter B
and record as Diameter B. If Diameter B exceeds 21.215 inches contact
Honeywell Complete Customer Care Center.
(c) [Pre SB TFE731-72-3579] Resultant fit (difference between Diameter A and

Diameter B as recorded in Steps (a) and (b)) shall be maintained between 0.005
inch interference and 0.040 inch clearance. If clearance is greater than 0.040
inch, resize outer liner of combustion chamber liner in accordance with
Approved Repairs.
(d) [Post SB TFE731-72-3579] Resultant fit (difference between Diameter A and

Diameter B as recorded in Steps (a) and (b)) shall be maintained between 0.000
inch and 0.040 inch clearance. If clearance is greater than 0.040 inch, contact
Honeywell Complete Customer Care Center.
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OTL TO COMBUSTOR FIT (STEP 1.B.(1)) ITL TO COMBUSTOR FIT (STEP 1.B.(2))
PI TAPE THICKNESS X2= PI TAPE THICKNESS X2=

MEASURED DIAMETER B + MEASURED DIAMETER C +
DIAMETER B = DIAMETER C =
DIAMETER A − DIAMETER D −
DIFFERENCE BETWEEN DIFFERENCE BETWEEN
DIAMETERS A AND B = DIAMETERS C AND D =
(0.005 INCH INTERFERENCE (0.010 INCH INTERFERENCE
TO 0.040 INCH CLEARANCE) TO 0.010 INCH CLEARANCE)
Maintain completed data recording sheet with engine maintenance records.
[Pre SB TFE731-72-3579]
Combustion Chamber Liner Fit Check Data Recording Sheet
Figure 203
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OD PI TAPE THICKNESS X2= OD PI TAPE THICKNESS X2=

DIFFERENCE BETWEEN DIFFERENCE BETWEEN
DIAMETERS A AND B = DIAMETERS C AND D =
(0.000 INCH TO 0.040 (0.001 INCH INTERFERENCE
INCH CLEARANCE) TO 0.013 INCH CLEARANCE)
[Post SB TFE731-72-3579] Combustion Chamber Liner Fit Check Data Recording Sheet
Figure 203.1
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1. B. (2) Check fit between inner liner of combustion chamber liner and inner transition liner.
(See Figure 203.)

eter.
(a) Using pi tape, measure inside diameter of inner liner of combustion chamber
liner (Diameter C). Position edge of pi tape approximately 0.060 inch in from
leading edge of inner liner in area indicated in Figures 203 and 203.1. Record as
Measured Diameter C. Add twice the pi tape thickness to Measured Diameter C
and record result as Diameter C.
CAUTION: CLEARANCE GREATER THAN SPECIFIED BETWEEN

INNER LINER OF COMBUSTION CHAMBER LINER AND
INNER TRANSITION LINER MAY CAUSE FIRST AND
SECOND LP TURBINE DISC RIM CREEP THAT COULD
RESULT IN BLADE RELEASE.
[PRE SB TFE731-72-3579] WHEN USING PI TAPE TO

OBTAIN MEASUREMENT IN THE FOLLOWING STEP,
ENSURE TAPE IS CENTERED ON EACH DIMPLE AND
DOES NOT SAG BETWEEN DIMPLES, OR INACCURATE
MEASUREMENT WILL BE OBTAINED.
(b) Using pi tape, measure outside diameter (over center of dimple, if applicable) of
inner transition liner and record as Diameter D.
(c) [Pre SB TFE731-72-3579] Resultant fit (difference between Diameter C and

Diameter D as recorded in Steps (a) and (b)) shall be maintained between 0.010
inch interference and 0.010 inch clearance. If interference is greater than 0.015
inch, resize inner liner of combustion chamber liner in accordance with
Approved Repairs.
Check Point 112: A. Verify measurement of inside diameter of

inner liner plus twice the pi tape thickness
are recorded for Diameter C.
B. Verify measurement of outside diameter of

inner transition liner is recorded for Diame-
ter D.
C. Verify that recorded Diameter C and Diam-

eter D are the same within 0.010 inch.
(d) [Post SB TFE731-72-3579] Resultant fit (difference between Diameter C and

Diameter D as recorded in Steps (a) and (b)) shall be maintained between 0.001
inch interference and 0.013 inch clearance. If interference is greater than 0.001
inch, replace inner transition liner with a liner with a suitable diameter to meet
clearance requirements.
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NOTE: [Pre SB TFE731-72-3579] The inner transition liner and/or inner
panel of combustion chamber liner will normally be out of round
to some degree. The following step is performed in an attempt to
achieve a consistent fit between these two parts around the
entire circumference.
1. B. (2) (e) [Pre SB TFE731-72-3579] After requirement of Step (c) is met, with parts on
workbench, orient inner transition liner to inner liner of combustion chamber liner
to obtain a fit as equal as possible around entire circumference. Using silver
pencil apply index marks to both parts at 12 o’clock position. Install parts with
index marks aligned.
(3) Remove 291926-1 fixture support tie rod.
(4) Apply anti-seize compound to threads of bolts to secure combustion chamber liner.
(5) Position combustion chamber liner in plenum case and secure with bolts and new
lockwashers. Align combustion chamber liner as required to allow bolts to be run in by
hand. Tighten bolts (20, Figure 201) to 300 inch-pounds torque. Bend lock tabs on
lockwashers against flats of bolts.
(6) Position duct-nozzle-low-pressure turbine module assembly on plenum case, ensuring

indexing marks on turbine module shaft and tie rod are aligned. If turbine module third
stage shaft has no indexing marks, install turbine module assembly with high point
marks (V or I) on mating curvic couplings 180 degrees apart. Verify engagement by
turning turbine module rotating group back and forth and noting that fan rotor assembly
rotates. With curvic couplings properly engaged, hand load turbine module forward
until tie rod nut is installed.
(7) Apply anti-seize lubricant to threads of tie rod and to threads and face of tie rod nut.
Install tie rod nut on tie rod hand tight. Wipe off any excess anti-seize lubricant and
ensure aft face of tie rod nut is clean.
(8) Apply anti-seize compound to threads of bolts used to secure duct-nozzle-low-pressure

turbine module assembly.
(9) Install mounting brackets and related hardware on outer bolt circle of transition duct in
(10) Secure duct-nozzle-low-pressure turbine module assembly with bolts and nuts. Tighten
bolts (15) to 125 inch-pounds torque.
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NOTE: Hand load the turbine module forward (with approximately 15 pounds of
force) during all dimensional measurements.
1. B. (11) Take measurement from Surface A on thrust and exhaust nozzle to Surface B on tur-
bine module third stage shaft to obtain Dimension H, as shown in Figure 202. Record
Dimension H on worksheet in Table 203. Ensure measurement is taken from points
marked during removal.
rod to obtain Dimension J, as shown in Figure 202. Record Dimension J on worksheet
in Table 203. Ensure measurement is taken from points marked during removal.
NOTE: If components other than those removed are installed, use tolerance of
0.030 inch instead of 0.015 inch when performing the following step.
(13) Compare Dimension H (Step (11)) with Dimension F (Step 1.A.(6)) recorded at remov-
al. Compare Dimension J (Step (12)) with Dimension G (Step 1.A.(7)) recorded at
removal. Compared dimensions shall be same within 0.015 inch. If dimensions are
not as specified, curvic coupling teeth are not properly aligned. If required, remove
assembled duct-nozzle-low-pressure turbine module assembly and repeat Steps (6)
through (13) to obtain correct curvic coupling teeth alignment.
Check Point 115: A. Verify recorded dimensions to determine that

curvic coupling teeth are aligned properly
B. Verify recorded zero tie rod stretch dimensions.
WARNING: DO NOT STAND BEHIND, ABOVE OR BELOW SHAFT STRETCH-

ING FIXTURE WHEN PRESSURE IS APPLIED TO FIXTURE IN
THE FOLLOWING STEPS. A FAILURE OF FIXTURE OR ENGINE
TIE ROD WOULD EXPEL FIXTURE AFT WITH CONSIDERABLE
FORCE.

TIE ROD IS NOT OVERSTRETCHED. ENSURE LOAD REACTS
THROUGH ROTATING GROUP AND NOT AGAINST STATIC
STRUCTURE. ENSURE PROPER SPECIAL TOOLING IS USED.
(14) Stretch tie rod as follows using 291960-1, 291960-2 or 291960-3 fixture to obtain di-
mensional stretch of 0.0695 to 0.0715 inch.
(a) Disassemble 291960-1, 291960-2 or 291960-3 fixture to separate threaded rod

and wrench. Clean threads of fixture components and mating threads for fixture
on engine component. Lubricate threads on threaded rod of fixture with a light
coat of anti-seize lubricant. Install brass nut of fixture onto exposed threads of
turbine module third stage shaft to protect threads during stretch of tie rod in the
following steps. Install brass nut to a depth that positions aft face of nut 0.010 to
0.030 inch forward of end of third stage shaft.
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1. B. (14) (b) Apply a small amount of anti-seize lubricant to face of fixture rod which will con-
step.
CAUTION: A MINIMUM OF SEVEN THREADS SHALL BE ENGAGED

WHEN PERFORMING THE FOLLOWING STEPS. IF LESS
THAN SEVEN TURNS ARE COUNTED WHEN INSTALLING
the same number of threads are engaged as noted in Step (c). Do not back rod
out from this position.
(f) Slide wrench portion of fixture forward over rod to engage tie rod nut.
against third stage shaft of turbine module. Install wing nut to bottoming position
then back wing nut out one-fourth turn.
(h) Use hand pressure to align cylinder assembly of fixture aligned concentrically
with fixture rod, then apply sufficient pressure with hydraulic pump of fixture to
pressure gage indicates 2700 to 3000 psig. Turn fixture wrench clockwise to
seat tie rod nut hand tight. Support cylinder assembly of fixture with hand pres-
sure and slowly relieve pressure on fixture. Thread rod of fixture onto tie rod
until rod bottoms on tie rod nut. Engage fixture wrench on tie rod nut. Tighten
fixture wing nut on rod of fixture, then back out one-fourth turn.
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1. B. (14) (j) Align cylinder assembly of fixture concentrically with fixture rod, then apply suffi-
cient pressure with hydraulic pump of fixture to support cylinder in aligned posi-
tion.
(k) Slowly continue to apply pressure with hydraulic pump of fixture until fixture
(l) Turn fixture wrench clockwise to tighten tie rod nut hand tight.

(m) Slowly relieve hydraulic pressure and remove fixture. Leave brass nut portion of
fixture installed on third stage shaft to protect threads.

(n) Measure tie rod stretch to ensure tie rod has been stretched 0.0695 to 0.0715
inch. If stretch is as specified, remove brass nut portion of fixture. If specified
stretch is exceeded, apply pressure with shaft stretch fixture (not to exceed
pressure specified for shaft stretch fixture used) sufficient to loosen tie rod nut.
Relieve hydraulic pressure on fixture, and repeat Steps (a) through (m). If
stretch is less than specified, proceed.
1 Thread fixture rod onto tie rod to bottomed position.
2 Carefully assemble adapter and cylinder assembly of fixture over tie rod,
using care not to damage exposed threads of third stage shaft of turbine
module assembly. Secure assembly with wing nut on end of rod, holding
fixture forward against third stage shaft of turbine module. Install wing nut
to bottomed position, then back wing nut out one-fourth turn.
3 Repeat Steps (j) through (m) with hydraulic pressure applied in Step (k)
increased 50 psig at each repetition of procedure until specified stretch is
obtained. Do not exceed maximum hydraulic pressure specified on fixture.
4 Remove brass nut portion of fixture from threads of third stage shaft.
UP833486
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July 31/95


1. B. (15) Take measurement from Surface A on thrust and exhaust nozzle to Surface B on tur-
bine module third stage shaft to obtain Dimension K, as shown in Figure 202. Record
Dimension K on worksheet in Table 203. Ensure measurement is taken from points
rod to obtain Dimension L, as shown in Figure 202. Record Dimension L on worksheet
in Table 203. Ensure measurement is taken from points marked during removal.
Check Point 115: C. Verify recorded tie rod stretched dimensions.
D. Verify tie rod is stretched within tolerance.
(17) Using solvent or degreaser, remove index marks from thrust and exhaust nozzle and tie
rod.
(19) Perform vibration check in accordance with 72-00-00, Adjustment/Test.

UP833486
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2. Inspection/Check
NOTE: See Figures 204, 204.1, 204.2, and 205 for location of components during
the following procedures.
A. Inspection of Combustion Chamber Liner
(1) Inspect inner and outer dome panels and dome skirt.
(a) Cracks on inside of outer dome panel that do not extend beyond doubler attach-
ment area of tangential louvers (not visible on the outside) are acceptable.
Cracks extending beyond doubler (visible on the outside) shall be repaired in
accordance with Approved Repairs. No other cracks, burning, or buckling of the
inner and outer dome panels or dome skirt are allowed.
(b) No cracks in support tabs or gussets are allowed. Refer to Approved Repairs for
repairing cracked welds securing supports tabs and support tab gussets.
(2) Inspect inner liner.
(a) No burning is allowed in cooling skirts No. 1, 2, 3, 4, and 5.
(b) Cracks in cooling skirts 1, 2, 3, 4, and 5 extending 3/16 inch from forward edge
are allowed.
(c) Buckling of cooling skirts No. 1, 2, 3, 4, and 5 or inner liner (in cooling skirt area),
which closes or opens cooling skirt gap more than allowable dimension is not
acceptable. (Refer to Table 204.)
Table 204. Cooling Skirt Gaps

Cooling Skirt Allowable Gap (inches)
Inner Liner
No. 1, 2, 3 and 4 0.040 to 0.070
No. 5 0.030 to 0.060
Outer Liner
No. 1 0.085 to 0.125
No. 2 0.080 to 0.130
No. 3 0.060 to 0.110
Dome Skirt 0.085 to 0.125
Tangential Louver 0.055 to 0.090
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Combustion Chamber Liner Inspection (Typical)

Figure 204
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Figure 204.1
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Figure 204.2
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Thermal Barrier Coating (TBC) Inspection

Figure 205
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2. A. (2) (d) Buckling of inner liner (except in cooling skirt area) up to 0.100 inch from normal
contour over a maximum length of 1.0 inches is allowable.
(e) Non-intersecting cracks not exceeding 0.5 inch in length are allowable in the
inner liner, if no local liner buckling or distortion is evident. Panel buckling or
distortion where cracks occur is not allowed.
(f) Inspect channel and inner seal ring for cracks, placing emphasis on area be-
tween dilution holes and outer edge of inner seal ring. Cracks not acceptable.
(g) Inspect areas of inner seal ring which mates with transition liner dimples for fret
(wear). Fret is acceptable if remaining wall thickness of inner seal ring is 0.020
inch minimum.
(h) Inspect thermal barrier coating. (See Figure 205.)
1 Missing, spalled, or chipped coating in Area B is acceptable if total missing

coating does not exceed 25.0 square-inches.
2 Unlimited missing, spalled, or chipped coating is acceptable in Areas C and

D.
(i) If inspection requirements of Steps (a) through (h) are not met, combustion
chamber liner may be returned to the following for evaluation and possible repair.

Distribution Center
(3) Inspect outer liner.
(a) No burning is allowed in cooling skirts No. 1, 2, or 3.
(b) Cracks in cooling skirts 1, 2, and 3 extending 3/16 inch from forward edge are
allowed.
(c) Buckling of cooling skirts No. 1, 2, or 3, and panels 1, 2, or 3 (in cooling skirt
area) which closes or opens cooling skirt gap more than allowable dimension is
not acceptable. (Refer to Table 204.)
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Nov 30/06


2. A. (3) (d) Buckling of panels 2 or 3 (except in cooling skirt area) up to 0.150 inch from
normal contour over a maximum length of 1.0 inches is allowable.
(e) Buckling of panel 1 (except in cooling skirt area) up to 0.100 inch from normal
contour over a maximum length of 1.0 inches is allowable.
(f) Non-intersecting cracks not to exceed 0.5 inch in length are allowable in panels
1, 2, and 3 if no local panel buckling or distortion is evident. Panel buckling or
(g) Inspect thermal barrier coating. (See Figure 205.)
1 Missing, spalled, or chipped coating in Area A is acceptable if total missing

coating does not exceed 25.0 square inches.
2 Unlimited missing, spalled, or chipped coating is acceptable in Areas C or

D.
(h) Fuel nozzle grommets bent or buckled greater than 0.010 inch are not accept-
able.
(i) Cracked tack welds on fuel nozzle grommets are not acceptable.
(j) Igniter grommets bent or buckled greater than 0.010 inch are not acceptable.
(k) Bent hold down tabs are not acceptable. (See Figures 204, 204.1, and 204.2.)
(l) Broken or cracked hold down tabs are not acceptable.
(m) Dislodged igniter and fuel nozzle grommets are not acceptable.
(n) If inspection requirements of Steps (a) through (g) are not met, combustion

Distribution Center
(o) Repair items that do not meet inspection requirements of Steps (h) through (m)
in accordance with Approved Repairs.
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(2) Clean combustion chamber liner in accordance with 72-00-00, Cleaning/Painting,

Cleaning Method No. 1, or 2.
CAUTION: DO NOT IMMERSE COMBUSTION CHAMBER LINER WITH

THERMAL BARRIER COATING IN SOLUTIONS CONTAINING
SODIUM OR POTASSIUM. SOLUTIONS SUCH AS ALKALINE
CLEANERS, RUST STRIPPERS, AND SODIUM HYDROXIDE
CAN PENETRATE THROUGH THE THERMAL BARRIER COAT-
ING AND DAMAGE THE BOND COAT BETWEEN THE BARRIER
COATING AND THE BASE METAL.
IF NECESSARY TO REMOVE ALUMINUM PARTICLES, ETC.

FROM THERMAL BARRIER COATING, HAND SWABBING IS
ALLOWED, IF AREA IS IMMEDIATELY DRIED AND SOLUTION IS
NOT ALLOWED TO ACCUMULATE.
(3) Remove aluminium particles from combustion chamber liner by hand swabbing with
solution of sodium hydroxide mixed 20 percent by weight with water. Use caution when
hand swabbing not to allow solution to accumulate on thermal barrier coating. Dry area
immediately.
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4. Approved Repairs

Filler rod (Haynes 188) (AMS 5801) Bob Martin Co, 2209-T N Seaman Ave, South El
Monte, CA 91733-2630

Combustion Chamber Resizes combustion chamber liner. 294918-1
Liner Expander
A. General Welding Practices
NOTE: All welding shall be accomplished by qualified personnel certified to

AWS D17.1 and familiar with industry techniques commonly used for
welding high temperature alloys.
(1) All repair weldments on the combustion chamber liner shall be by either gas tungston
arc welding (GTAW) or plasma arc welding (PAW).
(2) For all weldments, use filler rod.
CAUTION: ENSURE THAT FIXTURE USED IN THE FOLLOWING STEP TO

OBTAIN A CONTROLLED ATMOSPHERE IS NOT COPPER.
(3) Completely clean all areas to be welded prior to welding. Perform all welding in a
controlled atmosphere, such as obtained using an Argon or vacuum/Argon purge
chamber, or suitable fixturing and torch trailer shielding with complete gas backup.
(4) Do not weld along a brazed seam; however, welding across a brazed seam is allow-
able.
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Combustion Chamber Liner Repair (Typical)

Figure 206
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CAUTION: CARE SHOULD BE TAKEN NOT TO DAMAGE THE THERMAL BAR-
RIER COATING DURING REPAIR WORK. INSPECT COMBUSTION
CHAMBER LINER THERMAL BARRIER COATING FOR DAMAGE
PRIOR TO, AND AFTER REPAIRS. DAMAGE SHOULD NOT EXCEED
THERMAL BARRIER COATING INSPECTION CRITERIA.
NOTE: See Figure 206 for location of components during the following procedures.
4. B. Repair of Combustion Chamber Liner
(1) Repair cracked welds securing support tabs and support tab gussets. (See Figure
207.)
(a) Grind out crack.
(b) Weld up grind area using filler rod and procedures specified in Paragraph 4.A.
(2) Repair or replace dislodged or bent igniter or fuel nozzle grommets.
NOTE: When installing grommets, ensure tack welds are facing up.
(a) Straighten bent igniter or fuel nozzle grommets to be flat within 0.010 inch
(Figure 206, Section B-B).
(b) Replace fuel nozzle grommets with cracked tack welds (Figure 206, Section
B-B).
(c) Install dislodged, straightened, or replacement igniter or fuel nozzle grommets.
(d) Bend tabs securing igniter and fuel nozzle grommets maintaining tolerance
specified in Figure 206, Section B-B or C-C.
(3) Repair cracks extending beyond doubler of tangential louver.
(b) Weld up grind area using filler rod and procedure in Paragraph 4.A.
(c) Finish grind weld bead flush to 0.004 inch.

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Repair of Support Tab Welds

Figure 207
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4. C. [Pre SB TFE731-72-3579] Resizing of Combustion Chamber Liners
(1) Resize outer liner of combustion chamber liner using 294918-1 expander as follows to
meet clearance requirement of Removal/Installation.
(a) With 294918-23 ring set installed between 294918-11 jaw set and 294918-13
adapter set components of expander, install liner on expander with outer liner
between 294918-13 adapter set and 294918-33 ring component of expander.
(b) Apply pressure with hydraulic hand pump of expander to expand outer liner
against 294918-33 ring to re-establish roundness.
(c) Relieve pressure and remove 294918-33 ring.
CAUTION: DUE TO COLD METAL SPRING-BACK, IT MAY BE NEC-

ESSARY TO EXPAND THE OUTER PANEL OF COMBUS-
TION CHAMBER LINER TO A SLIGHTLY LARGER DIAME-
TER THAN REQUIRED TO OBTAIN CLEARANCES
SPECIFIED IN REMOVAL/INSTALLATION.
(d) With liner installed on 294918-13 adapter set, apply and relieve pressure in small
increments, as necessary, to obtain required outside diameter of liner.
(e) Remove liner from expander.
(2) [294918-1 Expander Kit with 294918-35 Ring] Resize inner liner of combustion
chamber liner using 294918-1 expander as follows to meet installation requirement of
(a) Install 294918-29 spacer ring of expander in forward cooling skirt gap of liner.
(b) With 294918-23 ring set installed between 294918-11 jaw set and 294918-15
adapter set components of expander, install liner on expander with inner liner
between 294918-15 adapter set and 294918-35 ring component of expander.
(c) Apply pressure with hydraulic hand pump of expander to expand inner panel
against 294918-35 ring to re-establish roundness.
(d) Relieve hydraulic pressure and remove 294918-35 ring.

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CAUTION: IF MEASUREMENTS AND CALCULATIONS DETERMINE
THAT INNER LINER OF COMBUSTION CHAMBER LINER
REQUIRES EXPANDING TO A DIAMETER GREATER
THAN 15.370 INCHES TO OBTAIN SPECIFIED FIT, RE-
CHECK MEASUREMENTS AND CALCULATIONS SPECI-
FIED IN STEP 1.B.(2), REMOVAL/INSTALLATION PRIOR
TO EXPANDING. DUE TO COLD METAL SPRING-BACK, IT
MAY BE NECESSARY TO EXPAND INNER LINER TO A
SLIGHTLY LARGER DIAMETER THAN REQUIRED TO
OBTAIN SPECIFIED FIT. HOWEVER, IF INNER LINER IS
EXPANDED TOO MUCH AND SPECIFIED CLEARANCE IS
EXCEEDED, THE COMBUSTION CHAMBER LINER IS NO
LONGER SERVICEABLE.
4. C. (2) (e) With liner installed on 294918-15 adapter set; apply and relieve pressure in small
increments, as necessary, to obtain required inside diameter.
(f) Remove combustion chamber liner from 294918-1 expander.
CAUTION: FAILURE TO REMOVE 294918-29 SPACER RING FROM

FORWARD COOLING SKIRT GAP OF COMBUSTION
CHAMBER LINER AS SPECIFIED IN THE FOLLOWING
STEP, WILL RESULT IN MAJOR DAMAGE IF LINER IS
INSTALLED IN ENGINE AND ENGINE IS OPERATED WITH
SPACER RING INSTALLED.
(g) Remove 294918-29 spacer ring of expander from forward cooling skirt gap of
combustion chamber liner.
(3) [294918-1 Expander Kit without 294918-35 Ring] Re-size inner liner of combustion
chamber liner using 294918-1 expander as follows to meet installment requirement of
(a) Install 294918-29 spacer ring of expander in forward cooling skirt gap of liner.
(b) Install 294918-23 ring set between 294918-11 jaw set and 294918-15 adapter
set components of expander.
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CAUTION: IF MEASUREMENTS AND CALCULATIONS DETERMINE
THAT INNER LINER OF COMBUSTION CHAMBER LINER
REQUIRES EXPANDING TO A DIAMETER GREATER
THAN 15.370 INCHES TO OBTAIN SPECIFIED FIT, RE-
CHECK MEASUREMENTS AND CALCULATIONS SPECI-
FIED IN STEP 1.B.(2), REMOVAL/INSTALLATION PRIOR
TO EXPANDING. DUE TO COLD METAL SPRING-BACK,
IT MAY BE NECESSARY TO EXPAND INNER LINER TO A
SLIGHTLY LARGER DIAMETER THAN REQUIRED TO
OBTAIN SPECIFIED FIT. HOWEVER, IF INNER LINER IS
EXPANDED TOO MUCH AND SPECIFIED CLEARANCE IS
EXCEEDED, THE COMBUSTION CHAMBER LINER IS NO
LONGER SERVICEABLE.
4. C. (3) (c) With liner installed on 294918-15 adapter set, apply and relieve pressure in small
increments, as necessary, to obtain required inside diameter.
(d) Remove combustion chamber liner from expander.
CAUTION: FAILURE TO REMOVE 294918-29 SPACER RING FROM

FORWARD COOLING SKIRT GAP OF COMBUSTION
CHAMBER LINER AS SPECIFIED IN THE FOLLOWING
STEP WILL RESULT IN MAJOR DAMAGE IF LINER IS
INSTALLED IN ENGINE AND ENGINE IS OPERATED WITH
SPACER RING INSTALLED.
(e) Remove 294918-29 spacer ring of expander from forward cooling skirt gap of
combustion chamber liner.
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OUTER TRANSITION LINER


Outer Transition Liner Removes and installs outer transition liner. 291924-1
Wrench
A. Removal of Outer Transition Liner (OTL) and Deswirl

(2) Remove anti-rotation key locking OTL to high pressure compressor diffuser. (See
Figure 201.)
(3) Using 291924-1 wrench, turn OTL clockwise to disengage OTL from tabs on high
pressure compressor diffuser. Remove OTL and deswirl.
B. Installation of Outer Transition Liner (OTL) and Deswirl
NOTE: Ensure correct deswirl is being installed. Correct deswirl has a cooling
hole between each vane as shown in Figure 203.
(1) Install deswirl. Ensure anti-rotation tab is properly orientated.
(2) Install OTL by rotating counterclockwise to engage tabs on HP compressor diffuser

using 291924-1 wrench. Install OTL with slot (two adjacent square-cornered tabs) for
anti-rotation key aligned with key slot on HP compressor diffuser.
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10. ANTI-ROTATION KEY 20. DESWIRL

15. OUTER TRANSITION LINER
Outer Transition Liner

Figure 201
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1. B. (3) Check OTL for full engagement with HP compressor diffuser.
(a) Measure from rear flange of combustion chamber plenum case to trailing edge
on outside diameter of OTL at eight equally spaced locations, then record.
(b) If measurements differ more than 0.125 inch, OTL is not properly engaged with
mounting tabs of HP compressor diffuser.
1 Remove OTL in accordance with Step 1.A.(3) and inspect for warpage in
accordance with Inspection/Check.
2 Repeat Steps (2) and (3).
CAUTION: IF ANY ABNORMAL RESISTANCE IS ENCOUNTERED DURING

INSTALLATION OF ANTI-ROTATION KEY, ENSURE CORRECT
PART NUMBER KEY IS BEING USED. USE OF INCORRECT
KEY CAN RESULT IN LOCKUP OF HP ROTOR.
(4) Install anti-rotation key.
(5) Check clearance between vane tips and combustion chamber plenum case. Clearance
shall be 0.040 inch minimum. Deswirl vane tips may be blended to obtain clearance.
Blend deswirl vane tips in accordance with Approved Repairs.
Check Point 90: A. Verify deswirl (20) vane tips do not contact ple-
num wall.
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Inspection of Outer Transition Liner

Figure 202
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2. Inspection/Check
A. Inspection of Outer Transition Liner (OTL)
(1) Inspect for cracks. Axial cracks at the inside diameter nose of liner (Figure 202) are
acceptable if crack length does not exceed 0.250 inch and no more than 20 cracks are
present. Maximum gap for crack at inside diameter nose of liner is 0.005 inch. Cir-
cumferential cracks at inside or outside diameter of liner are not allowed.
(2) Inspect entire surface of liner for buckling or warpage. Buckling and warpage up to
0.250 inch is acceptable.
(3) Inspect for blockage of liner cooling holes.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP, ENSURE ONLY

HIGH SPOTS DUE TO TRANSFER OF MATERIAL ARE RE-
MOVED. HAND FINISHING SHALL NOT CAUSE THINNING OF
PARENT MATERIAL.
(4) Fretting due to contact with deswirl and diffuser is acceptable if material thickness is
not less than 0.020 inch. Cracks due to fretting are not acceptable. (See Figure 202.)
Transfer of material due to contact with deswirl should be locally hand finished.
(5) Inspect thermal barrier coating. Unlimited loss of thermal barrier coating is acceptable.
NOTE: An outside diameter (OD) pi tape is used in the following step to mea-
sure diameter. Whenever inside diameter measurements are taken,
correct the dimension by adding twice the OD pi tape thickness to the
measured diameter.
(6) Using outside diameter (OD) pi tape, measure inside diameter of outer transition liner.
Add twice the (OD) pi tape thickness to the measured diameter. The diameter shall not
exceed 21.215 inches. If diameter is exceeded, contact Honeywell Complete
Customer Care Center.
B. Inspection of Deswirl
(1) Inspect vanes for cracks, nicks, dents or other damage. Cracks, nicks, dents or other
damage is unacceptable. Refer to Approved Repairs for blending of leading and trail-
ing edge damage.
(2) Inspect anti-rotation tab for cracks or bending that would interfere with installation of
OTL. Minor adjustment of tab for alignment is acceptable. Cracks are not acceptable.
(3) Inspect forward and aft flanges of platform for fretting. Refer to Approved Repairs for
blending of forward and aft flanges of platform.
(4) Inspect deswirl ring between vanes and slots for cracks. Cracks are not acceptable.
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Sodium hydroxide (NaOH) (caustic soda) Commercially available
(1) Clean anti-rotation key and deswirl in accordance with 72-00-00, Cleaning/Painting,
(2) Remove aluminum particles from deswirl by soaking in solution of sodium hydroxide
mixed 20 percent by weight with water.
(3) Clean OTL in accordance with 72-00-00, Cleaning/Painting, Cleaning Method No. 2.
CAUTION: DO NOT IMMERSE OUTER TRANSITION LINER WITH THER-

MAL BARRIER COATING IN SOLUTIONS CONTAINING SODIUM
OR POTASSIUM. SOLUTIONS SUCH AS ALKALINE CLEAN-
ERS, RUST STRIPPERS, AND SODIUM HYDROXIDE CAN
PENETRATE THROUGH THE THERMAL BARRIER COATING
AND DAMAGE THE BOND COAT BETWEEN THE BARRIER
COATING AND THE BASE METAL.
IF NECESSARY TO REMOVE ALUMINIUM PARTICLES, ETC.

FROM BARRIER COATING, HAND SWABBING IS ALLOWED IF
AREA IS IMMEDIATELY DRIED AND SOLUTION IS NOT AL-
LOWED TO ACCUMULATE.
(4) Remove aluminum particles from OTL by hand swabbing with solution of sodium hy-
droxide mixed 20 percent by weight with water. Use caution when hand swabbing not
to allow solution to accumulate on thermal barrier coating. Dry area immediately.
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4. Approved Repairs

Filler rod (Hastelloy X) (AMS 5798) Bob Martin Co, 2209-T N Seaman Ave, South El
Monte, CA 91733-2630
NOTE: When blending in the following steps, never remove more material than
necessary.
A. Repair of Deswirl
(1) Blend leading and trailing edges of vanes and vane tips to remove cracks, nicks, dents
or other damage when repair can be accomplished within the following limits. (See
Figure 203.)
(a) Depth of blend required shall not exceed 0.090 inch on leading edge.
(b) Depth of blend required shall not exceed 0.045 inch on trailing edge.
(c) Depth of blend required shall not exceed 0.100 inch along chord at vane tip.
(d) Depth of blend required shall not exceed 1/4 inch radially and 1/4 inch axially at
leading edge vane tip.
(e) Depth of blend required shall not exceed 1/4 inch radially and 1/8 inch axially at
trailing edge vane tip.
(f) Steps (a), (b), (d) and (e) may be performed on a maximum of four blades in any
90 degree quadrant of the deswirl. At the quadrant boundaries, the minimum
number of adjacent unblended vanes must be equal to the number of adjacent
blended vanes in that quadrant.
(g) Step (c) may be performed on all vane tips, as required, to provide a minimum
0.040 inch clearance between deswirl vane tips and plenum case.
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Deswirl Repair Limits

Figure 203
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4. A. (2) Blend out wear step in any of six cut outs on leading edge flange (flange mating with
diffuser) of platform to a smooth radius. Remove only enough material to preclude
cracking. Length of material cutback shall not exceed one inch circumferentially from
either side of slot or 0.225 inch axially from leading edge of forward flange. Total
length of slot shall not exceed 4.60 inch after removal of material. When wear steps in
any of the six cut outs on the leading edge flange exceeds the 0.225 inch axial limit
and is more than 0.100 inch from any vane brazed area, repair per Step (7).
(3) Sharp edges on leading edge flange of platform caused by fretting may be blended to a
round edge. Minimum material thickness at vane platform radius shall be 0.020 inch.
When wear in the leading edge flange radius results in material thickness below 0.020
inch or partial flange separation, repair per Step (8).
CAUTION: WHEN PERFORMING THE FOLLOWING STEP, ENSURE ONLY

HIGH SPOTS DUE TO TRANSFER OF MATERIAL ARE RE-
MOVED. BLENDING SHALL NOT CAUSE THINNING OF PAR-
ENT MATERIAL.
(4) Blend out high spots on inner diameter of trailing edge flange (flange mating with transi-
tion liner) of platform caused by fretting. (It is not necessary to remove all fret.)
(5) Sharp edges on trailing edge flange of platform caused by fretting shall be blended to a
round edge.
(6) Blend out wear steps on aft flange (flange mating with transition liner) on platform to a
smooth radius. Total removal of wear step is not required. Blended areas shall be
approximately 2.0 inches in length by 0.080 inch deep in a maximum of 12 areas.
(7) Weld repair excessive axial wear at trailing edge of flange or in any of the six cut outs
on the flange leading edge.
(a) Blend to remove sharp edges and hand abrade area to be welded.
(b) Apply filler rod material in wear area to restore original dimensions in accordance
with good shop practices.
(c) Perform fluorescent penetrant inspection on weld repaired area in accordance

with 70-00-00, Standard Practices.
(d) Blend weld repaired area to adjacent surfaces and original contour not exceed-
ing 0.020 inch minimum material thickness and 0.010 inch surface variation.
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4. A. (8) Weld repair excessive wear in the leading edge flange radius or if partial flange separa-
tion occurs.
(a) Clean and hand abrade areas to be welded in accordance with good shop prac-
tices.
(b) If necessary, position partially separated leading edge flange and tack weld in
place using filler rod.
(c) Apply filler rod material in wear area of flange radius in accordance with good
shop practices.
(d) Perform fluorescent penetrant inspection of weld repaired areas in accordance

(e) Blend weld repaired area to adjacent surfaces and original contour not exceed-
ing 0.020 inch minimum material thickness and 0.010 inch surface variation.
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COMBUSTION CHAMBER PLENUM CASE
2. Inspection/Check

PA 15212-5823
Portable fluorescent penetrant kit (ZA-43) Magnaflux Corp, 7301 W Ainslie St, Harwood
Heights, IL 60656
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CAUTION: IN ADDITION TO PERIODIC INSPECTION REQUIREMENTS, THE
FOLLOWING INSPECTION SHALL BE PERFORMED FOLLOWING
ANY CONFIRMED MALFUNCTION OF HP ROTATING GROUP COM-
PONENTS (E.G., HP TURBINE BLADE FAILURE, HP IMPELLER
BLADE FAILURE, MISASSEMBLY DAMAGE, ETC).
COVER COMBUSTION CHAMBER PLENUM CASE WITH A RUBBER

MAT OR SUITABLE SUBSTITUTE UNLESS MAINTENANCE IS BEING
PERFORMED.
NOTE: The following Inspection/Check procedures are performed when the com-
bustion chamber plenum case is installed on the engine. If combustion
chamber plenum case is not installed on engine, inspect plenum case in
accordance with Inspection/Check in HMM.
2. A. Inspection of Combustion Chamber Plenum Case
(1) If not previously accomplished, remove the following components.
(a) Remove bottom panel in accordance with 79-20-09.
(b) Remove fuel manifold installation in accordance with 73-10-01.
(c) Remove igniter plugs and gaskets in accordance with 74-00-01.
(d) Remove plenum drain valves in accordance with 72-40-01.
(e) Remove combustion chamber liner in accordance with 72-40-02.
(2) Inspect combustion chamber plenum case.
NOTE: Preliminary cleaning with solvent may be performed to reduce

the amount of penetrant cleaner required for final cleaning.
(a) Using penetrant cleaner, completely clean weld and surrounding sheet metal on
outer surface of plenum case in the following areas.
Aft Flange (Turbine Interstage Transition Duct Attach Point)

Fuel Nozzle Bosses
Igniter Plug Bosses
Plenum Drain Bosses
Bleed Port Boss(es)
Bosses for Bolts Securing Combustion Chamber Liner
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2. A. (2) (b) Perform fluorescent penetrant inspection in accordance with ASTM E1417, Type
I, Method C, sensitivity level 3 or better.
(c) Inspect treated weld areas in Step (b) for linear indications or cracks using black
light and 10 power magnification.
1 If any linear indication or cracks are evident, refer to Approved Repairs.

Circle any areas with defects for identification using silver pencil.
2 Porosity (small circular voids) does not require any repair if no bleed-
through of penetrant oil is evident at weld area on inner surface of plenum
case. (If bleed-through is evident, plenum shall be replaced.)
(3) Inspect nutplate flange.
NOTE: Weld repair of nutplate flange should be accomplished at next

compressor zone or unscheduled compressor section inspection
in accordance with Inspection/Repair Manual, 72-IR-02.
Visually inspect nutplate flange for cracks. Cracks are acceptable.
(4) Visually inspect for nicks, scratches and fretting, in areas more than one-half inch
away from any boss weld, flange or axial weld.
(a) Nicks, scratches and fretting are acceptable provided they are no deeper than
0.008 inch and that they have a minimum concave radius of 0.004 inch at the
maximum depth. The plenum wall thickness below nicks, scratches or fretting
must not be less than 0.039 inch. Plenum wall thickness may be checked by
using digital thickness gage or 294299-1 plenum wall thickness gage as speci-
fied in Approved Repairs.
(b) Nicks, scratches and fretting that are deeper than 0.008 inch or that do not have
a minimum concave radius of 0.004 inch at maximum depth, must be blend
repaired.
(c) Repair of nicks, scratches and fretting shall not reduce wall thickness to less than
0.039 inch. (See Figure 201.)
(d) Maximum allowable distortion, across a two-inch square encompassing nicks,

scratches or fretting is 0.002 inch.
(e) Nicks, scratches and fretting which meet requirements shall be repaired in accor-
dance with Approved Repairs.
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Maximum Material Removal for Repair of Nicks,

Scratches and Fretting in Plenum Case
Figure 201
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2. A. (5) Visually inspect for nicks, scratches and fretting that are within one-half inch of any
boss weld, flange or axial weld.
(a) Nicks, scratches and fretting are acceptable provided they are no deeper than
0.008 inch and that they have a minimum concave radius of 0.004 inch at the
maximum depth. The plenum wall thickness below nicks, scratches or fretting
must not be less than 0.042 inch.
(b) Nicks, scratches and fretting within one-half inch of any boss, axial or flange
weld that are deeper than 0.008 inch or that do not have a minimum concave
radius of 0.004 inch at maximum depth must be blend repaired.
(c) Repair of nicks, scratches or fretting shall not reduce wall thickness more than
0.008 inch and reduce wall thickness to less than 0.042 inch. (See Figure 202.)
(d) Nicks, scratches and fretting which meet requirements shall be repaired in accor-
(6) Visually inspect plenum case adjacent to deswirl vane tips for fretting from contact with
deswirl.
(a) Fretting in parent material is acceptable for repair provided it is no deeper than
0.008 inch and has a minimum concave radius of 0.004 inch at the maximum
depth. The plenum wall thickness below fretting must not be less than 0.042
inch.
(b) Fretting through boss weld beads is acceptable if fretting in parent material
below weld does not exceed criteria specified in Step (a).
(7) Visually inspect bolt hole threads in high pressure bleed-air ports and combustion
chamber liner mount bosses.
(a) Inspect for damaged threads.
(b) Damaged threads may be repaired in accordance with Approved Repairs.
(8) At completion of plenum case inspection, record compliance with inspection in engine
log book along with total engine operating hours. Make log book entry on maintenance
record portions of part log for plenum case.
(9) At completion of maintenance task, reinstall components removed in Step (1) in accor-
dance with applicable chapter/section/subject.

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Maximum Material Removal for Repair of Nicks, Scratches,

Linear Indications or Cracks in Plenum Case Boss Welds (Typical)
Figure 202
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4. Approved Repairs

Calibration block(s) (Specify type of material Automation Industries, Inc, Sperry Div, 9822
and thickness desired) Everest St, Downey, CA 90242
(May be locally fabricated, if desired.)
Case (Leather) (Specify for Model G2-B) Automation Industries, Inc, Sperry Div, 9822
(Optional) Everest St, Downey, CA 90242
Concentrated hydrochloric acid (HCl) Commercially available
Cupric chloride Commercially available
Digital thickness gage (Model G2-B) Automation Industries, Inc, Sperry Div, 9822
Everest St, Downey, CA 90242
Gage (Heli-Coil, Part No. 3320-7) Emhart Teknologies LLC, 50 Shelton Technology
Center, Shelton, CT 06484-4517
Grinding wheels (Norton B82 (preferred) Kennametal Abrasives, 2950 W Thomas Rd,
or B84, Grit 38A120, Grade TVM) Phoenix, AZ 85017
HI transducer (Specify for Model G2-B) Automation Industries, Inc, Sperry Div, 9822
Hydrochloric acid (HCl) Commercially available
Inserting tool (Heli-Coil, Part No. 7252-3) Emhart Teknologies LLC, 50 Shelton Technology
LO transducer (Specify for Model G2-B) Automation Industries, Inc, Sperry Div, 9822
Methanol (Methyl Alcohol) (Federal Commercially available
Specification O-M-232)
Portable fluorescent penetrant kit (ZA-43) Magnaflux Corp, 7301 W Ainslie St, Harwood
Heights, IL 60656
Rubberized abrasives (Cratex 8-C and 80-C) Kennametal Abrasives, 2950 W Thomas Rd,
Phoenix, AZ 85017
Sodium carbonate Commercially available
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Nov 30/06


Table 202. Equipment, Materials, and Compounds (Cont)

Sonic couplant (glycerine) Commercially available
Tang break-off tool (Heli-Coil, Part No. 3695-3) Emhart Teknologies LLC, 50 Shelton Technology
Tap (Heli-Coil, Part No. 3FBA) Emhart Teknologies LLC, 50 Shelton Technology
Tape (Electro Platers No. 484) 3M Abrasive Systems Div, 3M Center, Building
223-6N-01, St Paul, MN 55144-1000

Plenum Wall Thickness Measure plenum case wall thickness to ensure 294299-1
Gage serviceability after repair.
NOTE: Weld repairs are not allowed on combustion chamber plenum case.
4. A. Repair of Nicks, Scratches, or Fretting in Plenum Case
(1) Repair nicks, scratches, or fretting in areas more than 1/2 inch away from any boss
weld, flange, or axial weld.
Blend and polish to remove nicks, scratches or fretting using a 0.10 inch diameter
minimum grinding wheel. Minimum diameter of blend area is 0.75 inch. Final surface
finish shall be 32 microinches or better with no scratches or flaws. Wall thickness of
repaired area shall be no less than 0.039 inch after repair.
(2) Repair nicks, scratches or fretting in areas within 1/2 inch of any flange or axial weld.
Blend and polish to remove nick, scratch or fret using a 0.10 inch diameter minimum
grinding wheel. Minimum diameter of blend area is 0.75 inch. Final surface finish shall
be 32 microinches or better with no scratches or flaws. Wall thickness of repaired
area shall be no less than 0.042 inch after repair.
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4. A. (3) Verify wall thickness after repair using digital thickness gage.
NOTE: Material specification of plenum case wall areas is Inconel 718,

per AMS 5596.
Use a calibration block of known thickness and material similar to

thickness and material being checked for calibration.
Refer to instructions supplied with digital thickness gage for

identification and function of components.
(a) Place sonic couplant on calibration block (an amount necessary to give trans-
ducer (pickup) a complete contact with mating surface).
(b) Connect LO transducer to digital thickness gage. Set three toggle switches to
LO, AUTO, and ON.
(c) Calibrate digital thickness gage to calibration block by placing transducer (pick-
up) on calibration block where sonic couplant has been placed, then adjust dials
as necessary to obtain a digital readout equivalent to thickness of calibration
block. Break contact and reset transducer (pickup) on calibration block several
times to verify reading. Readjust if necessary.
(d) Place sonic couplant on surface to be checked (repair area) (an amount neces-
sary to give transducer (pickup) a complete contact with mating surface).
(e) Place transducer (pickup) on surface to be checked where couplant had been
placed, and note digital readout. Break contact and reset transducer (pickup) on
surface to be checked several times to verify reading.
(f) Reverify thickness of calibration block and surface to be checked several times
to ensure that readings obtained are accurate.
(g) Turn toggle switches to OFF. Remove LO transducer. Wipe surfaces clean.
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NOTE: Weld repairs are not allowed on combustion chamber plenum case.
294299-1 plenum wall thickness gage is designed for measuring small

thickness variations from a calibrated thickness. Accuracy of readout
declines as thickness of material measured increases or decreases from
calibration point. This is due to angular motion of calipers, which rotate
about a pivot point. For example, when properly calibrated for thickness of
0.050 inch, gage will not read exactly zero when ends of calipers are
touching.
Proper use of 294299-1 plenum wall thickness gage requires calipers to be

aligned perpendicular to material being measured. When not perpendicu-
lar, a higher erroneous reading will be obtained. When using gage, always
position calipers to obtain smallest reading possible at point being mea-
sured.
4. B. Blend Repair of Nicks, Scratches, Fretting, Linear Indications in Weld, or Cracks at Weld-to-
Sheet Metal Interface of Fuel Nozzle Bosses, Igniter Plug Bosses, Plenum Drain Valve
Bosses, Bleed Air Port Boss(es) or Bosses for Bolts Used to Secure Combustion Chamber
Liner
(1) Calibrate 294299-1 plenum wall thickness gage with a 0.050 inch precision gage block.
Measure and record sheet metal thickness adjacent to nicks, scratches and fretting,
linear indication or crack on weld. Grinding operation shall not remove more than
0.008 inch of material in areas with wall thickness greater than 0.050 inch. Removal
of material in areas with wall thickness of 0.050 inch or less shall not reduce wall thick-
ness to less than 0.042 inch. (Refer to Table 204.)
Table 204. Materials Removal Limits

Recorded Sheet Metal Thickness Maximum Blend Limit
0.050 inch or greater Material removal to a depth of 0.008 inch allowed
Less than 0.050 inch Material removal to reduce wall thickness to
0.042 inch minimum allowed
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CAUTION: IF LIMITS OF MATERIAL REMOVAL SPECIFIED IN THE
FOLLOWING STEP ARE EXCEEDED, ENGINE MUST BE RE-
TURNED TO A HEAVY MAINTENANCE FACILITY.
4. B. (2) Blend to completely remove nicks, scratches, fretting, linear indications in weld, or
cracks at weld-to-sheet metal interface of bosses determined at inspection (72-00-00,
Inspection/Check). See Figure 202 and Table 204 for material removal limits. Grinding
shall be performed with rotary power driven grinding wheels using variable speed (0 to
15,000 rpm) drive motor. Blend all repaired areas smoothly. Verify removal of nicks,
scratches, fretting, linear indications or cracks by reinspection. Remove minimum
amount of material required to meet inspection requirements. Grinding operation shall
not remove more than 0.008 inch of material in areas with wall thickness greater than
0.050 inch. Removal of material in areas with wall thickness of 0.050 inch or less shall
not reduce wall thickness to less than 0.042 inch. Measure wall thickness with
294299-1 plenum wall thickness gage after calibrating dial indicator of gage with a
0.050 inch precision gage block. (Nominal wall thickness of plenum case is 0.050
inch.)
NOTE: A weld repair is available for cracks in boss weld. Cracks in any other
areas of plenum case are not repairable by welding. Due to critical
process control requirements which must be maintained during the
repair process, this repair is authorized to be performed only at
Honeywell. For repair send plenum case to the following.

Distribution Center
(3) If repair cannot be accomplished without exceeding applicable specified limit, return
engine to a heavy maintenance facility.
WARNING: CHEMICALS USED IN THE FOLLOWING STEPS ARE HARMFUL

TO PERSONNEL. WEAR PROTECTIVE COVERINGS TO PRE-
VENT CONTACT WITH SKIN. PREPARE AND USE CHEMICALS
IN A WELL-VENTILATED AREA AND AVOID BREATHING
FUMES.
(4) Prepare Kallings Modified Etchant for treatment of hand-finished areas as follows: mix
one gram of cupric chloride, four milliliters of concentrated hydrochloric acid, and four
milliliters of methanol.
(5) Thoroughly clean hand-finished areas using solvent.

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4. B. (6) Mask off areas around hand-finished areas and over open boss ports using tape to
prevent etchant from running or dripping to other areas of the plenum or other engine
components when performing the following steps.
(7) Using cotton swab, apply previously prepared etchant for three to four minutes to re-
paired areas on boss welds. Keep cotton swab continuously moving on repaired areas
throughout etchant application period.
CAUTION: USE EXTREME CARE TO PREVENT ANY DILUTED ETCHANT

FROM RUNNING INTO AREAS OF ENTRAPMENT WHEN PER-
(8) Carefully wash hand-finished areas with water to remove etchant, then wipe and blot
hand-finished areas dry.
(9) Thoroughly wash hand-finished areas with 10 percent (by weight) solution of sodium
carbonate.
(10) Rinse hand-finished areas with water, then wipe hand-finished areas dry.
(11) Remove tape used for masking on part.
(12) Repeat inspection (72-00-00, Inspection/Check). If required, repeat Steps (1) through
(11). Continue repeating blending, etching, and inspection operations (Steps (1)
through (10)) until all linear indications are removed, or limits of Figure 202 and Table
204 are exceeded.
(13) Polish repaired areas with power-driven rubberized abrasive. Surface finish of repaired
areas shall be 32 microinches or better.
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4. C. Repair of Damaged Bolt Hole Threads in HP Bleed Air Port, Fuel Nozzle Body Mount Bosses,
and Igniter Plug Bosses
(1) Ensure that minimum wall thickness is present from closest edge of boss to outer
diameter of existing hole with damaged threads. Minimum wall thickness of 0.045 inch
is required to perform the following procedure.
CAUTION: THREADED HOLES IN HP BLEED AIR PORT COVER BOSS ARE

BLIND HOLES. EXISTING HOLES SHALL NOT BE DEEPENED
WHEN PERFORMING THE FOLLOWING PROCEDURE. DRIL-
LING THROUGH BLIND HOLE TO INTERIOR OF PLENUM WILL
REQUIRE REPLACEMENT OF COMBUSTION CHAMBER PLE-
NUM CASE.
(2) Fabricate a drill stop to prevent drilling operation of subsequent step from deepening
existing holes.
(3) Drill out damaged threads using 0.196 to 0.202 inch drill, using drill stop to ensure hole
is not deepened.
(4) Tap drilled hole for insert (Heli-Coil, Part No. 1191-3CN-0190, Emhart Teknologies LLC,
50 Shelton Technology Center, Shelton, CT 06484-4517) as specified by insert
manufacturer.
(5) Clean hole using solvent.
(6) Install insert in accordance with insert manufacturer instructions.
D. Repair of Damaged Bolt Hole Threads in Combustion Chamber Liner Mount Bosses
CAUTION: ENSURE THAT DRILLING AND TAPPING ARE PERFORMED IN

THE CENTER OF EXISTING THREADS OF THE COMBUSTION
CHAMBER PLENUM CASE BOSSES TO MINIMIZE THE
CHANCES OF NOT MEETING THE REQUIRED WALL THICK-
NESS.
(1) Drill out damaged threads using a 0.4488 inch drill.
(2) Using tap (Heli-Coil, Part No. 3FBA), tap drilled hole.
(3) Check minimum wall thickness of boss after tapping. Minimum wall thickness shall not
be less than 0.050 inch.
(4) Using gage (Heli-Coil, Part No. 3320-7), gage tapped threads.
(5) Using inserting tool (Heli-Coil, Part No. 7252-3), install 0.4375-28UNEF-3B insert (Heli-
Coil, Part No. 318-7TN0375) 0.25 to 0.50 pitch (thread) below top surface.
(6) Using tang break-off tool (Heli-Coil, Part No. 3695-3), break off driving tang.
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[POST SB TFE731-72-3579] COMBUSTION CHAMBER LINER
(CONTROLLED FIT) INSTALLATION
A. Removal of Combustion Chamber Liner
Remove combustion chamber liner in accordance with 72-40-02, Paragraph 1.A.
values.
B. Installation of Combustion Chamber Liner
CAUTION: NO RESIZING OF COMBUSTION CHAMBER IS ALLOWED.
(1) Check clearance between combustion chamber liner and OTL. (See Figure 201.)
(a) Using pi tape, measure outside diameter of combustion chamber outer liner and
record as Diameter A.

eter.
(b) Using pi tape, measure inside diameter of OTL and record as Measured Diame-
ter B. Add twice the pi tape thickness to Measured Diameter B and record as
Diameter B.
(c) Resultant fit (difference between Diameter A and Diameter B as recorded in

Steps (a) and (b)) shall be maintained between 0.000 inch and 0.040 inch clear-
ance. If clearance is greater than 0.040 inch, contact Honeywell International
Inc., Complete Customer Care Center, M/S 26-06/2102-323, P.O. Box 29003,
Phoenix, AZ 85038-9003, Telephone: (800) 601-3099 (U.S.A.), (602) 365-3099
(International), to determine disposition of OTL.
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PI TAPE THICKNESS X2= PI TAPE THICKNESS X2=

DIFFERENCE BETWEEN (0.001 INCH INTERFERENCE
DIAMETERS A AND B = TO 0.013 INCH CLEARANCE)
(0.000 INCH TO 0.040 INCH DIFFERENCE BETWEEN
CLEARANCE) DIAMETERS C AND D =
Combustion Chamber Liner Fit Check Data Recording Sheet

Figure 201
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1. B. (2) Check fit between inner liner of combustion chamber liner and inner transition liner
(ITL) as follows. (See Figure 201.)

eter.
(a) Using pi tape, measure inside diameter of inner liner of combustion chamber
liner (Diameter C). Position edge of pi tape approximately 0.060 inch in from
leading edge of inner liner in area indicated in Figure 201. Record as Measured
Diameter C. Add twice the pi tape thickness to Measured Diameter C and record
result as Diameter C.
(b) Using pi tape, measure outside diameter of ITL, record as Diameter D. (See
Figure 201.)
(c) Resultant fit (difference between Diameter C and Diameter D as recorded in

Steps (a) and (b)) shall be maintained between 0.001 inch interference and
0.013 inch clearance. If resultant fit is not obtained, contact Honeywell
International Inc., Complete Customer Care Center, M/S 26-06/2102-323, P.O.
Box 29003, Phoenix, AZ 85038-9003, Telephone: (800) 601-3099 (U.S.A.),
(602) 365-3099 (International), to determine disposition of inner transition liner
and/or combustion chamber liner.
Check Point 112: A. Verify measurement of inside diameter of

inner liner plus twice the pi tape thickness
are recorded for Diameter C.
B. Verify measurement of outside diameter of

inner transition liner is recorded for Diame-
ter D.
NOTE: The ITL and/or inner panel of combustion chamber liner will
normally be out of round to some degree. The following step is
performed in an attempt to achieve a consistent fit between these
two parts around the entire circumference.
(d) After requirement of Step (c) is met, with parts on workbench, orient ITL to com-
bustion chamber liner to obtain a fit as equal as possible around entire circumfer-
ence. Using silver pencil, apply index marks to both parts at 12 o’clock position.
Install parts with index marks aligned.
(3) Install combustion chamber liner in accordance with 72-40-02, Step 1.B.(3) through
(19).
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2. Inspection/Check
NOTE: See Figures 202, 202.1 and 202.2 for location of components during the
following procedures.
A. Inspection of Combustion Chamber Liner
(1) Inspect inner and outer dome panels and dome skirt.
(a) Cracks on inside of outer dome panel that do not extend beyond doubler attach-
ment area of tangential louvers (not visible on outside) are acceptable. Cracks
extending beyond doubler (visible on outside) but less than 0.070 inch are ac-
ceptable. No other cracks, burning or buckling of the inner and outer dome
panels or dome skirt are allowed.
(b) No cracks in support tabs or gussets are allowed. Refer to Approved Repairs for
repairing cracked welds securing support tabs and support tab gussets.
(c) Inspect dome skirt gaps. Ensure gap at both the cooling hole and exit of cooling
skirt is within specified limits of Table 201.
(d) Inspect tangential louver gaps, Table 201.
(e) Repair items that do not meet inspection requirements of Steps (a) through (d) in
accordance with Approved Repairs.
(2) Inspect inner liner.
(a) No burning is allowed in cooling skirts No. 1, 2, 3, 4, and 5.
(b) Cracks in cooling skirts 1, 2, 3, 4 and 5 extending 3/16 inch from forward edge
are allowed.
(c) Buckling of cooling skirts No. 1, 2, 3, 4, and 5 or inner liner (in cooling skirt area)
which closes or opens cooling skirt gap more than allowable dimension is not
acceptable. (Refer to Table 201.)
(d) Buckling of inner liner (except in cooling skirt area) up to 0.100 inch from normal
contour over a maximum length of 1.0 inch is allowable.
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Combustion Chamber Liner Inspection

Figure 202
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Combustion Chamber Liner Inspection

Figure 202.1
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Figure 202.2
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CAUTION: TO PREVENT DAMAGE TO TBC, DO NOT ATTEMPT TO ADJUST COOL-
ING SKIRT GAPS.
Table 201. Cooling Skirt Gap Limits

Cooling Skirt Allowable Gap (inches)
Inner Liner
No. 1, 2, 3 and 4 0.040 to 0.070
No. 5 0.030 to 0.060
Outer Liner
No. 1 0.085 to 0.125
No. 2 0.080 to 0.130
No. 3 0.060 to 0.110
No. 4 0.035 to 0.070
Dome Skirt 0.085 to 0.125
Tangential Louver 0.055 to 0.100
2. A. (2) (e) Non-intersecting cracks not exceeding 0.5 inch in length are allowable in the
inner liner, if no local liner buckling or distortion is evident. Panel buckling or
(f) Inspect inner seal ring for cracks. Cracks not acceptable.
(g) Inspect area of inner seal ring which mates with ITL for fret (wear). Fret is ac-
ceptable to depth of 0.005 inch.
(h) Inspect thermal barrier coating. (See Figure 203.)
1 Missing, spalled, or chipped coating in Area B is acceptable if total missing


E.
3 Missing, spalled, or chipped coating in Area D is acceptable if total missing

(i) If inspection requirements of Steps (a) through (h) are not met, combustion

Distribution Center
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2. A. (3) Inspect outer liner.
(a) No burning is allowed in cooling skirts No. 1, 2, 3, or 4.
(b) Cracks in cooling skirts 1, 2, 3, and 4 extending 3/16 inch from forward edge are
allowed.
(c) Buckling of cooling skirts No. 1, 2, 3, and 4, and Panels 1, 2, or 3 (in cooling skirt
area) which closes or opens cooling skirt gap more than allowable dimension is
not acceptable. (Refer to Table 201.)
(d) Buckling of Panels 2 or 3 (except in cooling skirt area) up to 0.150 inch from
normal contour over a maximum length of 1.0 inch is allowable.
(e) Buckling of Panel 1 (except in cooling skirt area) up to 0.100 inch from normal
contour over a maximum length of 1.0 inch is allowable.
(f) Non-intersecting cracks not to exceed 0.5 inch in length are allowable in Panels
1, 2, and 3 if no local panel buckling or distortion is evident. Panel buckling or
(g) Inspect thermal barrier coating. (See Figure 203.)
1 Missing, spalled, or chipped coating in Area A is acceptable if total missing


E.
(h) Fuel nozzle grommets bent or buckled greater than 0.010 inch are not accept-
able.
(i) Igniter grommets bent or buckled greater than 0.010 inch are no acceptable.
(j) Bent fuel nozzle and ignitor hold down tabs are not acceptable. (See Figure
202.)
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Thermal Barrier Coating (TBC) Inspection

Figure 203
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2. A. (3) (k) Broken or cracked hold down tabs are not acceptable.
(l) Dislodged igniter and fuel nozzle grommet are not acceptable.
(m) If inspection requirements of Steps (a) through (g) are not met, combustion

Distribution Center
(n) Repair items that do not meet inspection requirements of Steps (h) through (l) in
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(2) Clean combustion chamber liner in accordance with 72-00-00, Cleaning/Painting,

CAUTION: DO NOT IMMERSE COMBUSTION CHAMBER LINER WITH

THERMAL BARRIER COATING (TBC) IN SOLUTIONS CONTAIN-
ING SODIUM OR POTASSIUM. SOLUTIONS SUCH AS ALKA-
LINE CLEANERS, RUST STRIPPERS AND SODIUM HYDROX-
IDE CAN PENETRATE THROUGH THE TBC AND DAMAGE THE
BOND COAT BETWEEN THE TBC AND THE BASE METAL.
IF NECESSARY TO REMOVE ALUMINUM PARTICLES, ETC.

FROM TBC HAND SWABBING IS ALLOWED, IF AREA IS IM-
MEDIATELY DRIED AND SOLUTION IS NOT ALLOWED TO
ACCUMULATE.
(3) Remove aluminum particles from combustion chamber liner by hand swabbing with
solution of sodium hydroxide mixed 20 percent by weight with water. Use caution when
hand swabbing not to allow solution to accumulate on thermal barrier coating (TBC).
Dry area immediately.
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4. Approved Repairs

Filler rod (Haynes 188) (AMS 5801) Bob Martin Co, 2209-T N Seaman Ave, South El
Monte, CA 91733-2630
NOTE: All welding shall be accomplished by qualified personnel certified to Specifi-

cation AWS D17.1 and familiar with industry techniques commonly used
for welding high temperature alloys.
A. General Welding Practices
(1) All repair weldments on the combustion chamber liner shall be by either gas tungston
arc welding (GTAW) or plasma arc welding (PAW).
(2) For all weldments use filler rod (Haynes 188).
CAUTION: ENSURE THAT FIXTURE USED IN THE FOLLOWING STEP TO

OBTAIN A CONTROLLED ATMOSPHERE IS NOT COPPER.
(3) Completely clean all areas to be welded prior to welding. Perform all welding in a
controlled atmosphere, such as obtained using an Argon or vacuum/Argon purge
chamber, or suitable fixturing and torch trailer shielding with complete gas backup.
(4) Do not weld along a brazed seam; however, welding across a brazed seam is allow-
able.
CAUTION: CARE SHOULD BE TAKEN NOT TO DAMAGE THE THERMAL BAR-

RIER COATING DURING REPAIR WORK. INSPECT COMBUSTION
CHAMBER LINER THERMAL BARRIER COATING FOR DAMAGE
PRIOR TO, AND AFTER REPAIRS. DAMAGE SHOULD NOT EXCEED
THERMAL BARRIER COATING INSPECTION CRITERIA.
B. Repair of Combustion Chamber Liner
(1) Repair cracked welds securing support tabs and support tab gussets. (See Figure
205.)
(b) Weld up grind area using filler rod and procedures specified in Paragraph A.
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Combustion Chamber Liner Repair (Typical)

Figure 204
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Repair of Support Tab Welds

Figure 205
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4. B. (2) Repair or replace dislodged or bent igniter or fuel nozzle grommets.
(a) Straighten bent igniter grommets to be flat within 0.010 inch (Figure 204, Section
H-H).
(b) Install serviceable igniter or fuel nozzle grommets.
(c) Bend tabs securing igniter and fuel nozzle grommets maintaining tolerance
specified in Figure 204, Section G-G, H-H.
NOTE: When installing the combustor into the plenum case an interference fit
may be encountered. Fuel manifold grommets have caused interfer-
ence between combustor and plenum. The following repair allows the
height of fuel manifold grommets to be reduced.
(3) Repair fuel manifold grommets to reduce height.
(a) As required, remove fuel manifold grommet(s) from combustor.
(b) Measure height of removed grommet(s). See Figure 206 for location of mea-
surement.
(c) If height measurement is greater than 0.170 inch ±0.005, grind Surface A
(Figure 206) to achieve 0.170 ±0.005.
(d) Deburr. No sharp edges. Blend smoothly to achieve surface finish of 125
microinches or better.
Fuel Manifold Grommet Repair

Figure 206
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CHAPTER 72 − TURBINE SECTION
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
TURBINE SECTION 72-50-00

General 1
LPT ROLLER BEARING INSTALLATION 72-50-01
Removal of Roller Bearing 203
Installation of Roller Bearing 204
THRUST AND EXHAUST NOZZLE INSTALLATION 72-50-02
Removal of Thrust and Exhaust Nozzle 202
Installation of Thrust and Exhaust Nozzle 204
Replacement of Damaged Alignment Pin on
Thrust and Exhaust Nozzle 210
[5BR-1H] [5BR-1C/-2C, Post SB TFE731-72-3558]
Replacement of Rear Bearing Housing 213
Replacement of Damaged Inserts 213
Replacement of Damaged Nutplates 213
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72-CONTENTS TURBINE SECTION

Page 1
Nov 26/03
See TR

CHAPTER/
SECTION/
ENGINE 72-00-00
TURBINE SECTION (CONT)
THERMOCOUPLE HARNESS AND N1 TRANSDUCER

MOUNTING BRACKET INSTALLATION 72-50-03
LP TURBINE MODULE INSTALLATION 72-50-04
Removal of LPT Module 205
Disassembly of LPT Assembly 211
[MPI] Marking of LPT Rotor Assembly Blades 225
Minimum Curvic Stacking Distance Verification 227
Assembly of LPT Module 229
Installation of LPT Module 231
Repair of LPT2 and LPT3 Nozzles 272
Repair of LPT3 Rotor Assembly Blades
(Blades Installed) 277
Repair of LPT1, LPT2, and LPT3 Rotor Assemblies
(Blades Removed) 279
Replacement of Damaged Blade Retainers 290
Repair of Shaft and Seal Assembly 291
Repair of Rivets on LPT3 Stage Rotor Assembly Seal 294
Replacement of Shaft and Seal Assembly, Rotating Seal
Assembly, and LPT2 Rotor Assembly Seal Rings 295
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INSERT PAGE 4 OF 103 FACING 72-CONTENTS, TURBINE SECTION, PAGE 2.
Reason: To replace TR 72-232 (replaced TR 72-231 (updated table of contents for LP TURBINE
MODULE INSTALLATION, changed reference from TR 72-221 to TR 72-223 in PAGE
column, and changed reference from TR 72-223 to TR 72-232 in PAGE column) and changed
reference from TR 72-231 to TR 72-232 in PAGE column) and to change reference from TR
72-232 to TR 72-238 in PAGE column.
Paragraph titles and page numbers under Approved Repairs for LP TURBINE MODULE INSTALLATION are
changed as follows:
CHAPTER/
SECTION/
ENGINE 72-00-00
LP TURBINE MODULE INSTALLATION 72-50-04
Repair of LPT2 and LPT3 Nozzles 272
Repair of LPT3 Rotor Assembly Blades (Blades Installed) TR 72-238,
45
Repair of First, Second, and Third Stage Turbine Rotor TR 72-238,
Assemblies (Turbine Blades Removed) 49
[Pre SB TFE731-72-3768 and Pre SB TFE731-72-3769] TR 72-238,
Replacement of Damaged Blade Retainers 85
Repair of Shaft and Seal Assembly TR 72-238,
86
Repair of Rivets on LPT3 Rotor Assembly Seal TR 72-238,
90
Replacement of Shaft and Seal Assembly, Rotating Seal TR 72-238,
Assembly, and LPT2 Rotor Assembly Seal Rings 91
Page 4 of 103
UP833486
72-CONTENTS 5 Oct 2020


CHAPTER/
SECTION/
ENGINE 72-00-00
TURBINE INTERSTAGE TRANSITION DUCT INSTALLATION 72-50-05

Removal of Transition Duct 205
Installation of Transition Duct 212
Inspection/Check 226A
Replacement of Damaged Nuts on Transition Duct 236
Repair of LPT1 Nozzle 236
Removal of Radial Cracks in Transition Duct Nozzle
Locking Flange 238
[Post SB TFE731-72-3534 and Post SB TFE731-72-3655]
Replacement of LPT1 Nozzle Air Seal Assembly 239
Repair of Rivets Attaching Air Seal Assembly to LPT1 Nozzle 240
Replacement of LPT1 Nozzle Deflector 241
Replacement of Damaged Aft Engine Mount 246
[Aft Engine Mount, Part No. 3075291-1] Replacement
of Damaged Aft Engine Mount Bolt(s) 247
Replacement of Damaged Welded-On Aft Engine Mount 247
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CHAPTER/
SECTION/
ENGINE 72-00-00
HPT ROTOR ASSEMBLY INSTALLATION 72-50-06

Removal of HPT Rotor Assembly 203
[MPI] Marking of HPT Rotor Assembly Blades 212B
Installation of HPT Rotor Assembly 214
Repair of HPT Rotor Assembly 242
Repair of Round Nut 255
HPT NOZZLE ASSEMBLY INSTALLATION 72-50-07
Removal of HPT Nozzle Assembly 203
Installation of HPT Nozzle Assembly 205
Replacement of Damaged Nut on HPC Diffuser 218
Repair of Bent Anti-Rotation Tangs on Inner Platform
of Nozzle Segments 218
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TURBINE SECTION − DESCRIPTION AND OPERATION
1. General
The turbine section of the engine consists essentially of those components located in the rear
portion of the engine and enclosed by the combustion section. The principal components of the
turbine section are a first stage turbine, which is a single-stage axial flow high pressure (HP) type,
and a second stage turbine, which is a three-stage axial flow low pressure (LP) type. The turbines
are mounted on separate concentric shafts with the LP shaft passing through the interior of the HP
shaft.
The LPT module is connected to the LPC assembly through curvic teeth. The turbine interstage
transition liner separates the turbine section from the combustion section.
The forward end of the LP shaft is supported by a thrust absorbing ball bearing. The rear portion
of the LPT is supported by a single roller bearing mounted in the turbine exhaust nozzle. An air-oil
carbon seal is mounted forward of the roller bearing in the turbine exhaust nozzle to prevent oil
from entering the LPT cavity.
The No. 6 (roller) bearing is a hydraulic mounted bearing by design, and the outer race does not
include an anti-rotation feature.
UP833486
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forming maintenance on the engine Turbine Section.

Chapter/
Section/
3 Rear turbine bearing (No. 6 Bearing) oil tubes 79-20-05
4 Hardware securing thermocouple harness and N1 transducer lead 72-50-03
5 N1 transducer installation 77-10-03
6 LPT module (Steps 1.A.(2) through 1.A.(7)) 72-50-04
7 LPT roller bearing (No. 6 Bearing) 72-50-01
8 Thrust and exhaust nozzle (Steps 1.A.(2) through 1.A.(5)) 72-50-02
9 LPT module 72-50-04
(Steps 1.A.(10) through 1.A.(12))
NOTE: Removal of the LP tie rod nut and the HPT round nut
requires a vibration check after reinstallation. Refer to
72-00-00, Adjustment/Test.
10 Duct nozzle LPT module assembly (Steps 1.A.(2) through 1.A.(9)) 72-40-02
11 HPT rotor assembly 72-50-06
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performing maintenance on the engine Turbine Section.

Chapter/
Section/
1 HPT rotor assembly 72-50-06
2 Duct-nozzle-LPT module (Steps 1.B.(4) through 1.B.(17)) 72-40-02
3 LPT module (Steps 1.E.(2) and 1.E.(3)) 72-50-04
4 Thrust and exhaust nozzle (Steps 1.B.(4) and 1.B.(5)) 72-50-02
5 LPT roller bearing (No. 6 Bearing) 72-50-01
6 Complete installation of LPT module (Steps 1.E.(6) through 1.E.(11)) 72-50-04
7 N1 transducer installation (except for access cover plate) 77-10-03
8 Hardware securing thermocouple harness and N1 transducer lead 72-50-03
9 Rear turbine bearing (No. 6 Bearing) oil tubes 79-20-05
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LPT ROLLER BEARING INSTALLATION

Bearing Installing Installs bearing. 289752-1
Mechanical Puller
Spring Compressor Compresses spring washer. 293077-1
Bearing Removal Removes bearing. 293711-1
Mechanical Puller

NOTE: Substitutes are not authorized.
Hanover, NJ 07936
(Royco HF-825))
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5. SPIRAL RETAINING RING 20. THRUST PLATE

10. RETAINING RING 25. ROLLER BEARING
15. SPRING WASHER
LPT Roller Bearing Installation

Figure 201
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1. A. Removal of Roller Bearing

(2) Compress spring washer using 293077-1 spring compressor. Tilt outer diameter of
spiral retaining ring out so end of retaining ring may be pulled out, then remove spiral
retaining ring. Remove 293077-1 spring compressor.
(3) Remove retaining ring, spring washer, and thrust plate.

(4) Remove inner race of bearing using 293711-1 puller with 293711-21 ring component of
puller. Install puller as follows.
(a) Slide puller ring fully to rear.
(b) Unscrew puller jackscrew to expand puller fingers enough to clear aft shoulder of
bearing inner race.
(c) Seat pilot of puller on end of low pressure tie rod, with puller fingers aligned with
puller groove of bearing inner race. Screw jackscrew on puller forward to close
puller fingers in bearing groove.
(d) Slide puller ring fully forward to lock puller fingers in puller groove of bearing
inner race.
(e) Screw jackscrew of puller forward to pull bearing inner race off turbine module
third stage shaft.
(5) Remove outer race of bearing by hand.

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NOTE: See Figure 201 for location of components during the following procedure.
1. B. Installation of Roller Bearing
CAUTION: INSTALLING BEARING AS A UNIT MAY RESULT IN BEARING

DAMAGE. WHEN INSTALLING BEARING OUTER RACE, EN-
SURE THAT OUTER RACE DOES NOT HANG UP ON BEARING
ROLLERS.
WHEN PERFORMING THE FOLLOWING STEP ANY SUBSTI-

PASSAGES, OIL SCREENS, ETC IN THE LUBRICATING SYS-
BRICATION.
(1) Install bearing inner race (puller groove to rear) on shaft with 289752-1 puller until inner
race bottoms. Assembly fluid may be used to hold bearing rollers in place to aid in
installation. Ensure cooling holes on bearing inner race are not lined up with holes on
turbine module third stage shaft.
(2) Remove nut and puller portion of 289752-1 puller, leaving shaft portion of 289752-1
puller threaded on tie rod.
(3) Ensure bearing rollers are seated on inner race of bearing cage. If required a small
teflon spatula may be used to press bearing rollers into bearing cage.
(4) Using hand pressure applied to shaft portion of 289752-1 puller, load tie rod toward 12
o’clock position. Using hand pressure, install bearing outer race with bevel facing
forward.
Check Point 135: A. Verify proper installation of roller bearing (25).
(5) Install, in this order, thrust plate, spring washer and retaining ring. Forward retaining
ring has an interference fit. Compress spring washer using 293077-1 spring compres-
sor. Install spiral retaining ring. Verify that spiral retaining ring is in groove.
Check Point 135: B. Verify proper installation of spiral retaining ring

(5).
(6) Install components in accordance with 72-50-00, Table 2, Component Installation Se-
quence, Steps 7 through 11.
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2. Inspection/Check
A. Inspection of Bearing
(1) Inspect roller bearing in accordance with 70-00-00, Standard Practices and as follows.
(a) Use Table 9, 70-00-00, Standard Practices but use criteria outlined under the
Rolling Element Diameter over 0.500 inch but less than 1.00 inches column.
(b) If contact paths on raceways and rollers are not readily visible, consider the
center 0.150 inch of components as functional surfaces.
B. Inspection of Retaining Ring and Thrust Plate
(1) Visually inspect retaining ring for cracks. Cracks are unacceptable.
(2) Visually inspect thrust plate for cracks. Cracks are unacceptable.
(1) Clean spiral retaining ring, retaining ring, spring washer, and thrust plate in accordance
with 72-00-00, Cleaning/Painting, Cleaning Method No. 1, 2, or 9.
(2) Clean roller bearing in accordance with 72-00-00, Cleaning/Painting, Cleaning Method
14.
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THRUST AND EXHAUST NOZZLE INSTALLATION

Seal Rotor Mechanical Removes seal rotor. 289751-2
Puller Assembly
Installation and Removal Removes and installs No. 6 air-oil seal. 289753-1
Seal Driver
Mechanical Puller Set Removes air rotating seal. 289767-2
Pilot Removes air rotating seal. 289767-13
(Component of
289767-2)
Turbine Bearing Support Removes thrust and exhaust nozzle. Use with 291928-1
Mechanical Puller 298131-1.
Seal Installing Support Supports thrust and exhaust nozzle when 294920-1
installing No. 6 air-oil seal.
Turbine Support Puller Adapts 291928-1 for removal of thrust and ex- 298131-1
Adapter Kit haust nozzle.

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1. A. Removal of Thrust and Exhaust Nozzle

Sequence, Steps 1 through 6, as required.
(2) Remove seal rotor using 289751-2 puller.
CAUTION: AFTER REMOVING SEALS IN THE FOLLOWING STEPS, EN-

SURE TURBINE WHEELS ARE NOT ROTATED UNTIL SEALS
ARE REINSTALLED.
(3) Remove mounting brackets and related hardware from forward bolt circle of thrust and
exhaust nozzle in accordance with 72-50-03.
(4) Remove bolts and nuts securing thrust and exhaust nozzle to transition duct.
(5) Remove thrust and exhaust nozzle with No. 6 air-oil seal installed.
(a) Utilize 291928-1 puller and 298131-1 adapter kit to perform task.
(b) Center No. 6 air-oil seal.
(c) Thread jackscrew forward on puller as necessary, and install cup-type pressure
pad of puller, exercising caution, through No. 6 air-oil seal. Screw flange portion
of puller toward nozzle and secure.
(d) Apply pressure using tee handle (jackscrew action). If nozzle does not disen-
gage with moderate pressure, use a rubber mallet and tap the circumference of
the nozzle.
(e) If nozzle still does not disengage (hangs up), heat forward mounting flange of
nozzle using a propane torch, and repeat Step (d) if necessary.
(f) Remove puller from nozzle.
NOTE: Removal of air rotating seal and No. 6 air-oil seal is not required for
removing thrust and exhaust nozzle. Accomplishment of Steps (6)
through (8) need only be accomplished if replacement of part is re-
quired.
(6) If required, remove retaining ring.
(7) If required, remove air rotating seal using 289767-2 puller set and 289767-13 pilot.
(8) If required, remove No. 6 air-oil seal from bore of thrust and exhaust nozzle using
289753-1 driver while supporting thrust and exhaust nozzle at seal support.
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Apr 28/00


5. NUT 25. RETAINING RING

10. BOLT 30. NO. 6 AIR-OIL SEAL
15. SEAL ROTOR 35. THRUST AND EXHAUST NOZZLE
20. AIR ROTATING SEAL
Thrust and Exhaust Nozzle Installation

Figure 201
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July 31/95


values.
See Figure 201 for location of components during the following procedures.
1. B. Installation of Thrust and Exhaust Nozzle
(1) If removed, install No. 6 air-oil seal in thrust and exhaust nozzle using 289753-1 driver
with housing side of seal seated against flange in nozzle (curled edge toward front of
engine). Support thrust and exhaust nozzle at bearing support using 294920-1 seal
installing support. Ensure alignment pin is not damaged.
(2) If removed, wipe circumference of air rotating seal with solvent, then install air rotating
seal.
(3) If removed, install retaining ring.
(4) Apply anti-seize compound to threads of bolts. Locate mounting brackets in accor-
dance with 72-50-03. Position thrust and exhaust nozzle on engine, install brackets
and secure with bolts and nuts. Tighten bolts (10) sequentially in increments to prevent
side-loading to 60 inch-pounds torque.
(5) Install seal rotor.
tion Sequence, Steps 5 thru 11, as required.
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Nov 26/03


2. Inspection/Check
A. Inspection of Seal Rotor
(1) Clean seal rotor in accordance with Cleaning/Painting.
(2) Inspect seal rotor for any unusual metal disturbance (galling, spalling, etc). Any pro-
nounced area is not acceptable. Check face and back of rotor for uniform clamping
pattern. If any non-uniformity is noted, adjust as required.
(3) Inspect seal rotor for any unusual metal upsetting, such as burrs or foreign particle
embedding. If any is observed, inspect adjacent metal parts (shoulder on mating shaft,
inner race of bearing (72-50-01)). Replace parts having any unusual metal upsetting.
(4) Inspect seal rotor for circumferential marking or scratches. Light circumferential mark-
ing is acceptable. No axial scratches are acceptable.
(5) Replace seal rotor if requirements of Steps (2) through (4) are not met.
B. Inspection of No. 6 Air-Oil Seal
(1) Inspect carbon ring for the following.
(a) Carbon ring sealing surface wear. Carbon ring sealing surface diameter shall be
1.976 inches or less as measured at four points 90 degrees apart.
(b) Carbon ring axial sealing surface damage.
1 Visually inspect for nicks and chipping. Nicks or chipping shall not extend,
either individually or collectively, across more than 30 percent of the axial
width of the sealing surface, nor shall they occupy more than one-eighth of
the circumference of either the forward or rear edge of the sealing surface.
2 Visually inspect for pits. Pits shall not be larger than 0.030 inch across their
longest dimension, nor exceed 0.005 inch in depth. Spacing between
adjacent edges of pits shall not be less than 0.100 inch.
3 Visually inspect for axial scratches. Axial scratches shall not exceed a
depth of 0.001 inch or a width of 0.001 inch, nor a length across more than
30 percent of the axial width of the sealing surface. Spacing between adja-
cent axial scratches shall not be less than 0.5 inch.
4 Visually inspect for circumferential scratches. Circumferential scratches

shall not exceed a depth of 0.001 inch or a width of 0.001 inch. Spacing
between adjacent circumferential scratches shall not be less than 0.050
inch. Full circumferential scratches are acceptable, providing they do not
connect with axial scratches on forward edge and rear edge. Minimum
spacing of circumferential scratches from forward or rear edges shall not be
less than 0.040 inch.
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July 31/95


2. B. (2) Inspect carbon ring of No. 6 air-oil seal for radial response. Carbon ring shall move
under very light finger pressure.
(3) Inspect for rotation of end plate. Rotation of end plate is not acceptable.
(4) Visually inspect anti-rotation lug and ensure that it is under center of spring washer
crest when looking into seal from bore toward outside diameter. If required, rotate
spring washer to required position.
(5) Replace No. 6 air-oil seal if requirements of Steps (1) through (4) are not met.
C. Inspection of Thrust and Exhaust Nozzle
(1) Inspect thrust and exhaust nozzle for broken welds or cracks. Repair cracks and bro-
ken welds in accordance with Inspection/Repair Manual, 72-IR-02.
(2) Inspect alignment pin (Figure 202) on aft face of bearing support portion of thrust and
exhaust nozzle. Replace alignment pin if extension above machined surface of bearing
support is not 0.06 to 0.08 inch, or if alignment pin is distorted or damaged. Refer to
Approved Repairs.
(3) [Post SB TFE731-72-3690] Measure alignment pin (Figure 202) orifice diameter for a
diameter of 0.044 to 0.050 inch. If the alignment pin orifice diameter is not 0.044 to
0.050 inch, the alignment pin must be replaced. Refer to Approved Repairs.
(4) Evidence of bearing rotation in bearing bore is not cause for rejection.
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Apr 22/05


CL
Thrust and Exhaust Nozzle Alignment Pin Inspection/Replacement

Figure 202
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Apr 22/05



223-6N-01, St Paul, MN 55144-1000
Heights, NJ 07922

NOTE: Refer to Step (2) for alternate cleaning procedure for seal rotor (15, Figure 201).
201 15 Seal Rotor Refer to Step 3.A.(2).

20 Air Rotating Seal X X X
25 Retaining Ring X X X
35 Thrust and Exhaust Nozzle X X
204 25 Rear Bearing Housing X X

45 Rear Bearing Housing Support X X
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CAUTION: WHEN PERFORMING THE FOLLOWING PROCEDURES USE
CARE WHEN HANDLING ROTOR TO PREVENT DAMAGE TO
SEALING SURFACE.
NOTE: Alternate cleaning procedures of Step (b) may be used in lieu of clean-
ing procedures in Step (a).
3. A. (2) Clean seal rotor. (See Figure 201.)
(a) Soak rotor in solution of 3 to 5 pounds of rust stripper in 1 gallon of distilled or

de-ionized water for 15 to 30 minutes maximum.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP, ENSURE

SEAL ROTOR IS FLUSHED THOROUGHLY WHILE
CLEANING TO PREVENT SCORING FACE OF SEAL RO-
TOR WITH CARBON PARTICLES. CLEAN IN DIRECTION
OF ROTATION ONLY, NOT ACROSS ROTATING SURFACE
OR LEAK PATH MAY OCCUR.
(b) (Alternate Procedure) Clean seal rotor surface with scouring pad while flushing
with solvent. While cleaning, flush seal rotor continuously to wash away carbon
particles which may score face of seal rotor.
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Aug 23/02


4. Approved Repairs

A. Replacement of Damaged Alignment Pin on Thrust and Exhaust Nozzle
(1) Pull out damaged alignment pin (Figure 203 or 204) using easy-out type tool. (See
Figure 202.)
(2) Remove any debris or foreign matter from alignment pin bore.
(3) Measure and record diameter of bearing support alignment pin bore.
(4) Measure and record shoulder diameter of new alignment pin.
(5) Subtract hole diameter of bearing support from shoulder diameter of pin.
CAUTION: [POST SB TFE731-72-3690] ALIGNMENT PIN HAS AN

OUTSIDE DIAMETER THAT IS APPROXIMATELY 0.010
INCH LARGER THAN THE PRE SB TFE731-72-3690
ALIGNMENT PIN AND IS NOT INTERCHANGEABLE.
(a) If interference fit of 0.0002 to 0.0010 inch is measured, replacement pin may be
installed.
(b) [5BR-1C/-2C, Pre SB TFE731-72-3558] If interference fit of 0.0002 to 0.0010

inch is not obtained, return nozzle to an authorized heavy maintenance facility
for installation of repair part alignment pin.
(c) [5BR-1H] [5BR-1C/-2C, Post SB TFE731-72-3558] If interference fit of 0.0002

to 0.0010 inch is not obtained, replace rear bearing housing in accordance with
Paragraph B, and return rear bearing housing to a heavy maintenance facility for
installation of repair part alignment pin.
CAUTION: ENSURE HOLE FOR ALIGNMENT PIN IS FREE OF ALL FOR-

EIGN MATTER AND DEBRIS BEFORE INSTALLING NEW ALIGN-
MENT PIN. ANY FOREIGN MATERIAL OR DEBRIS LEFT IN
HOLE WILL CAUSE FAILURE OF LOW PRESSURE TURBINE
BEARING.
(6) When interference fit of preceding step is acceptable, support nozzle in bearing support
area and press in new alignment pin to depth indicated (pin extending 0.06 to 0.08
inch above machined surface of nozzle). (See Figure 202.)
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Apr 22/05


5. INSERT 20. ALIGNMENT PIN

10. RIVET 25. REAR BEARING SUPPORT
15. NUTPLATE
[5BR-1C/-2C, Pre SB TFE731-72-3558]

Rear Bearing Support
Figure 203
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Nov 26/03


5. NUT 35. RIVET

10. BOLT 40. NUTPLATE
20. INSERT 45. REAR BEARING HOUSING
22. ALIGNMENT PIN SUPPORT
25. REAR BEARING HOUSING
[5BR-1H] [5BR-1C/-2C, Post SB TFE731-72-3558]

Rear Bearing Housing Support
Figure 204
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Nov 26/03


4. B. [5BR-1H] [5BR-1C/-2C, Post SB TFE731-72-3558] Replacement of Rear Bearing Housing
(1) Remove rear bearing housing (25) as follows.
(a) Remove nuts (5) and bolts (10) securing rear bearing housing (25) to rear bear-
ing housing support (45).
(b) Remove rear bearing housing.
(2) Install rear bearing housing (25) as follows.
(a) Apply a light coating of anti-seize compound to threads of bolts (10).
(b) Position rear bearing housing (25) on rear bearing housing support (45) mount-
ing flange with offset hole in rear bearing housing positioned at 12 o’clock.
(c) Secure rear bearing housing (25) with bolts (10) and nuts (5). Tighten nuts to 50
inch-pounds torque.
C. Replacement of Damaged Inserts
Replace loose, worn, or damaged inserts in accordance with 70-00-00, Standard Practices.
(See Figure 203 or 204.)
D. Replacement of Damaged Nutplates
Replace loose, worn, or damaged nutplates in accordance with 70-00-00, Standard Practices
(rivet removal) and good shop practices. (See Figure 203 or 204.)
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Apr 22/05



UP833486
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Apr 22/05


THERMOCOUPLE HARNESS AND N1 TRANSDUCER MOUNTING BRACKET INSTALLATION

A. Removal of Bracket Installations
Disconnect leads and remove nuts, bolts, clamps, brackets, and washers as necessary to
perform required maintenance. (See Figures 201, 201.1, and 202.)
values.
B. Installation of Bracket Installations
(1) Apply high temperature compound to threads of bolts for securing brackets.
(2) [5BR-1C, 5BR-2C] Position brackets (Figure 201, Details A, B, and C) on forward
flange of thrust and exhaust nozzle, then secure with washer, as applicable, and bolts.
Tighten bolts (20, 45, and 75) to 60 inch-pounds torque.
(3) [5BR-1H] Position brackets (Figure 201.1, Details A, B, D, E, F, and G) on forward

flange of thrust and exhaust nozzle, then secure with washers, as applicable, and bolts.
Tighten bolts (20, 45, 90, 115, 150 and 165) to 60 inch-pounds torque.
(4) Apply anti-seize compound to threads of bolts for securing clamps to brackets.
(5) [5BR-1C, 5BR-2C] Route thermocouple harness and N1 transducer lead in accor-
dance with Aircraft Maintenance Manual. Install clamps (Figure 201, Details A, B, C,
and D) on thermocouple harness and N1 transducer lead, then secure clamps to brack-
ets with nuts and bolts. Tighten bolts (10, 35, 65 and 85) to 30 inch-pounds torque.
(6) [5BR-1H] Route thermocouple harness and N1 transducer lead. Install clamps (Figure
201.1, Details A, B, C, D, E, F, and G) on thermocouple harness and N1 transducer
lead, then secure clamps to brackets with nuts and bolts. Tighten bolts (10, 35, 55, 70,
105, 135, and 175) to 30 inch-pounds torque.
UP833486
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Nov 26/03


[5BR-1C, 5BR-2C] Thermocouple Harness and N1 Transducer

Mounting Bracket Installation
Figure 201
UP833486
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July 31/95


[5BR-1C, 5BR-2C] KEY TO FIGURE 201
5. NUT 65. BOLT

10. BOLT 70. CLAMP
15. CLAMP 75. BOLT
20. BOLT 80. ANGLE
30. NUT 90. CLAMP
35. BOLT 95. BOLT
40. CLAMP 100. WASHER (SPACER)
45. BOLT 105. THERMOCOUPLE HARNESS
50. WASHER (SPACER) 110. LEAD ASSEMBLY
55. BRACKET 115. N1 TRANSDUCER
60. NUT
UP833486
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July 31/95


[5BR-1H] Thermocouple Harness and N1 Transducer

Mounting Bracket Installation
Figure 201.1
UP833486
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July 31/95


5. NUT 105. BOLT

10. BOLT 110. CLAMP
15. CLAMP 115. BOLT
20. BOLT 120. WASHER (SPACER)
25. ANGLE BRACKET 125. BRACKET
30. NUT 130. NUT
35. BOLT 135. BOLT
45. BOLT 145. CLAMP
60. CLAMP 160. NUT
65. NUT 165. BOLT
70. BOLT 170. CLAMP
75. CLAMP 175. BOLT
80. CLAMP 180. BRACKET
85. CLAMP 185. LEAD ASSEMBLY
95. BRACKET 195. N1 TRANSDUCER
100. NUT
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July 31/95


1. B. (7) Apply a light coating of anti-seize compound to threads of bolts for securing brackets.
(8) [5BR-1C, 5BR-2C] Position fire detector wire brackets, and mounting brackets on
outer flange of interstage transition duct and secure with bolts and nuts. Tighten bolts
(10) to 125 inch-pounds torque. Tighten bolts (35 and 50) to 60 inch-pounds torque.
(See Figure 202.)
(9) [5BR-1H] Position fire detector wire brackets, and mounting brackets on outer flange
of interstage transition duct and secure with bolts and nuts. Tighten bolts (5 and 12) to
125 inch-pounds torque. Tighten bolts (17, 35, and 50) to 60 inch-pounds torque.
(See Figure 202.1.)
UP833486
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Nov 26/03


5. NUT 35. BOLT

10. BOLT 40. WASHER (SPACER)
25. MOUNTING BRACKET 50. BOLT
30. NUT 55. BRACKET
[5BR-1C, 5BR-2C] Mounting Bracket Installation

Figure 202
UP833486
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July 31/95


[5BR-1H] Mounting Bracket Installation

Figure 202.1
UP833486
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July 31/95


5. BOLT 27. PLATE

10. BRACKET 30. MOUNTING BRACKET
12. BOLT 35. BOLT
15. BRACKET 40. WASHER (SPACER)
*22. RIVET 50. BOLT
*25. NUT PLATE 55. BRACKET
*NOT REMOVED AT MAINTENANCE LEVEL

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July 31/95


2. Inspection/Check
A. Inspection of Brackets
(1) Inspect brackets for bends or cracks. Inspect threaded parts for crosse, galled, or
peened threads. Check clamps for worn or missing cushions.
(2) Replace parts that do not meet inspection requirements.
UP833486
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July 31/95


LP TURBINE MODULE INSTALLATION

Turbine Wheel Facilitates disengagement of turbine wheel. 285845-2-1/-3-1
Mechanical Puller (Replaced by
831168-1)
LP Turbine Module Supports LP turbine module. 289787-1
Holder
Alignment Fixture
Stretching Fixture
(Refer to 72-ST-01,
Special Tool Pamphlet for
maintenance instruc-
tions.)
Low Pressure Shaft Stretches tie shaft. 293003-2
Stretching Fixture
(Refer to 72-ST-04,
Special Tool Pamphlet for
maintenance instruc-
tions.)
LP Module Shaft Stretch Used to measure tie shaft stretch dimension. 293613-1
Gage
Stack Dimension Gage Used when verifying minimum curvic stacking 296079-1
distance.
Propulsion Shaft Holder Used to separate LPT1 or LPT2 rotor assem- 831168-1
Assembly bly from rotating seal. (Replaces
285845-2-1/-3-1)
UP833486
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Nov 26/03



CARBON.
Eddy current instrument Commercially available
(Capable of sweep display and operation of 4
Mhz or greater.)
Rd, Danbury, CT 06810
*Oil (WD-40) (Alternate for carburetor cleaner WD-40 Co, 1061 Cudahy Pl, San Diego, CA
(Gumout)) 92110
Probe and cable (US-1517A) UniWest, 330 W Clark St, Pasco, WA
99301-5677
Reference standard (2025350) (US-1539) UniWest, 330 W Clark St, Pasco, WA
99301-5677
Vibro-etch tool (Chicago Pneumatic Air Scribe, Commercially available
Part No. CP-9361)
UP833486
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June 9/06


5. TIE ROD NUT 10. LPT ASSEMBLY (MODULE)
Low Pressure Turbine (LPT) Module Installation

Figure 201
UP833486
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Apr 28/00


Curvic Coupling Teeth Alignment Check

Figure 202
UP833486
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July 31/95


CAUTION: USE CARE WHEN HANDLING COMPONENTS WITH CURVIC COU-
PLING AND KNIFE EDGE SEALS TO AVOID DAMAGE. REFER TO
70-00-00, STANDARD PRACTICES.
1. A. Removal of LPT Module

NOTE: Removal of low pressure tie rod nut requires a vibration check after
re-installation. Refer to 72-00-00, Adjustment/Test.
(2) Mark relative positions of shaft on turbine module and tie rod with silver pencil to aid
reassembly.
NOTE: Dimensions and respective positions recorded in the following steps

are for use at reassembly of the low pressure turbine module to en-
sure correct tie rod stretch and alignment of curvic coupling teeth.
Hand load the turbine module forward (with approximately 15 pounds

bine module third stage shaft to obtain Dimension D as shown in Figure 202. Record
Dimension D on work sheet in Table 203. Mark points used for measurement using
silver pencil.
(4) Take measurement from Surface A on thrust and exhaust nozzle to Surface C on end
of tie rod to obtain Dimension E as shown in Figure 202. Record Dimension E on work
sheet in Table 203. Mark points used for measurement using silver pencil.
UP833486
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July 31/95


Table 203. Tie Rod Stretch and Curvic Coupling Radial Alignment Worksheet
inch instead of asterisked (*) 0.015 inch for dimension comparison.
Keep worksheets for each LPT removal/installation performed with engine
maintenance (station/facility repair) records.
LPT Removal
Dim. D: A to B Tie rod stretched.
Dim. E: A to C Tie rod stretched.
Dim. F: A to B Tie rod unstretched (tie rod nut hand
tight).
Dim. G: A to C Tie rod unstretched (tie rod nut hand
tight).
LPT Installation
Dim. H: A to B Tie rod unstretched (tie rod nut hand
tight). Dimension H shall equal
Dimension F ±0.015* inch.
Dim. J: A to C Tie rod unstretched (tie rod nut hand
tight). Dimension J shall equal
Dimension G ±0.015* inch.
Dim. K: A to B Tie rod stretched.
Dim. L: A to C Tie rod stretched.
UP833486
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July 31/95


WARNING: DO NOT STAND BEHIND, ABOVE, OR BELOW SHAFT
OR ENGINE TIE ROD WOULD EXPEL FIXTURE AFT WITH
CONSIDERABLE FORCE.

ROD PORTION OF SHAFT STRETCH FIXTURE MUST BE

INSTALLED AND POSITIONED AS DESCRIBED IN THE FOL-
LOWING STEPS PRIOR TO APPLICATION OF PRESSURE TO
FIXTURE TO AVOID LOCKING ROD AGAINST NUT.
NOTE: If difficulties are encountered when removing the tie rod nut, 291960-3
fixture wrench (292375-1) may need to be replaced or reworked.
Contact Honeywell, Ground Support Equipment, about replacing/
reworking the wrench.
1. A. (5) Loosen tie rod nut as follows using 291960-3 fixture.
rod of fixture with a light coat anti-seize lubricant. Install brass nut of fixture onto
exposed threads of third stage shaft to protect threads during stretch of tie rod in
the following steps. Install brass nut to depth that positions aft face of nut 0.010
to 0.030 inch forward of end of third stage shaft.
(c) Thread fixture rod onto exposed threads of tie rod until fixture rod bottoms
against aft face of tie rod nut. Make reference mark on end of fixture rod to aid
step.
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Nov 30/06


CAUTION: A MINIMUM NUMBER OF NINE AND ONE-FOURTH
THE FOLLOWING STEP. IF LESS THAN NINE AND ONE-
FOURTH TURNS ARE COUNTED WHEN REMOVING
1. A. (5) (e) Thread fixture rod onto exposed threads of tie rod to bottoming position, ensuring

THREAD ENGAGEMENT AND CAUSE FAILURE OF TIE
ROD OR FIXTURE.
(f) Hold rotating group of engine stationary with hand and back rod out two and
to fixture.
(g) Slide wrench portion of fixture forward over fixture rod to engage tie rod nut.
assembly with fixture bushing and wing nut on end of rod, holding fixture forward
against third stage shaft of turbine module. Install bushing and wing nut to bot-
toming position, then back wing nut out one and one-half turns. Ensure rod
does not turn with wing nut.
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July 31/95


STEP, DO NOT EXCEED MAXIMUM PRESSURE SPECI-
FIED ON FIXTURE WARNING TAG.
used to loosen carbon deposits between nut and tie rod threads.
1. A. (5) (k) Turn fixture wrench to rotate tie rod nut counterclockwise. If tie rod nut will not
loosen, attempt to loosen nut as follows.

tie rod nut, and repeat Steps (i) through (k) to loosen nut.
2 If tie rod nut will not loosen after four repetitions of Step 1, repeat Steps (i)
hydraulic pressure.
3 Repeat Step 2 until tie rod nut is loosened, but do not exceed hydraulic

(m) Slowly relieve hydraulic pressure, then remove fixture.

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1. A. (6) Take measurement from Surface A of thrust and exhaust nozzle to Surface B of turbine
module third stage shaft to obtain Dimension F as shown in Figure 202. Record Di-
mension F on worksheet, Table 203. Ensure measurement is taken from points
marked during initial measurement.
(7) Take measurement from Surface A of thrust and exhaust nozzle to Surface C of tie rod
to obtain Dimension G as shown in Figure 202. Record Dimension G on worksheet,
Table 203. Ensure measurement is taken from points marked during initial measure-
ment.
(8) Remove LPT roller bearing in accordance with 72-50-01.
(9) Remove thrust and exhaust nozzle in accordance with Steps 1.A.(2) through 1.A.(5)
only, 72-50-02.
(10) Mark relative position of LPT module with silver pencil to aid in reassembly.
NOTE: LPT module weighs approximately 115 pounds.
(11) Remove tie rod nut. Remove LPT module.
NOTE: The 291926-1 fixture supports tie rod until LPT module is reinstalled.
(12) Install 291926-1 fixture on turbine interstage transition duct.

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PLINGS AND KNIFE EDGE SEALS TO AVOID DAMAGE. REFER TO
70-00-00, STANDARD PRACTICES, COMPONENT HANDLING.
NOTE: See Figure 203, 203.1, or 204 for location of components during the follow-
ing procedures.
1. B. Disassembly of LPT Assembly
(1) Install shoulder plug of 293613-1 gage in bore of 289787-1 holder. Install module on
shouldered plug with shaft end of module up.
(2) Install cylindrical shaft, gage rod, and sleeve of 293613-1 gage into shaft end of mod-
ule. Rotate gage to align slot in gage with cross of key inside tie shaft and seat gage
rod on ball in shouldered plug.
(3) Measure and record dimension from surface of cylindrical shaft to top of gage rod.
Record as Dimension A (Figure 204) on data sheet, Table 204.
(4) Measure and record dimension from surface of cylindrical shaft to top surface of curvic
coupling teeth on shaft and seal assembly. Record as Dimension B (Figure 204) on
data sheet, Table 204.
(5) Subtract Dimension A from Dimension B. Record result as Reference Stretched Curvic
Coupling Dimension on data sheet, Table 204, for use at reassembly.
(6) Remove components of 293613-1 gage and reinstall module on 289787-1 holder.
(7) Straighten tab of forward key out of slot in nut.

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Table 204. LPT Module Disassembly/Assembly Data Sheet

Dimension (Figure 204) or Calculation Result
Surface of cylindrical shaft to top surface of gage rod
(Dimension A): inch
Surface of cylindrical shaft to top surface of curvic coupling teeth
on shaft and seal assembly (Dimension B): inch
Dimension B − Dimension A = Stretched Curvic Coupling
Dimension: inch
Surface of cylindrical shaft to top of gage rod (Dimension C): inch
on shaft and seal assembly (Dimension D): inch
Dimension D − Dimension C = Unstretched Curvic Coupling
Dimension: inch
Surface of cylindrical shaft to top surface of gage rod
(Dimension E, Zero Stretch Dimension): inch
on shaft and seal assembly (Dimension F): inch
Dimension F − Dimension E: inch
Difference of result (Dimension F − Dimension E) and Reference
Unstretched Curvic Coupling Dimension: inch
(Difference shall not exceed 0.015 inch (same rotating parts
installed) or 0.024 inch (one or more replacement rotating parts
installed).)
Surface of cylindrical shaft to top of gage rod (Dimension G, Shaft
Stretch Dimension): inch
Shaft Stretch Dimension − Zero Stretch Dimension: inch
(Difference shall be 0.0076 to 0.0096 inch.)
on shaft and seal assembly (Dimension H): inch
Dimension H − Dimension G: inch
Difference of result (Dimension H − Dimension G) and Reference
Stretched Curvic Coupling Dimension: inch
(Difference shall not exceed 0.004 inch (same rotating parts
installed) or 0.024 inch (one or more replacement rotating parts
installed).)
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WARNING: DO NOT STAND ABOVE, BEHIND, OR BELOW SHAFT
OR TIE SHAFT WOULD EXPEL FIXTURE FROM SHAFT WITH
CONSIDERABLE FORCE.

TIE SHAFT IS NOT OVERSTRETCHED. ENSURE 293003-2
FIXTURE IS USED. USE OF SHAFT STRETCH FIXTURE OTH-
ER THAN PART NO. 293003-2 MAY OVERSTRETCH SHAFT OR
NOT PROVIDE SUFFICIENT STRETCH AT PRESSURES SPECI-
FIED.
1. B. (8) Loosen nut.
NOTE: When performing the following step, ensure large wing nut on
shaft stretch fixture does not bottom on fixture until expanding
collet is properly engaged in tie shaft.
(a) Clean threads of 293003-2 fixture components and mating threads for fixture on
engine component. Chase threads with tap or die if required. Lubricate threads
on threaded rod of fixture with a light coat of anti-seize lubricant. Install expand-
ing collet of fixture into internal diameter of tie shaft. Turn small wing nut on
fixture (to expand collet and engage internal shoulder of tie shaft) until collet is
tight inside shaft, then turn counterclockwise until collet is free to move.
(b) Secure hydraulic cylinder and adapter of 293003-2 fixture against taper of shaft
and seal assembly with large wing nut of fixture. Install large wing nut to bottom-
ing position, then back out large wing nut two turns.
(c) Use hand pressure to align cylinder of fixture concentrically with expanding collet
shaft, then apply sufficient pressure with hydraulic pump of fixture to support
cylinder in aligned position.
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LPT Assembly
Figure 203
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KEY TO FIGURE 203
5. SHAFT NUT 39. NOZZLE RETAINER

10. NUT LOCKING KEY (FWD) 40. LPT2 NOZZLE
15. SHAFT AND SEAL ASSEMBLY 45. CENTER SEAL RING (AFT)
20. FORWARD SEAL RING (WITHOUT (WITHOUT HOLES)
HOLES) 50. LPT2 ROTOR ASSEMBLY
25. LPT1 ROTOR ASSEMBLY 55. AFT SEAL RING (16 HOLES)
30. CENTER SEAL RING (FWD) 60. LPT3 NOZZLE
(WITHOUT HOLES) 65. TIE SHAFT
35. ROTATING SEAL 70. NUT LOCKING KEY (AFT)
36. BOLT 75. LPT3 ROTOR ASSEMBLY
37. LOCK PLATE
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5. SHAFT NUT 40. NOZZLE RETAINER

10. NUT LOCKING KEY (FWD) 45. LPT2 NOZZLE
15. SHAFT AND SEAL ASSEMBLY **50. LPT2 ROTOR ASSEMBLY
(CAPTURED “V” SEAL, AFT) (CAPTURED “V” SEAL, AFT)
(WITHOUT HOLES) (16 HOLES, 8 EACH SIDE)
20. LPT1 ROTOR ASSEMBLY 55. LPT3 NOZZLE
*25. ROTATING SEAL ASSEMBLY 60. TIE SHAFT
(CAPTURED “V” SEAL, FORWARD 65. NUT LOCKING KEY (AFT)
AND AFT) (WITHOUT HOLES)
70. LPT3 ROTOR ASSEMBLY
30. BOLT
35. LOCK PLATE
*[PRE SB TFE731-72-3576] CAPTURED “V” SEAL WITH 16 HOLES (FORWARD)

[POST SB TFE731-72-3576] CAPTURED “V” SEAL WITH NO HOLES (FORWARD)
**[POST SB TFE731-72-3595]
LPT Assembly
Figure 203.1
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1. B. (8) (d) Slowly continue to increase hydraulic pressure with hydraulic pump of fixture until
fixture pressure gage indicates 2300 psig.

used to loosen carbon deposits between nut and tie shaft
threads.
(e) Apply hand pressure to turn fixture wrench counterclockwise and loosen nut. If
tie shaft nut will not loosen, attempt to loosen nut as follows.

tie shaft nut, and repeat Steps (c) through (e) to loosen nut.
2 If tie shaft nut will not loosen after four repetitions of Step 1, repeat Steps (c)
through (e) with hydraulic pressure increased 50 psig over previously used
hydraulic pressure.
3 Repeat Step 2 until tie shaft nut is loosened, but do not exceed hydraulic

(f) Slowly relieve hydraulic pressure on fixture and remove fixture.
NOTE: Before proceeding, ensure nut on tie shaft is threaded onto tie shaft far
enough that nut will not interfere with seating of cylindrical shaft of
293613-1 gage on end of tie shaft.
(9) Install shouldered plug of 293613-1 gage in bore of 289787-1 holder. Install module on
shouldered plug.
(10) Install cylindrical shaft, gage rod, and sleeve of 293613-1 gage into shaft end of mod-
ule. Rotate gage to align slot in gage with cross of key inside tie shaft and seat gage
rod on ball in shouldered plug.
(11) Measure and record dimension from surface of cylindrical shaft to top of gage rod.
Record as Dimension C (Figure 204) on data sheet, Table 204.
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Measurements for Shaft Stretch and Curvic Teeth Alignment of LPT Module
Figure 204
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1. B. (12) Measure and record dimension from surface of cylindrical shaft to top surface of curvic
coupling teeth on shaft and seal assembly. Record as Dimension D (Figure 204) on
(13) Subtract Dimension C from Dimension D. Record result as Reference Unstretched

Curvic Coupling Dimension on data sheet, Table 204, for use at reassembly.
(14) Remove shaft nut.
CAUTION: MAKE SURE TO INSTALL SEAL RINGS PROPERLY. SEAL

RINGS MAY BE A COMPONENT OF THE ASSEMBLY (CAP-
TURED). ADDING SEAL RINGS WHERE COMPONENTS HAVE
CAPTURED SEAL RINGS COULD ADVERSELY AFFECT RO-
TOR(S) LIFE AND MAY RESULT IN MAJOR ENGINE DAMAGE.
IF DURING DISASSEMBLY SEAL RING(S) WERE FOUND TO BE

IMPROPERLY INSTALLED, CONTACT HONEYWELL COMPLETE
CUSTOMER CARE CENTER, FOR DISPOSITION OF ROTOR
ASSEMBLY.
NOTE: Index relative position of components before and during disassembly

using silver pencil to aid reassembly.
The term “captured” seal ring is used to identify a seal ring that is a
component of an assembly.
Personnel performing the removal of seal rings or the removal of as-

semblies with captured seal rings (Steps 1.B.(15), (16), (18), (20), (21),
and (24)) shall record the applicable information required on Table 204A
followed by the verification (signature, initials, or stamp) of another
qualified individual. File completed data sheet with engine records.
(15) Remove shaft and seal assembly. Record and verify, as item D1 on data sheet, Table
204A, that a seal ring (with or without holes) or no seal ring is installed between the
shaft and seal assembly and the LPT1 rotor assembly and the number of holes in the
seal ring (even if seal ring is captured on shaft and seal assembly). Proper installation
is a seal ring without holes.
NOTE: If seal ring is a component of the shaft and seal assembly, do not re-
move seal ring.
(16) If forward seal ring is installed and is not a component of the shaft and seal assembly,
remove seal ring.
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Table 204A. LPT Assembly Seal Ring (V-Seal) Data Sheet

CAUTION: IMPROPER INSTALLATION OF SEAL RING(S) (V-SEAL) COULD
ADVERSELY AFFECT ROTOR(S) LIFE AND MAY RESULT IN MAJOR
ENGINE DAMAGE.
ITEM DESCRIPTION
RECORD AND VERIFY POSITION OF SEAL RING WITHIN TURBINE ASSEMBLY AT

REMOVAL. (Refer to Steps 1.B.(15), (17), (20), and (23).)
(Check applicable items)
Without No. of
Yes No Holes Holes
D1 Forward Seal Ring VERIFIED BY
E1 Forward Center Seal
Ring VERIFIED BY
F1 Rotating Seal
(Cooling Holes
Facing LPT1 Rotor
Assembly) N/A N/A VERIFIED BY
G1 Aft Center Seal
Ring VERIFIED BY
H1 Aft Seal Ring VERIFIED BY

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Table 204A. LP Turbine Assembly Seal Ring (V-Seal) Data Sheet (Cont)
ITEM DESCRIPTION
INSTALLATION. (Refer to Steps 1.E.(1)(f), (i), (j), (o), (p), and (s).)
H2 (55, Figure 203) Aft Seal Ring
(16 Holes, eight each side) INSTALLED BY VERIFIED BY
H2 [Post SB TFE731-72-3595]
(Component of 50, Figure
203.1) Captured Seal Ring (16
Holes, Cooling Holes Facing
LPT3 Rotor Assembly) VERIFIED BY
G2 (45, Figure 203) Aft Center
Seal Ring (WITHOUT HOLES) INSTALLED BY VERIFIED BY
G2 (Component of 25, Figure
203.1) Captured Seal Ring
(WITHOUT HOLES) VERIFIED BY
F2 (35, Figure 203) Rotating Seal
(Cooling Holes Facing LPT1
Rotor Assembly) INSTALLED BY VERIFIED BY
F2 (25, Figure 203.1) Rotating
Seal With Captured Seal Ring
(Cooling Holes Facing LPT1
Rotor Assembly) VERIFIED BY
E2 (30, Figure 203) Forward
Center Seal Ring (WITHOUT
HOLES) INSTALLED BY VERIFIED BY
E2 [Pre SB TFE731-72-3576]
203.1) Captured Seal Ring (16
holes Facing LPT1 Rotor
Assembly) VERIFIED BY
E2 [Post SB TFE731-72-3576]
D2 (20, Figure 203) Forward Seal
Ring (WITHOUT HOLES) INSTALLED BY VERIFIED BY
D2 (Component of 15, Figure
NOTE: File completed data sheet with engine maintenance records.

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NOTE: If curvic couplings of rotating components will not disengage when
performing Steps (17), (20), and (22), use a torch and apply heat to
internal side of couplings at one point only, then allow to cool, or disen-
gage curvic couplings (except LPT3 curvic coupling) using a
285845-2-1/-3-1 mechanical turbine wheel puller.
1. B. (17) Remove LPT1 rotor assembly.
(a) Record and verify, as item E1 on data sheet, Table 204A, that a seal ring (with or
without holes) or no seal ring is installed between the LPT1 rotor assembly and
the rotating seal and the number of holes in the seal ring (even if seal ring is
captured on rotating seal).
(b) Upon removal of the LPT1 rotor assembly, ensure Service Bulletin
TFE731-72-3576 has been complied with.
NOTE: If seal ring is a component of the rotating seal, do not remove seal ring.
(18) If forward center seal ring is installed and is not a component of the rotating seal, re-
move seal ring. Proper installation is as follows:
(30, Figure 203) Without holes.
[Pre SB TFE731-72-3576] (Component of 25, Figure 203.1) With

16 holes facing LPT1 rotor assembly.
[Post SB TFE731-72-3576] Component of 25, Figure 203.1) With-

out holes.
(19) Remove bolts, lock plates, and nozzle retainers securing LPT2 nozzle to LPT3 nozzle.
(See Figure 203 or 203.1.)
(20) Remove LPT2 nozzle and rotating seal.
(a) Record and verify, as item F1 on data sheet, Table 204A, that cooling holes in
rotating seal are facing aft side of LPT1 rotor assembly.
(b) Record and verify, as item G1 on data sheet, Table 204A, that a seal ring (with or
without holes) or no seal ring is installed between rotating seal and LPT2 rotor
assembly and the number of holes in the seal ring (even if seal ring is captured
on rotating seal). Proper installation is a seal ring without holes.
(c) Upon removal of the rotating seal, ensure Service Bulletin TFE731-72-3576 has
been complied with.
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NOTE: If seal ring is a component of the rotating seal, do not remove seal ring.
1. B. (21) If aft center seal ring is installed and is not a component of rotating seal, remove seal
ring.
(22) Remove LPT2 rotor assembly.
(23) Remove LPT3 nozzle assembly. Record and verify, as item H1 on data sheet, Table
204A, that a seal ring (with or without holes) or no seal ring is installed between LPT2
and LPT3 rotor assemblies and the number of holes in the seal ring (even if seal is
captured on LPT2 rotor assembly). Proper installation is as follows:
(55, Figure 203) 16 holes, 8 each side.
(Component of 50, Figure 203.1) 16 holes facing LPT3 rotor

assembly.
(24) If aft seal ring is installed and is not a component of LPT2 rotor assembly, remove seal
ring.
(25) If requirements are not as specified in Steps 1.B.(15), (17), (20), and/or (23), contact
Honeywell, at the address below, for disposition of rotor assembly.

Complete Customer Care Center
M/S 26-06/2102-323
P.O. Box 29003
Telephone: (800) 601-3099 (U.S.A.)
NOTE: Removal of tie shaft from LPT3 rotor assembly, Steps (26) and (27), is
not necessary unless required for parts replacement.
(26) Straighten tab of aft nut locking key out of slot in LPT3 rotor assembly.
(27) Unthread tie shaft from LPT3 rotor assembly and remove aft nut locking key from tie
shaft.
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LPT Blade Marking (Typical)

Figure 204.1
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NOTE: The following procedure is for tracking the amount of hours accumulated for
a turbine blade and is to be accomplished only when performing a Major
Periodic Inspection.
1. C. [MPI] Marking of LPT Rotor Assembly Blades
NOTE: The marking of turbine blades shall be accomplished prior to removing

blades (if required) from disc.
Refer to Service Bulletin TFE731-72-3494 to determine the amount of

marks to be etched onto each blade of the LPT rotor assembly.
(1) If performing Major Periodic Inspection, mark all LPT1, LPT2, and LPT3 blades using
the following criteria. (See Figure 204.1.)
(a) If a blade has no markings, perform the following.
1 Initiate an identifier mark no more than 0.100 inch in from the right edge of
the platform, and completely etch that portion of the platform.
2 Refer to Service Bulletin TFE731-72-3494 to determine the amount of

marks to be etched on the left-hand side of each blade platform.
(b) If blade already has etch marks, determine the amount of additional marks to be
etched onto each blade platform using the instructions for continued compliance
specified in Service Bulletin TFE731-72-3494.
(c) Blade marks are to be etched using a Chicago Pneumatic air scribe vibra-etch
tool or equivalent.
NOTE: Careful placement of etch marks onto the blade platform will
insure that the maximum amount of marks (13 to 15 marks) can
be etched onto the blade.
(d) Marks should be initiated at the left-hand side of the platform.
(e) Each mark shall consist of a single vertical line.

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LP Turbine Rotating Group Minimum Curvic Stacking Distance

Figure 205
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NOTE: The following procedure shall be accomplished only if any component of
the LP turbine rotating group other than those removed at disassembly are
installed, or if curvic coupling on any rotating components to be installed
has been reworked, (i.e. curvics reground).
1. D. Minimum Curvic Stacking Distance Verification
(1) Install LPT3 rotor assembly on 296079-1 stack dimension gage with curvic end up.
CAUTION: WHEN INSTALLING LPT1 AND LPT2 ROTOR ASSEMBLIES, IN

THE FOLLOWING STEPS USE CARE NOT TO INSTALL ROTOR
ASSEMBLIES ON STACK DIMENSION GAGE FACING WRONG
DIRECTION. AIRFOIL TRAILING (AFT) EDGE OF BLADES ARE
SLIGHTLY LONGER THAN AIRFOIL LEADING (FORWARD)
EDGE OF BLADES. INSTALL ROTOR ASSEMBLIES ON GAGE
WITH AIRFOIL TRAILING (AFT) EDGE DOWN (FACING BASE
OF STACK DIMENSION GAGE). THE LPT2 ROTOR ASSEMBLY
IS ALSO STAMPED AFT, AND STAMPED SIDE MUST BE
INSTALLED FACING LPT3 ROTOR ASSEMBLY.
NOTE: When performing the following step, assemble components as in-

dexed at disassembly. When an indexed rotating component has
been replaced, assemble replacement component with high tooth
markings (V or I) on mating curvic couplings located 180 degrees
apart.
(2) Install LPT2 rotor assembly, with side stamped aft facing LPT3 rotor assembly. (Airfoil
trailing (aft) edge of blades facing LPT3 rotor assembly.)
KEY TO FIGURE 205
15. SHAFT AND SEAL ASSEMBLY 50. LPT2 ROTOR ASSEMBLY

25. LPT1 ROTOR ASSEMBLY 75. LPT3 ROTOR ASSEMBLY
40. ROTATING SEAL
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1. D. (3) Install rotating seal on LPT2 rotor assembly.
(4) Install LPT1 rotor assembly on rotating seal with trailing (aft) edge of blades facing
rotating seal.
(5) Install shaft and seal assembly on LPT1 rotor assembly.
NOTE: Record results of LP turbine module curvic stacking distance. (Refer

to Table 204.)
(6) Perform curvic stacking distance calculation. (See Figure 204.)
(a) Record gage dimension stamped on base of 296079-1 stack dimension gage.
Record as Dimension B.
NOTE: If shaft and seal assembly, rotating seal, and/or LPT2 rotor as-
sembly have seal rings (V-seals) installed at curvic couplings
(captured), sufficient force must be applied to the stacked com-
ponents to ensure that curvic couplings with seal rings installed
are completely engaged with curvic couplings of adjacent compo-
nents when measuring Dimension A.
(b) Using depth micrometer measure from top of gage rod to upper surface of shaft
and seal rotor assembly curvic tooth and record as Dimension A.
(c) To obtain curvic stacking distance, subtract Dimension A recorded in Step (b)
from gage Dimension B recorded in Step (a). Difference shall be as follows:
[Pre SB TFE731-72-3657] 12.515 inches minimum.
[Post SB TFE731-72-3657] 12.440 inches minimum.
(d) If curvic stacking distance is less than the requirements shown in the previous
step. replace part(s) as required to meet minimum dimension.
(7) Remove shaft and seal assembly, LPT1 rotor assembly, rotating seal, and LPT2 rotor
assembly from LPT3 rotor assembly.
(8) Remove LPT3 rotor assembly from 296079-1 stack dimension gage.
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1. E. Assembly of LPT Module (See Figure 203)
CAUTION: ENGINE LOG BOOK (LIFE LIMITED PART LOG) SPECIFIES

AMOUNT OF MATERIAL REMOVED FROM BLADES OF THE
LPT3 ROTOR ASSEMBLY SINCE ROTOR ASSEMBLY WAS
LAST BALANCED. IF TOTAL AREA IS GREATER THAN 0.0375
SQUARE-INCH, RETURN LPT3 ROTOR ASSEMBLY TO AN
AUTHORIZED HEAVY MAINTENANCE FACILITY.
USE CARE WHEN HANDLING COMPONENTS WITH CURVIC

COUPLINGS AND KNIFE EDGE SEALS TO AVOID DAMAGE.
REFER TO 70-00-00, STANDARD PRACTICES, COMPONENT
HANDLING.
(1) Assemble components.
Check Point 125: A. Verify recorded serial numbers of rotor discs of

three LPT rotor assemblies.
Items 25, 50, 75, Figures 203.
Items 20, 50, 70, Figure 203.1.
B. Verify recorded serial number of rotating seal.
Item 35, Figures 203.
Item 25, Figure 203.1.
(a) Place LPT3 rotor assembly in 289787-1 holder with curvic side up.
NOTE: The following step is required only when tie shaft has been re-
moved from the LPT3 rotor assembly.
(b) Position new aft nut locking key with cross inside tie shaft, then bend tab of aft
nut locking key into slot in external threads of tie shaft. Coat threads of tie shaft
with anti-seize compound and install tie shaft fully into LPT3 rotor assembly.
Count number of turns required to bottom tie shaft. Seven turns or more indi-
cates tie shaft is fully bottomed. Back tie shaft out one and one-half or two turns
from bottom position and lock position by bending tab of aft nut locking key into
slot in LPT3 rotor assembly.
(c) Visually confirm aft nut locking key is securing position of the shaft.
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NOTE: When performing the following step, assemble components as
indexed at disassembly. When an indexed rotating component
has been replaced, assemble replacement component with high
tooth markings (V or I) on mating curvic couplings located 180
degrees apart.
1. E. (1) (d) Install LPT3 nozzle.
CAUTION: MAKE SURE TO INSTALL SEAL RINGS PROPERLY. SEAL

RINGS MAY BE A COMPONENT OF THE ASSEMBLY
(CAPTURED). ADDING SEAL RINGS WHERE COMPO-
NENTS HAVE CAPTURED SEAL RINGS COULD AD-
VERSELY AFFECT ROTOR(S) LIFE AND MAY RESULT IN
MAJOR ENGINE DAMAGE.
NOTE: Personnel performing the installation of seal rings or installing

assemblies with captured seal rings shall record the applicable
information requested on Table 204A followed by the verification
(signature, initials, or stamp) of another qualified individual.
(e) If aft seal ring is not a component of the LPT2 rotor assembly, install aft seal ring
(16 holes, 8 each side).
(f) Prior to installing LPT2 rotor assembly, record and verify, as item H2 on data
sheet, Table 204A, that aft seal ring is installed between LPT2 and LPT3 rotors
at installation (even if seal is captured on LPT2 rotor assembly). Proper installa-
tion is as follows:
(55, Figure 203) 16 holes, 8 each side.
(Component of 50, Figure 203.1) 16 holes facing LPT3 rotor

assembly.
Check Point 125: C. Verify proper installation of aft seal ring

(item H2).
CAUTION: WHEN INSTALLING LPT2 ROTOR ASSEMBLY IN THE

FOLLOWING STEP, USE CARE NOT TO INSTALL ROTOR
ASSEMBLY FACING WRONG DIRECTION. SIDE
STAMPED AFT MUST FACE LPT3 ROTOR ASSEMBLY.
AIRFOIL TRAILING (AFT) EDGE OF BLADES IS SLIGHTLY
LONGER THAN AIRFOIL LEADING (FORWARD) EDGE OF
BLADES.
(g) Place LPT2 rotor assembly in position on LPT3 rotor assembly. Ensure side of
LPT2 rotor assembly stamped aft faces LPT3 rotor assembly.
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1. E. (1) (h) If seal ring is not a component of the rotating seal, install aft center seal ring
(without holes).
(i) Prior to installing rotating seal, record and verify, as item G2 on data sheet, Table
204A, that aft center seal ring is installed between LPT2 rotor and rotating seal at
installation (even if seal ring is a component of the rotating seal).
Check Point 125: D. Verify proper installation of aft center seal

ring (without holes) (item G2).
(j) If forward center seal ring is a component of the rotating seal, record and verify,
as item E2 on data sheet, Table 204A, that forward center seal ring is installed
on forward side (LPT1 side) of rotating seal. Proper installation is as follows:
[Pre SB TFE731-72-3576] (Component of 25, Figure 203.1)

16 holes facing LPT1 rotor assembly.
[Post SB TFE731-72-3576] (Component of 25, Figure 203.1)

No holes.
(k) Install LPT2 nozzle, ensuring slots are properly located in mating tangs of LPT3
nozzle and that all three bolting connections are properly aligned.
(l) Coat threads of bolts (36, Figure 203, or 30, Figure 203.1) with anti-seize com-
pound.
(m) Secure LPT2 nozzle to LPT3 nozzle at all three locations using serviceable
nozzle retainers (39, Figure 203, or 40, Figure 203.1), new lock plates (35, Fig-
ure 203, or 37, Figure 203.1), and bolts (36, Figure 203, or 30, Figure 203.1).
Tighten bolts to 30 inch-pounds torque.
(n) Bend locking tabs of lock plates securing bolts. (See Figure 206.)
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Securing LPT2 Nozzle To LPT3 Nozzle

Figure 206
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Apr 28/00


NOTE: Rotating seal must be installed with holes facing the LPT1 rotor
assembly.
If installing rotating seal with seal rings as part of the assembly,

ensure the following LPT1 rotor assembly and rotating seal com-
bination is used:
LPT1 Rotor Assembly Rotating Seal

3075430-2/-4 3075432-2
3075447-2 3075596-1
1. E. (1) (o) Install rotating seal. (See Figure 203 or 203.1.)
Record and verify, as item F2 on data sheet, Table 204A, that rotating seal (with
16 holes) is installed with cooling holes facing LPT1 rotor assembly. Proper
installation of rotating seal is as follows:
(Turbine Assembly, Part No. 3075350-2) No seal rings

attached.
(Turbine Assembly, Part No. 3075350-5) Two seal rings cap-

tured. Aft without holes. Forward with 16 holes facing LPT1
rotor assembly.
(Turbine Assembly, Part No. 3075350-7) Two seal rings

captured. Both without holes.
(p) If seal ring (30, Figure 203) is not a component of the shaft and seal assembly,
install forward center ring (without holes) on forward side of rotating seal.
Record and verify, as item E2 on data sheet, Table 204A, that forward center
seal ring (without holes) is installed between LPT1 rotor assembly and rotating
seal at installation.
Check Point 125: E. Verify proper installation of forward center

seal ring (without holes) (item E2).
(q) Install LPT1 rotor assembly on rotating seal.
(r) If forward seal ring (20) is not a component of shaft and seal assembly, install
forward seal ring (without holes).
(s) Prior to installing shaft and seal assembly, record and verify, as item D2 on data
sheet, Table 204A, that forward seal ring is installed between LPT1 rotor and
shaft and seal assembly (even if seal ring is a component of shaft and seal
assembly) at installation.
Check Point 125: F. Verify installation of proper forward seal

ring (without holes) (item D2).
UP833486
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Aug 23/02



INSERT PAGE 5 OF 103 FACING 72-50-04, PAGE 230C.
Reason: To replace TR 72-232 (replaced TR 72-231 (added LPT1 rotor assembly and rotating seal part
numbers)).
The note before Step 1.E.(1)(o) is changed as follows:
NOTE: Rotating seal must be installed with holes facing the LPT1 rotor
assembly.
If installing rotating seal with seal rings as part of the assembly, make sure
that the following LPT1 rotor assembly and rotating seal combination is
used:
LPT1 Rotor Assembly Rotating Seal

3075430-2/-4 3075432-2
3075447-2 3075596-1
70080021-2 3075596-1
Page 5 of 103
UP833486
72-50-04 5 Oct 2020


1. E. (1) (t) Coat threads and face of nut and threads of tie shaft with anti-seize compound.
(u) Coat threads and face of nut and threads of tie shaft with anti-seize compound.
(v) Install new forward nut locking keys in slots of tie shaft.
(w) Install shaft and seal assembly on LPT1 rotor assembly, and install shaft nut on
tie shaft until finger tight.
(x) Apply hand pressure to forward end of module (to collapse V-shaped seal rings
installed between curvic couplings of module components), then tighten nut hand
tight.
NOTE: Before proceeding, ensure shaft nut on tie shaft is threaded onto
tie shaft far enough that shaft nut will not interfere with seating of
cylindrical shaft of 293613-1 gage on end of tie shaft.
(y) Remove assembled module from bore of 289787-1 holder. Install shouldered
plug of 293613-1 gage in bore of 289787-1 holder. Install assembled module on
shouldered plug.
(z) Install cylindrical shaft, gage rod, and sleeve of 293613-1 gage into shaft end of
module. Rotate gage to align slot in gage with cross of forward nut locking keys
inside tie shaft and seat gage rod on ball in shouldered plug.
(aa) Measure and record dimension from surface of cylindrical shaft to top surface of
gage rod. Record as Dimension E (Figure 204), Zero Stretch Dimension, on
Check Point 125: G. Verify zero tie shaft (65) stretch dimension.
(ab) Measure and record dimension from surface of cylindrical shaft to top surface of
curvic coupling teeth on shaft and seal assembly. Record as Dimension F (Fig-
ure 204) on data sheet, Table 204.
(ac) Subtract Dimension E from Dimension F and record result (Table 204). Compare
result with Reference Unstretched Curvic Coupling Dimension recorded at disas-
sembly (Step 1.B.(13)) and record difference (Table 204). If original rotating
components were reinstalled, compared dimensions shall be the same within
0.015 inch. If any replacement rotating components were installed, compared
dimensions shall be the same within 0.024 inch. If required, repeat Step (s)
using increased hand pressure to obtain required dimension.
UP833486
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Nov 26/03


OR TIE SHAFT WOULD EXPEL FIXTURE FROM SHAFT WITH
CONSIDERABLE FORCE.

SHAFT IS NOT OVERSTRETCHED. IF SPECIFIED STRETCH IS
TURE (NOT TO EXCEED SPECIFIED PRESSURE) SUFFICIENT
TO LOOSEN SHAFT NUT, RELIEVE HYDRAULIC PRESSURE
ON FIXTURE, AND REPEAT PROCEDURE. ENSURE 293003-2
FIXTURE IS USED. USE OF SHAFT STRETCH FIXTURE OTH-
ER THAN PART NO. 293003-2 MAY OVERSTRETCH SHAFT OR
NOT PROVIDE SUFFICIENT STRETCH AT PRESSURE SPECI-
FIED.
1. E. (2) Stretch tie shaft to obtain dimensional stretch of 0.0076 to 0.0096 inch using 293003-2
fixture.
NOTE: When performing the following step, ensure large wing nut on
shaft stretch fixture does not bottom on fixture until expanding
collet is properly engaged in tie shaft.
(a) Clean threads of 293003-2 fixture components and mating threads for fixture on
engine component. Chase threads with tap or die if required. Lubricate threads
on threaded rod of fixture with a light coat of lubricating compound. Install ex-
panding collet of fixture into internal diameter of tie shaft. Turn small wing nut on
fixture (to expand collet and engage internal shoulder of tie shaft) until collet is
tight inside tie shaft, then turn counterclockwise until collet is free to move.
(b) Secure hydraulic cylinder and adapter of fixture against taper of low pressure
shaft and seal assembly with large wing nut on fixture. Install wing nut to bot-
toming position, then back wing nut out two turns.
(c) Use hand pressure to align cylinder of fixture concentrically with expanding collet
shaft, then apply sufficient pressure with hydraulic pump of fixture to support
cylinder in aligned position.
UP833486
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Apr 28/00


1. E. (2) (d) Slowly continue to increase pressure with hydraulic pump of fixture until fixture
(e) Turn fixture wrench clockwise to tighten shaft nut hand tight.

(f) Slowly relieve hydraulic pressure on fixture and remove fixture.
(g) Install shouldered plug of 293613-1 gage in bore of 289787-1 holder. Install
assembled module on shouldered plug.
(h) Install cylindrical shaft, gage rod, and sleeve of 293613-1 gage into shaft end of
module. Rotate gage to align slot in gage with cross-key inside tie shaft and seat
rod on ball of shouldered plug.
(i) Measure and record dimension from surface of cylindrical shaft to top of gage
rod. Record as Dimension G (Figure 204), Shaft Stretch Dimension, on data
sheet. (Refer to Table 204.)

SURE SPECIFIED ON FIXTURE.
(j) Subtract Zero Stretch Dimension recorded in Step (1)(v) from Shaft Stretch
Dimension of previous step and record result. (Refer to Table 204.) Difference
(amount of shaft stretch) shall be 0.0076 to 0.0096 inch. Either tab on forward
nut locking keys shall be aligned with castellation on nut. If shaft stretch is less
than specified, repeat Steps (a) through (j) as required with hydraulic pressure
applied in Step (d) increased 100 psig at each repetition until specified stretch is
obtained. If either tab on forward nut locking keys cannot be aligned with cas-
tellation on shaft nut within specified stretch range, remove shaft nut (Steps
1.B.(8) and (14)) and repeat Steps (a) through (j) with new shaft nut installed.
UP833486
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Apr 28/00


1. E. (2) (k) Measure and record dimension from surface of cylindrical shaft to top surface of
curvic coupling teeth on shaft and seal assembly. Record as Dimension H.
(l) Subtract Dimension G recorded in Step (i) from Dimension H of previous step.
Compare result with Reference Stretched Curvic Dimension recorded at disas-
sembly (Step 1.B.(5)). If original rotating components were reinstalled,
compared dimensions shall be the same within 0.004 inch. If any replacement
rotating components were installed, compared dimensions shall be the same
within 0.024 inch. If tab on forward nut locking key cannot be aligned with cas-
tellation on shaft nut within specified stretch range, remove shaft nut and repeat
Steps (a) through (l) with new shaft nut.
Check Point 125: H. Verify tie shaft (65) stretch dimension.
(m) Bend tab on aligned forward nut locking key into nut castellation.
Check Point 125: I. Verify proper installation of nut locking key

(10).
UP833486
72-50-04 Page 230G

Apr 22/05



UP833486
72-50-04 Page 230H

Apr 22/05


1. F. Installation of LPT Module
(1) Remove 291926-1 fixture.
NOTE: Ensure tangs of LPT1 nozzle engage properly with slots on LPT2
nozzle when module is installed on engine. If index marks were made
at assembly of LPT1 nozzle, ensure marks are aligned.
Nozzle slots/tangs are not retained in position until module is properly

seated on engine. Disengagement will not permit module bolt circle to
seat on interstage turbine duct flange. Off-set in turbine module bolt is
at the 12 o’clock position.
(2) Position turbine module on engine, ensuring indexing marks on turbine module shaft
and tie rod are aligned. If turbine module shaft has no indexing marks, install turbine
module with high point marks (V or I) on mating curvic couplings 180 degrees apart.
Verify engagement by turning turbine module rotating group back and forth and noting
that fan rotor assembly rotates. With curvic couplings properly engaged, hand load
turbine module forward until tie rod nut is installed. Using solvent or degreaser, remove
index mark from turbine module shaft.
(3) Apply anti-seize lubricant to threads of tie rod and to threads and face of tie rod nut.
Install tie rod nut on tie rod hand tight. Wipe off any excess anti-seize lubricant and
ensure aft face of tie rod nut is clean.
(4) Install thrust and exhaust nozzle in accordance with Steps 1.B.(4) and 1.B.(5) only of
72-50-02.
(5) Install LPT roller bearing in accordance with 72-50-01.

UP833486
72-50-04 Page 231

Aug 23/02


of force) during all dimensional measurements of the following steps.
1. F. (6) Take measurement from Surface A on thrust and exhaust nozzle to Surface B on tur-
bine module third stage shaft to obtain Dimension H as shown in Figure 202. Record
Dimension H on worksheet, Table 203. Ensure measurement is taken from points
rod to obtain Dimension J as shown in Figure 202. Record Dimension J on worksheet,
Table 203. Ensure measurement is taken from points marked during removal.
NOTE: It is permissible that the dimensional requirement of the following step

be within 0.030 inch of measurement recorded in Steps 1.A.(6) and
(7) if components other than those removed at disassembly are
installed.
(8) Compare Dimension H (Step (6)) with Dimension F (Step 1.A.(6)) recorded at removal.
Compare Dimension J (Step (7)) with Dimension G (Step 1.A.(7)) recorded at removal.
Compared dimensions shall be equal within ±0.015 inch. If dimensions are not as
specified, curvic coupling teeth are not properly aligned. If required, remove thrust and
exhaust nozzle and repeat Steps (2) through (8) to obtain correct curvic coupling teeth
alignment.
Check Point 130: A. Verify recorded dimensions to determine that

curvic coupling teeth are aligned properly.
B. Verify recorded zero tie rod stretch dimensions.

UP833486
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July 31/95


OR ENGINE TIE ROD WOULD EXPEL FIXTURE AFT WITH
CONSIDERABLE FORCE.

TIE ROD IS NOT OVERSTRETCHED. IF SPECIFIED STRETCH
IS EXCEEDED, APPLY PRESSURE WITH SHAFT STRETCH
FIXTURE (NOT TO EXCEED PRESSURE SPECIFIED FOR
SHAFT STRETCH FIXTURE USED) SUFFICIENT TO LOOSEN
TIE ROD NUT, RELIEVE HYDRAULIC PRESSURE ON FIXTURE,
AND REPEAT PROCEDURE. ENSURE LOAD REACTS
THROUGH ROTATING GROUP AND NOT AGAINST STATIC
STRUCTURE. ENSURE PROPER SPECIAL TOOLING IS USED.
1. F. (9) Stretch tie rod as follows using 291960-3 fixture to obtain dimensional stretch of 0.0695
to 0.0715 inch.
rod of fixture with a light coat of anti-seize lubricant. Install brass nut of fixture
onto exposed threads of third stage shaft to protect threads during stretch of tie
rod in the following steps. Install brass nut to depth that positions aft face of nut
0.010 to 0.030 inch forward of end of third stage shaft.
UP833486
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Aug 23/02


1. F. (9) (d) Inspect aft face of tie rod nut to ensure presence of anti-seize lubricant. Pres-
step.
CAUTION: A MINIMUM NUMBER OF SEVEN THREADS SHALL BE

ENGAGED WHEN PERFORMING THE FOLLOWING
STEPS. IF LESS THAN SEVEN TURNS ARE COUNTED
WHEN INSTALLING FIXTURE ROD, DO NOT CONTINUE
PROCEDURE.
same number of threads are engaged as noted in Step (c). Do not back rod out
from this position.
(f) Slide wrench portion of fixture forward over fixture rod to engage tie rod nut.
against third stage shaft of turbine module. Install wing nut to bottoming position,
then back wing nut out one-fourth turn.
(h) Use hand pressure to align cylinder assembly of fixture concentrically with fixture
pressure gage indicates 2700 to 3000 psig. Turn fixture wrench clockwise to
seat tie rod nut hand tight. Support cylinder assembly of fixture with hand pres-
sure and slowly relieve pressure on fixture. Thread rod of fixture onto tie rod
until rod bottoms on tie rod nut. Engage fixture wrench on tie rod nut. Tighten
fixture wing nut on rod of fixture, then back out one-fourth turn.
(j) Align cylinder assembly of fixture concentrically with fixture rod, then apply suffi-
cient pressure with hydraulic pump of fixture to support cylinder in aligned posi-
tion.
(k) Slowly continue to apply pressure with hydraulic pump of fixture until fixture
UP833486
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Aug 23/02


1. F. (9) (l) Turn fixture wrench clockwise to tighten tie rod nut hand tight.

(m) Slowly relieve hydraulic pressure on fixture and remove fixture.

(n) Measure tie rod stretch to ensure tie rod has been stretched 0.0695 to 0.0715
inch. If stretch is less than specified, proceed as follows.
1 Thread fixture rod onto tie rod to bottomed position.
2 Carefully assemble adapter and cylinder assembly of fixture over rod, using
care not to damage exposed threads of third stage rotor shaft on LPT mod-
ule. Secure assembly with wing nut on end of rod, holding fixture forward
against third stage shaft of turbine module. Install wing nut to bottoming
position, then back wing nut out one-fourth turn.
3 Repeat Steps (e) through (h), (k), (l), and (m) with hydraulic pressure ap-
plied in Step (k) increased 50 psig at each repetition of procedure until
specified stretch is obtained. Do not exceed maximum hydraulic pres-
sure specified on fixture warning tag.
bine module third stage shaft to obtain Dimension K as shown in Figure 202. Record
Dimension K on worksheet, Table 203. Ensure measurement is taken from points
UP833486
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July 31/95


1. F. (11) Take measurement from Surface A on thrust and exhaust nozzle to Surface C on tie
rod to obtain Dimension L as shown in Figure 202. Record Dimension L on worksheet,
Table 203. Ensure measurement is taken from points marked during removal. Using
solvent or degreaser, remove index marks from thrust and exhaust nozzle, third stage
shaft, and tie rod.
Check Point 130: C. Verify recorded tie rod stretched dimensions.
D. Verify tie rod stretch is within tolerance.

UP833486
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July 31/95



Reason: To replace TR 72-232 (replaced TR 72-231 (changed the function and part number for the
turbine ring gage in Table 205)).
Turbine ring gage is changed as follows:
Turbine Ring Gage Set Used with 294130-2 for dimensional measurement of 296320-3/-4/-5/-7
LP rotor discs.
Page 6 of 103
UP833486
72-50-04 5 Oct 2020


2. Inspection/Check

Turbine Rotor Gage Set Allows dimensional measurement of discs of 294130-2
LP rotor assemblies.
Turbine Ring Gage Used with 294130-2 for dimensional measure- 296320-3/-4/-5
ment of third stage LPT rotor assembly.
“P” Point Inspection Allows for “P” point measurement of LPT rotor 831000-1
Gage Set discs.
Slot Location Gage Set Used with 831000-1 for “P” point measurement 831009-1
of LPT rotor discs.

A. Inspection of LPT Module
(1) When LPT module is not to be disassembled, inspect assembly as follows.
(a) Visually inspect portions of rotor assemblies which are visible for cracks, heat
erosion, and distortion. If cracks, heat erosion, or distortion is evident, disas-
semble module and inspect module components in accordance with Step (2).
(b) Visually inspect nozzles for cracks and distortion. If cracks or distortion is evi-
dent, disassemble module and inspect module components in accordance with
Step (2).
UP833486
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July 31/95

See TR
2. A. (2) When LPT module is disassembled, inspect components as follows.
(a) Inspect shaft and seal assembly.
1 Visually inspect curvic coupling teeth for handling/misassembly damage.

Refer to 70-00-00, Standard Practices.
2 Inspect honeycomb seal diameter mating with knife edge seals for damage,
both axially and on circumference. Refer to 70-00-00, Standard Practices
for inspection requirements.
3 Measure inside diameter of honeycomb seal and record on data sheet,

Table 206, as item A1. Measure honeycomb material at unworn area
approximately 0.10 inch aft of leading edge of honeycomb material.
4 Measure outside diameters of all three knife edge seal blades on rear seal
rotor (aft coupling) which mates with this seal. Record all three measure-
ments on data sheet, Table 206, as item A2.
5 Subtract three items A2 from items A1 to obtain seal clearance. Record on

data sheet, Table 206, as item A3. Clearance (A3) shall be no more than
0.020 inch for all three measurements.
6 Replace seal in accordance with Approved Repairs, if inspection require-

ments of Steps 1 thru 5 are not met.
7 If shaft and seal assembly has seal ring installed, inspect seal ring. (See
Figure 227.)
a Inspect for damage to sealing surfaces.
b Inspect seal ring for minimum free height by engaging curvic coupling
on mating rotating component.
c Verify that a load is required to compress seal ring.
d If inspection requirements are not met, replace seal ring in accordance

with Approved Repairs.
UP833486
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July 31/95



Reason: To add fluorescent penetrant inspection of LPT shaft curvic tooth root radii.
Use the following Steps 2.A.(2)(a)1, 1a, and 1b in lieu of existing Step 2.A.(2)(a)1 and add new Figure
206A.
1 Visually inspect shaft for cracks or obvious damage. If damage is evident or

suspected, remove seal and perform fluorescent penetrant inspection in
accordance with 70-00-00, Standard Practices. Cracks or indications not
acceptable.
1a Visually inspect curvic teeth for handling/misassembly damage. Refer to

70-00-00, Standard Practices.
1b Accomplish a focused, Level 4 fluorescent penetrant inspection of the LPT

shaft forward curvic tooth root radii (Figure 206A) in accordance with
70-00-00, Standard Practices. No indications allowed. If any curvic tooth
root radii indications are found, notify Honeywell Technical Operations Cen-
ter and return the part to Honeywell Product Support Engineering.

UP833486
Page 1 of 2
Nov 13/07

LPT Shaft Curvic Tooth Root Radii Focused Inspection

Figure 206A

UP833486
Page 2 of 2
Nov 13/07

Table 206. LPT Data Sheet
LIMIT (IN.) DIM. (IN.) DIM. (IN.) DIM. (IN.)

ITEM DESCRIPTION (MAX) (FORWARD) (CENTER) (AFT)
A1 Seal I.D.
2 Knife O.D.
3 Clearance 0.020
B1 Seal I.D.
2 Knife O.D.
3 Clearance 0.015
C1 Seal I.D.
2 Knife O.D.
3 Clearance 0.020

UP833486
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Aug 23/02


2. A. (2) (b) Inspect rotating seal.
1 Visually inspect curvic coupling teeth for handling/misassembly damage.

Refer to 70-00-00, Standard Practices.
2 Perform fluorescent penetrant inspection in accordance with 70-00-00,

Standard Practices. Replace part if any indications of cracks are noted.
3 Measure outside diameter of two knife edge seal blades on rotating seal.
Record on data sheet, Table 206, as items B2.
4 If rotating seal has seal rings installed, inspect seal rings. (See Figure 229.)
a Inspect for damage to sealing surfaces.
b Inspect seal rings for minimum free height by engaging curvic coupling
on mating rotating component.
c Verify that a load is required to compress seal rings.
d If inspection requirements are not met, replace seal ring(s) in accor-

(c) Visually inspect LPT2 and LPT3 nozzles. (See Figure 207.)
1 Inspect nozzle assembly for warpage.
2 Inspect vane convex and concave surfaces for nicks or dents.
3 Inspect vane leading and trailing edges for nicks.
4 Inspect for missing rivets and missing rivet locking collars.

UP833486
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July 31/95


NOTE: The inspection of LPT2 nozzle vanes for cracks (Step 5)
and the measurements of Dimension AA (Step 6) and
Dimension BB (Step 7) should start at the same location
on nozzle assembly.
If cracks are found during the visual inspection of the LPT2

nozzle assembly that exceed the specified limits, a fluores-
cent penetrant inspection is not required.
2. A. (2) (c) 5 Visually and by fluorescent penetrant inspection (70-00-00, Standard Prac-
tices), inspect each LPT2 nozzle assembly vane for cracks. (See Figures
207 and 208.)
a Using silver pencil, number vanes consecutively in a clockwise direc-

tion, starting with the first vane following the three vane nozzle seg-
ment. (See Figure 209.) Record the quantity of cracks and the longest
crack length within 0.150 inch of the outer shroud fillet area of each
vane onto the data recording sheet, Table 206A.
Cracks within approximately 0.150 inch of outer shroud fillet area are
acceptable but shall not exceed 5/32 inch in length and/or be on an
intersecting path. If any crack exceeds 5/32 inch in length, part is not
serviceable (scrap nozzle).
b Cracks on the remainder of each vane are acceptable but shall not
exceed 7/32 inch in length and/or shall not be on an intersecting path.
Any crack exceeding 7/32 inch in length or on an intersecting path,
part is not serviceable (scrap nozzle).
c Deleted.
d Deleted.
UP833486
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Apr 22/05


Nozzle Vane Inspection (Typical)

Figure 207
UP833486
72-50-04 Page 242

July 31/95


LPT2 Nozzle Deflection Inspection

Figure 208
UP833486
72-50-04 Page 243

July 31/95


2. A. (2) (c) 6 Inspect LPT2 nozzle for inner shroud deflection. Measure Dimension AA as
follows. (See Figure 208.)
a Start measurement at location between the three and four vane nozzle
segments shown in Figure 208.
b Measurements must be taken in a clockwise direction at 15 equally

spaced locations adjacent to inner shroud slots.
c Record results on data recording sheet, Table 206A.
d Dimension AA shall not be less than 1.389 inches at any of the 15

locations.
7 On LPT2 nozzle, inspect for inner shroud deflection. Measure Dimension

BB as follows. (See Figure 208.)
a Measure Dimension BB at a minimum of 8 circumferential locations

equally spaced around the aft edge of stepped-honeycomb seal.
Ensure measurement is taken from seal ring surface and not from
honeycomb surface. (See Figure 208.)
b Record results on data recording sheet, Table 206A.
c Dimension BB shall not be less than 1.175 inches at any of the 8

locations.
8 Inspect LPT3 nozzle vanes for cracks. Criteria for cracks are as follows.
a Multiple cracks in the leading and trailing edge of vanes are accept-
able, but cracks shall not be in an intersecting plane or exceed 5/32
inch in length.
b Cracks in the leading edge of vanes may extend forward into band or
shroud, but shall not exceed 7/32 inch in length.
9 Inspect shroud area (for rotor assembly blades) on nozzles for grooving of
shrouds (caused by blade rub). Grooving is acceptable if depth of grooving
is not greater than 0.040 inch.
UP833486
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July 31/95


Table 206A. LPT2 Nozzle Deflection and Crack Criteria Data Recording Sheet
Engine Serial No. Date
Nozzle Part No. Nozzle Serial No.
Nozzle Time Since New Facility
Vane Quantity of Longest Crack
Position Cracks Length Dimension AA Dimension BB
1 1) 1)
2
3
4
5 2)
6
7
8 2)
9 3)
10
11
12
13 4)
14
15
16 3)
17 5)
18
19
20
21 6)
22
23 4)
24
25 7)
26
27
UP833486
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Apr 28/00


Table 206A. LPT2 Nozzle Deflection and Crack Criteria Data Recording Sheet (Cont)
Vane Quantity of Longest Crack
Position Cracks Length Dimension AA Dimension BB
28
29 8)
30
31 5)
32
33 9)
34
35
36
37 10)
38 6)
39
40
41 11)
42
43
44
45 12) 7)
46
47
48
49 13)
50
51
52
53 14) 8)
54
55
56
57 15)
58
59
NOTE: Maintain data recording sheet with engine maintenance records.

UP833486
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July 31/95


2. A. (2) (c) 10 Inspect honeycomb seal diameter mating with knife edge seals for damage,
both axially and on circumference. Refer to 70-00-00, Standard Practices
for inspection requirements.
11 On LPT2 nozzle, measure both inside diameters of honeycomb seals and

record both measurements on data sheet, Table 206, as Item B1. Measure
honeycomb material at unworn area.
12 Subtract both Items B2 from Item B1 to obtain rotating seal clearance.

Record on data sheet, Table 206, as Item B3. Clearance (B3) shall be no
more than 0.015 inch for both measurements.
13 On LPT3 nozzle, measure all three inside diameters of honeycomb seals

and record all three on data sheet, Table 206, as Item C1. Measure honey-
comb material at unworn area.
14 Repair components in accordance with Approved Repairs, if inspection

requirements are not met.
UP833486
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July 31/95


CAUTION: ENGINE LOG BOOK (LIFE LIMITED PART LOG CARD)
SPECIFIES THE AMOUNT OF MATERIAL REMOVED
FROM BLADES OF LP THIRD STAGE TURBINE ROTOR
ASSEMBLY SINCE THE LAST BALANCING OF THE
ROTOR ASSEMBLY. IF TOTAL AMOUNT IS GREATER
THAN 0.0375 SQUARE-INCH, REFER TO APPROVED
REPAIRS FOR BALANCING.
2. A. (2) (d) Inspect LPT1, LPT2, and LPT3 rotor assemblies.
NOTE: Under certain conditions, individual turbine blades move

axially (forward or aft) far enough to make contact with
surrounding static components (blade walking). This
occurs if a blade retainer has straightened out or sepa-
rated. Blade walking is typically seen as a few blades (not
entire set) moving forward or aft.
1 Inspect LPT rotor assemblies for evidence of blade walking.
a (For first stage rotor assembly only) If all 64 turbine blades in rotor
assembly are rubbed on leading edge platform and have similar
amounts of rub, proceed to Step 2.
b Inspect each rotor assembly for cracked blade retainers. Cracked

blade retainers are not acceptable. Replace blade retainers in accor-
c Inspect each rotor assembly for separated or deformed blade retainer

tangs. If any rotor assembly has separated or deformed blade retainer
tangs, perform the following additional inspections. If blade retainer
tangs are acceptable, proceed to Step 2.
d For each turbine blade having a separated or deformed blade retainer

tang, inspect trailing edge platforms and blade airfoil leading and trail-
ing edges for rub marks. (See Figure 209, Detail A.) No rub marks
allowed.
UP833486
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Nov 26/03



INSERT PAGE 7 OF 103 THRU PAGE 38 OF 103 FACING 72-50-04, PAGE 248. THESE TR PAGES
REPLACE ALL PAGES FROM 72-50-04, PAGES 248 THRU 254D.
Reason: To replace TR 72-232 (replaced TR 72-231 (added blade retaining rivets design, changed
procedure for inspecting LP first, second, and third stage turbine rotor assemblies, changed
procedure for inspecting blade airfoil surfaces on first and second stage rotor assemblies,
added Part No. 3061823-2, changed steps for inspecting for nicks and dents, and replaced
steps and reformatted for clarity), changed procedure for inspecting LPT1 and LPT2 blade
diffused protective coating, and changed Figure 210.4) and to add thermoelectric probe
inspection process.
Steps 2.A.(2)(d) and (e1) are replaced as follows:
CAUTION: ENGINE LOG BOOK (LIFE LIMITED PART LOG CARD) SPECIFIES
THE AMOUNT OF MATERIAL REMOVED FROM BLADES OF LP
THIRD STAGE TURBINE ROTOR ASSEMBLY SINCE THE LAST
BALANCING OF THE ROTOR ASSEMBLY. IF TOTAL AMOUNT IS
GREATER THAN 0.0375 SQUARE-INCH (24.194 SQUARE-
MILLIMETER), REFER TO APPROVED REPAIRS FOR
BALANCING.
2. A. (2) (d) Inspect LP first, second, and third stage turbine rotor assemblies.
NOTE: Under certain conditions, individual turbine blades move axially

(forward or aft) far enough to make contact with surrounding static
components (blade walking). Blade retainers or blade retaining
rivets (as applicable) must be deformed or separated for blade
walking to have occurred. Blade walking is typically seen as a few
blades (not entire set) moving forward or aft.
1 Inspect turbine rotor assemblies for evidence of blade walking.
a (For first stage rotor assembly only) If all 64 turbine blades in

rotor assembly are rubbed on leading edge platform and have
similar amounts of rub, proceed to Step 2.
b Inspect each rotor assembly for cracked blade retainers or

cracked blade retaining rivets (as applicable). Cracked blade
retainers, or cracked blade retaining rivets (as applicable), are not
acceptable. Replace blade retainers or blade retaining rivets (as
applicable) in accordance with Approved Repairs.
c Inspect each rotor assembly for separated or deformed blade

retainers, or separated or deformed blade retaining rivets (as
applicable). If any rotor assembly has separated or deformed
blade retainers, or separated or deformed blade retaining rivets
(as applicable), perform the following additional inspections to
determine if turbine blade walking has occurred. If blade
retainers or blade retaining rivets (as applicable) are acceptable,
proceed to Step 2.
d For each turbine blade that has a separated or deformed blade

retainer, or blade retaining rivet (as applicable), inspect trailing
edge platforms and blade airfoil leading and trailing edges for rub
marks. (See Figure 209, Detail A.) No rub marks allowed.
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Low Pressure Turbine Blade Rub Inspection

Figure 209
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NOTE: Turbine blades not rejected in accordance with Step d are
serviceable if all other inspection criteria is met.
2. A. (2) (d) 1 e If rub has occurred at turbine blade airfoil trailing edge, or
only on a few blades at leading or trailing edge platform, and
the blade retainer or blade retaining rivet (as applicable) is
separated or deformed, blade walking has occurred.
Damaged blades and disc are to be scrapped. Record on
Life Limited Part Log Card that blade damage occurred due
to blade walking. Deblade rotor assembly in accordance with
Approved Repairs. Return disc, rejected blades, and Life
Limited Part Log Card to the following address for
engineering evaluation.

Distribution Center
Attention: Project Engineering, Dept 93-20
NOTE: The LPT1 nozzle deflector may shift just enough to start making
light contact on leading edge platform of some blades. Rub due to
contact with the LPT1 nozzle or the nozzle deflector is usually
seen as all 64 blades rubbed on the leading edge platform.
Provided these blades do not have separated or deformed blade
retainers, nozzle creep has occurred.
2 Inspect first stage rotor assembly for evidence of rub due to LPT1
nozzle creep.
a Rub marks on turbine blade leading edge platform are

acceptable if damage meets either of the following
requirements. (See Figure 209, Detail C.)
Dimension A is greater than or equal to 0.020 inch

(0.51 mm) and Dimension D does not exceed 0.040 inch
(1.02 mm).
or
Dimension A is greater than or equal to 0.030 inch

(0.76 mm) and Dimension D does not exceed 0.080 inch
(2.03 mm).
b If rub marks are present on turbine blade leading edge

platform, inspect deflector for evidence of contact in
accordance with 72-50-05, Figure 211.
c Rub marks on turbine blade airfoil leading or trailing edge, or

trailing edge platforms are not acceptable as the marks may
indicate that blade walking has occurred. (Refer to
72-50-04, Figure 209, Detail A.)
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2. A. (2) (d) 3 Inspect LPT1, LPT2, and LPT3 turbine blade tip shroud.
a Inspect for bent or damaged blade tip knife edges of outer

shroud of turbine blades. Minor damage on shroud caused
by blade rub is acceptable. Bent, nicked, worn, or dented
knife edges are acceptable, unless otherwise noted.
b Inspect tip shroud knife edges for cracks.
i. Cracks in LPT1 and LPT3 blade tip knife edges are not
allowed.
ii. Cracks on LPT2 blade tip knife edges caused by tip rub
are allowed if cracks are within ZONE A. (See Figure
209.1.) If knife edge cracks extend beyond ZONE A
(closer to the blade shroud), replace blade.
c Inspect LPT1, LPT2, and LPT3 turbine blade tip shroud for
excessively rounded corners at outer edge, Figure 209.2,
View H - H. Rounded corners exceeding a radius of 0.030
inch (0.76 mm) are unacceptable. Replace unacceptable
blades in accordance with Approved Repairs.
d Wear or fret of LPT1, LPT2, and LPT3 turbine blade tip

shrouds, Surface K, Figure 209.2, View H - H, is acceptable.
Cracks in turbine blade tip shrouds are not acceptable,
unless otherwise noted.
e Inspect turbine blade tip shroud Z-gap area for shingling

(one blade shroud riding over the top of an adjacent blade).
Shingling is not acceptable.
4 Perform fluorescent penetrant inspection of LPT1, LPT2, and LPT3

rotor assemblies in accordance with 70-00-00, Standard Practices
and the following.
a If third stage seal rotor (Figure 224.7) is removed from disc,

also perform fluorescent penetrant inspection of the disc seal
rotor mount flange. Pay particular attention to the area
around rivet holes in flange.
b On first stage disc, accomplish a focused fluorescent

penetrant inspection of the disc rim radius area on both sides
of disc. (See Figure 210.1.) No indications are acceptable.
c Cracks or indications in disc, blades, blade retainers, or blade

retaining rivets (as applicable) are not acceptable unless
otherwise noted.
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2. A. (2) (d) 5 Perform visual inspection of LPT1, LPT2, and LPT3 rotor assemblies
using 10X magnification. Pay particular attention to the fir tree areas
and area within one-half inch (12.7 mm) below shroud of turbine
blades. Cracks in disc, blades, and blade retainers or blade retaining
rivets (as applicable) are not acceptable unless otherwise noted.
(See Figure 210.)
6 If any LPT2 blades are rejected in Steps 3 through 5, contact

Honeywell Technical Operations Center. The rejected blades may be
requested for return to Honeywell for evaluation.
7 Visually inspect LPT1, LPT2, and LPT3 discs for nicks, dents, and
scratches. Refer to 70-00-00, Standard Practices, for acceptance
criteria.
8 Inspect curvic coupling teeth for handling/misassembly damage in

accordance with 70-00-00, Standard Practices.
LIMITS
DIM. A 0.060 inches (1.52 mm)
DIM. B 0.040 inches (1.02 mm)
LPT2 Blade, Part No. 3075424, Tip Knife Edge Crack Limits
Figure 209.1
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Low Pressure Turbine Rotor Assembly (Typical)

Figure 209.2
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Turbine Rotor Assembly Inspection

Figure 210
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First Stage Disc Focused Penetrant Inspection

Figure 210.1
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2. A. (2) (d) 9 Inspect LPT1 and LPT2 blade diffused protective coating as follows.
NOTE: The intent of the LPT1 and LPT2 blade diffused aluminide
protective coating inspection is to determine if the blade
parent material has been exposed.
NOTE: LPT1 and LPT2 blades are coated with a diffused

aluminide protective coating to protect against oxidation
and corrosion. When the coating is applied during the
manufacturing process, it bonds to the parent material and
forms a diffused layer that transitions from top coat
material to parent material. The top coat layer and the
diffused layer provide protection for the blade parent
material. During engine operation, the coating may erode
or oxidize resulting in a gradual loss (thinning) of the top
coat. In addition, corrosion may occur between the top
coat and diffused layer resulting in the lifting of the top
coat in the form of a corrosion blister, leaving the diffused
layer relatively intact. This results in small clusters of
individual corrosion blisters that will grow in size and
eventually merge to form patches of oxidized or missing
coating. (See Figure 210.2.) Continued oxidation thins
the diffused layer until parent material is exposed.
NOTE: See Figure 210.4 for blade part number and locations on
blades to be inspected for missing/corroded coating.
Any coating located outside of the indicated areas shown

in Figure 210.4 does not require coating inspection.
Do not mistake coating corrosion blisters with raised or

wrinkled coating caused by over-temperature. (See
Figure 210.6.)
a Visually inspect Zone A for oxidized, corroded, or missing

protective coating. Oxidized, corroded, or missing protective
coating in Zone A that exposes only the coating diffused layer
is acceptable. Oxidized, corroded, or missing protective
coating that exposes the parent material in Zone A is not
acceptable.
b Visually inspect Zone B for oxidized, corroded, or missing

protective coating. Oxidized, corroded, or missing protective
coating in Zone B that exposes coating diffused layer and/or
parent material is acceptable.
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NOTE: When evaluating coating loss to determine if the
diffused layer is exposed or if parent material is
exposed, a visual only inspection may not always
provide a reliable result. (See Figure 210.5 (Sheet
4), Example 3.) If the depth of the missing coating
is in question, the grit blast and heat tint process in
Step c and/or the thermoelectric probe inspection
process in Step d should be used to determine the
extent of the coating loss. If visual inspection
shows condition of coating is obviously serviceable,
heat tint and/or the thermoelectric probe inspection
process is not needed. (See Figure 210.5 (Sheet
2), Example 1A.) If visual inspection shows
condition of coating is obviously unserviceable,
heat tint and/or the thermoelectric probe inspection
process is not needed. (See Figure 210.5 (Sheet
2), Example 1B.)
c If the visual inspection does not provide a clear indication of

exposed parent material, perform special cleaning process
and heat tint inspection and/or the thermoelectric probe
inspection process on suspect blades as follows.
NOTE: Only facilities listed in Inspection/Repair Manual,

72-IR-02, APPENDIX 1 - INSPECTION, Method
No. 312A are approved to perform the Heat Tint
procedure. Send the suspect blades to a facility
approved to accomplish the grit blast/heat tint
procedure.
i. Process blades, as necessary, in accordance with

Inspection/Repair Manual, 72-IR-02, APPENDIX 1 -
INSPECTION, Method No. 312A.
ii. Evaluate processed blades as follows. (See Figures

210.4 and 210.5 (Sheets 1 through 4).)
 LPT1/LPT2 blades whose protective coating

shows only a Gold/Light Tan color without having
areas of darker contrast are fully coated and are
acceptable.

shows only a Gold/Light Tan color with areas of
contrast that are Tan/Medium Grey, without any
Blue/Dark Grey, have aluminide top coat loss into
the diffused layer and are acceptable.

shows any areas of Blue/Dark Grey, and show
contrasting colors Tan/Medium Grey and
Gold/Light Tan are eroded through all coating
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layers into parent material and are not acceptable
in Zone A, but are acceptable in Zone B.
iii. Evaluate processed blades with any areas of

blue/dark grey color in Zone A by performing a
thermoelectric probe coating inspection in
accordance with Step 9 d.
d If unsure if the parent material is exposed after visual

inspection, with or without performing the grit blast/heat tint
process, thermoelectric probe inspection of suspect blades
may be performed to determine whether parent material is
exposed. Perform thermoelectric probe inspection on suspect
blades in accordance with IRM, 72-IR-02, Appendix 1 -
Inspection, Method No. 313A. Disposition of each suspect
blade shall be based on the results of the thermoelectric
probe inspection.
i. Blades whose thermoelectric probe coating
inspection reading meets the allowable limit are
acceptable.
ii. Blades whose thermoelectric probe coating
inspection reading which do not meet the allowable
limit are not acceptable.
NOTE: The following procedure is intended for use only on
blades where visual or thermoelectric probe
inspection of the grit blasted/heat tinted (processed)
blades is inconclusive (suspect blades). Processed
blades that can be accepted or rejected by visual
inspection and/or the thermoelectric probe inspection
process do not need to be included in the following
step.
e If unsure if the parent material is exposed after visual
inspection of the grit blasted/heat tinted blades (suspect
blades) and/or after performing a thermoelectric probe
coating inspection; metallurgical evaluation of suspect blades
may be performed to determine whether the parent material
is exposed. Disposition of the remaining suspect blades shall
be based on the results of the metallurgical.
i. Sort the suspect blades in order of most severe
coating corrosion/coating loss to least severe, based
on the post grit blast/heat tint visual inspection.
NOTE: The following metallographic procedure
should only be performed by laboratories
familiar with industry standard best
practices for the sectioning, mounting,
polishing, etching, and evaluation of coated
components.
ii. Starting with the two blades having the most severe
coating corrosion/coating loss, cross section, mount,
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and prepare the mounted specimens for optical
evaluation of the blade coating.
iii. Evaluate the two prepared specimens through the
area of coating in question at magnification of 500X,
or greater, to determine whether the diffused layer or
parent material are exposed. (See Figure 210.3.) If
the parent material is not exposed, the remaining
blades, having similar or less severe coating
corrosion/coating loss, may be accepted based on
the evaluation of the two test specimens.
iv. If either test specimen does indicate the parent
material is exposed (see Figure 210.3), perform
Steps i. through iv. on the blade(s) having the next
less severe coating corrosion/coating loss. Continue
sectioning blades until two specimens are found that
show no exposed parent material. The remaining
blades in question (those with similar or less severe
coating corrosion/coating loss than the two test
specimens showing no exposed parent material) may
be accepted.
f Replace any blades that do not meet the requirements of
Step a, b, c, d, or e in accordance with Approved Repairs.
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Examples of Coating Defects

Figure 210.2
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Examples of Coating Loss (Typical)

Figure 210.3
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LPT1 and LPT2 Blade Coating Inspection Area

Figure 210.4
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Heat Tint Color Classification

Figure 210.5 (Sheet 1 of 4)
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Example 1

Figure 210.5 (Sheet 2)
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Example 2

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Example 3

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2. A. (2) (d) 10 Inspect LPT1 and LPT2 blades for evidence of exposure to over-
temperature as follows.
a Visually inspect blade for raised or wrinkled coating (see

Figure 210.6) or evidence of burning (heavy oxidation).
b Evidence of raised or wrinkled coating or evidence of burning

is not acceptable. Replace blades in accordance with
Approved Repairs.
Example of Blade Over-Temperature Wrinkled Coating (Typical)

Figure 210.6
NOTE: Nick and dent inspections should be accomplished visually,

without magnification, using a strong light.
2. A. (2) (d) 11 Inspect LPT1 blade airfoil surfaces for nicks or dents.
a Inspect LPT1 blade leading and trailing edges for nicks and
dents.
i. [All except 3060612] Nicks or dents on blade leading
and trailing edges are not acceptable and are not
repairable.
ii. [3060612 Only] Nicks or dents on blade leading and
trailing edges are not acceptable, but may be repairable if
damage can be repaired within the limits shown in Figure
210.7.
NOTE: [3060612 Only] Due to the critical nature of the
repair, this repair may only be accomplished by
Honeywell.
iii. [3060612 Only] Make sure the blade can be repaired
within the limits shown in Figure 210.7, then ship the
repairable blades to Honeywell at the following address
for blend repair and re-coating of blade.
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Distribution Center
b Inspect LPT1 blade concave/convex airfoil surfaces for nicks
or dents.
i. [All except 3060612] Nicks or dents on blade concave/
convex airfoil surfaces are not acceptable and are not
repairable.
ii. [3060612 Only] Nicks and dents are not acceptable, but
may be repairable if damage can be repaired within the
limits shown in Figure 210.7.
Honeywell.
Distribution Center
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NOTE:
Convex/Concave Airfoil Surfaces (Zone A):
• Blades with wrinkled, melted, or over-temperature exposure of coating are not repairable.
• Repairs may not be made at the same relative location on both convex and concave sides in Zone A.
• Repairs in Zone A may not exceed 0.003 inch (0.08 mm) deep.
• A maximum cumulative surface area 0.500 square-inch (322.58 square-mm) is permitted to be blended on each
side.
Leading and Trailing Edges (Zone B):
• Repairs may be made on both leading and trailing edges within Zone B.
• Repairs in Zone B may not exceed 0.010 inch (0.25 mm) deep.
• A maximum of three scattered repairs are permitted on each edge.
• The maximum cumulative length of blends on each edge may not exceed 0.30 inch (7.6 mm).
• A blend on the leading and trailing edge may not be done at the same height, as measured parallel to the blade fir
tree, on both leading and trailing edges.
• Minor leading/trailing edge surface roughness, 0.001 inch (0.03 mm) maximum depth, within the shaded areas is
repairable, with no restriction on blend width.
These repairs may only be accomplished once. If a blade is identified with an “R” on the outer tip shroud, between the
knife edge seals (View D-D, Detail E), the blade was previously repaired and may not be repaired again.
LPT1 Blade, Part No. 3060612, Repair Evaluation Limits

Figure 210.7
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NOTE: Nick and dent inspections in the following steps should be
accomplished visually without magnification using a strong light.
2. A. (2) (d) 12 Inspect LPT2 blade airfoil surfaces for nicks or dents.
dents.
i. [All except 3075424] Nicks or dents on blade leading
and trailing edges are not acceptable and are not
repairable.
trailing edges are not acceptable, but may be repairable if
damage can be repaired within the limits shown in Figure
210.8.
Honeywell.
Distribution Center
b Inspect LPT2 blade concave/convex airfoil surfaces for nicks
or dents.
i. [All except 3075424] Nicks or dents on blade concave/
convex airfoil surfaces are not acceptable and are not
repairable.
ii. [3075424 Only] Nicks and dents are not acceptable, but
may be repairable if damage can be repaired within the
limits shown in Figure 210.8.
Honeywell.
Distribution Center
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NOTE:
Convex/Concave Airfoil Surfaces (Zone A):
• Blades with wrinkled, melted, or over-temperature exposure of coating are not repairable.
• Repairs may not be made at the same relative location on both convex and concave sides in Zone A.
• Repairs in Zone A may not exceed 0.003 inch (0.08 mm) deep.
• A maximum cumulative surface area 0.500 square-inch (322.58 square-mm) is permitted to be blended on each
side.
Leading and Trailing Edges (Zone B):
• Repairs may be made on both leading and trailing edges within Zone B.
• Repairs in Zone B may not exceed 0.010 inch (0.25 mm) deep.
• A maximum of three scattered repairs are permitted on each edge.
• The maximum cumulative length of blends on each edge may not exceed 0.30 inch (7.6 mm).
• Measured parallel to the blade fir tree, a blend on leading/trailing edge may not be accomplished on the same
height as the opposite edge.
These repairs may only be accomplished once. If a blade is identified with an “R” on the outer tip shroud, between the
knife edge seals (View C-C, Detail D), the blade was previously repaired and may not be repaired again.
LPT2 Blade, Part No. 3075424, Repair Evaluation Limits

Figure 210.8
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2. A. (2) (d) 13 Inspect LPT3 blades for nicks and dents.
dents.
i. [3074755 Only] Nicks or dents on blade leading and

trailing edges are not acceptable, but may be repairable.
(See Figure 211 for damage and repair limits.)

trailing edges are not acceptable and are not repairable.
(See Figure 211A (Sheet 1 of 2).)
iii. [3060788 Only] Nicks or dents on blade leading and

trailing edges are not acceptable, but may be repairable.
(See Figure 211A (Sheet 2) for damage and repair limits.)
iv. [3061823 Only] Nicks or dents on blade leading and

trailing edges are repairable within Zone B if damage can
be repaired within the following limits. (See Figure
211C.)
• Damage in Zone B may be repaired where blend

depth does not exceed 0.010 inch (0.25 mm) deep.
• Cumulative blend repairs may not exceed 0.15 inch

(3.81 mm) on the length of the leading or trailing
edges. A maximum of three scattered repairs on
both the leading and trailing edges of the same blade
are permitted.
• Damage within 0.100 inch (2.54 mm) of the tip

shroud radius is not repairable.
• Damage within 0.100 inch (2.54 mm) of the root

radius is not repairable.
2. A. (2) (d) 13 b Inspect LPT3 blade concave and convex airfoil surfaces for
nicks and dents.
i. [All except 3061823] Nicks and dents on blade concave

and convex airfoil surfaces are not acceptable and are
not repairable.
ii. [3061823 Only] Nicks or dents on LPT3 blade concave

and convex airfoil surfaces are repairable within Zone A if
damage can be repaired within the following limits. (See
Figure 211C.)
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• Damage in Zone A may be repaired provided
damage may be removed by blending that does not
exceed 0.003 inch (0.08 mm) deep.
• Cumulative blend repairs may not exceed 0.500

square-inch (322.58 square-mm) on each side.
Repairs to both the concave and convex side of the
same blade is permitted.
• Damage within 0.100 inch (2.54 mm) of the tip

• Damage within 0.100 inch (2.54 mm) of the root

• Repair must maintain a 5:1 width to depth ratio, fair

smoothly into adjacent surfaces with no sharp edges,
and have a surface finish of 63 microinches or
better.
13a Deleted.
13b Deleted.
13c Deleted.
14 Inspect LPT3 rotor assembly knife edge seal for missing, broken, and
loose rivets.
a Missing, broken, or loose rivets are not acceptable.
b Repair missing, loose, or broken rivets in accordance with

Approved Repairs.
15 On LPT3 rotor assembly seal, measure all three outside diameters of

seal knife edges. Record all three measurements on data sheet,
Table 207, as items C2.
16 Subtract three items C2 from items C1 to obtain LPT3 rotor assembly

seal clearances. Record on data sheet, Table 206, as items C3.
Clearance (C3) shall be between 0.006 and 0.020 inch (0.15 and
0.51 mm) for all three measurements.
CAUTION: SEAL ROTOR ATTACHED TO THIRD STAGE ROTOR

ASSEMBLY IS NOT REPLACEABLE AT THIS
MAINTENANCE LEVEL.
2. A. (2) (d) 17 If seal clearance criteria for LPT3 rotor assembly is not met and it is
determined that rotor assembly seal is cause, replace rotor assembly
seal in accordance with Inspection/Repair Manual, 72-IR-02.
18 Replace components in accordance with Approved Repairs if

inspection requirements are not met.
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Third Stage Turbine Rotor Assembly Blade Airfoil Inspection

(Part No. 3074755 Only)
Figure 211
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Figure 211A (Sheet 1 of 2)
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Figure 211A (Sheet 2)
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2. A. (2) (e1) [Post SB TFE731-72-3686] [MPI] Inspect LP 3rd Stage Turbine (LPT3)
Blade, Part No. 3060690-1/-2.
1 Perform a focused fluorescent penetrant inspection of the LPT3 rotor

assembly in accordance with 70-00-00, Standard Practices,
Paragraph 14. Pay particular attention to indicated areas marked
“LEADING EDGE” and “TRAILING EDGE” of the LPT3 blades as
shown in Figure 211B.
a Cracks or linear indications are not acceptable.
b If cracks or linear indications are found, mark the blade

numbers (aft looking forward, clockwise direction) on the
blade trailing edge airfoils to indicate the position (location)
on the LPT3 rotor assembly. Replace blades with cracks or
linear indications, along with the two adjacent blades, in
accordance with Approved Repairs, and return the removed
blades to the following address.

Distribution Center
2 Perform an eddy current inspection of the LPT3 blade leading edge in
accordance with instructions contained in Service Bulletin TFE731-
72-3686 and as shown in Figure 211B.
a Crack indications are not acceptable.
b If crack indications are found, mark the blade numbers (aft

looking forward, clockwise direction) on the blade trailing
edge airfoils to indicate the position (location) on the LPT3
rotor assembly. Replace blades with eddy current
indications, along with the two adjacent blades, in
accordance with Approved Repairs, and return the removed

Distribution Center
c Blades that have eddy current indication that obviously
results from FOD should be removed from service, but DO
NOT have to be returned to Honeywell with adjacent blades
as mentioned in previous Step 2.A.(2)(e1)2 b.
3 Make an entry on the LPT3 disc Life Limited Part Log Card indicating
types and results of inspections performed.
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Areas for Focused Inspection of LPT3 Blades

(Part No. 3060690-1/-2)
Figure 211B
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LPT3 Blade, Part No. 3061823, Repairable Limits

Figure 211C
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Low Pressure Turbine Blade Rub Inspection

Figure 209
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Nov 26/03


NOTE: Turbine blades not rejected in accordance with Step d
are serviceable if all other inspection criteria is met.
2. A. (2) (d) 1 e If rub has occurred at turbine blade airfoil trailing edge or only on a few
blades at leading or trailing edge platform, blade walking has occurred.
Damaged blades and disc are to be scrapped. Record on Life Limited
Part Log Card that blade damage occurred due to blade walking. De-
blade rotor assembly in accordance with Approved Repairs. Return
disc, rejected blades, and Life Limited Part Log Card to the following
address for engineering evaluation.
Distribution Center
NOTE: The LPT1 nozzle deflector may shift just enough to start
making light contact on leading edge platform of some
blades. Rub due to contact with the LPT1 nozzle or the
nozzle deflector is usually seen as all 64 blades rubbed on
the leading edge platform. Provided these blades do not
have separated or deformed blade retainers, nozzle creep
has occurred.
2 Inspect LPT1 rotor assembly for evidence of rub due to LPT1 nozzle creep.
a Rub marks on turbine blade leading edge platform are acceptable if
damage meets either of the following requirements. (See Figure 209,
Detail C.)
Dimension A is greater than or equal to 0.020 inch, and Dimension
D does not exceed 0.040 inch.
or
Dimension A is greater than or equal to 0.030 inch, and Dimension
D does not exceed 0.080 inch.
b If rub marks are present on turbine blade leading edge platform, in-
spect deflector for evidence of contact in accordance with 72-50-05,
Figure 211.
c Rub marks on turbine blade airfoil leading or trailing edge, or trailing
edge platforms are not acceptable as the marks may indicate that
blade walking has occurred. (Refer to 72-50-04, Figure 209, Detail A.)
3 Inspect turbine blade tip shroud for excessively rounded corners at outer
edge, Figure 209, View B − B. Rounded corners exceeding a radius of
0.030 inch are unacceptable. Replace unacceptable blades in accordance
4 Wear or fret of turbine blade tip shroud, Figure 209, View B − B, is accept-
able.
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2. A. (2) (d) 5 Inspect turbine blade tip shroud Z-gap area for shingling (one blade shroud
riding over the top of an adjacent blade). Shingling is not acceptable.
6 Perform fluorescent penetrant inspection of rotor assemblies in accordance

a If third stage seal rotor (Figure 222) is removed from disc, also perform
fluorescent penetrant inspection of the disc seal rotor mount flange.
Pay particular attention to the area around rivet holes in flange.
b Cracks or indications in disc, blades, or retainers are not acceptable.
7 Visually inspect disc for nicks, dents, and scratches. Refer to 70-00-00,
Standard Practices, for acceptance criteria.
8 Perform visual inspection of rotor assemblies using 10X magnification. Pay

particular attention to the area 1/2 inch below shroud of turbine blades.
Cracks in disc, blades, or retainers are not acceptable. (See Figure 210.)
9 Inspect for bent or damaged knife edges of outer shroud of turbine blades.
a Minor damage on shroud caused by blade rub is acceptable.
b Bent, nicked, worn, or dented knife edges are acceptable.
10 Inspect curvic coupling teeth for handling/misassembly damage in accor-

dance with 70-00-00, Standard Practices.
NOTE: LPT1 and LPT2 blade surfaces are coated. If subjected to

an overtemperature condition, the coating material may flow
which will result in a wrinkled or blistered indication. For-
eign material on blades should not be mistaken for wrinkled
or blistered coating material.
11 Inspect coated surfaces of LPT1 and LPT2 blades for raised, wrinkled, and
blistered coating material.
a Raised, wrinkled, or blistered coating material is not acceptable.
b If inspection requirements are not met, replace blades in accordance

NOTE: Airfoil dents or nicks on first, second, and third stage turbine
blades are not acceptable.
Airfoil repair limits shown in Figures 211 and 211A (Sheets 1

and 2) pertain only to the third stage turbine blades.
12 Inspect blade airfoil surfaces on first and second stage rotor assemblies for
nicks or dents. Nicks or dents on first and second stage blade concave/
convex airfoil surfaces and on blade leading and trailing edges are not
acceptable, and are not repairable. Nick and dent inspections should be
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LPT Rotor Assembly Inspection

Figure 210
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(All Except Part No. 3060690 and 3060788)
Figure 211
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Figure 211A (Sheet 1 of 2)
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accomplished visually without magnification using a strong
light.
2. A. (2) (d) 13 Inspect blade airfoil surfaces on third stage rotor assemblies for nicks and
dents. Nicks or dents on third stage blade concave/convex airfoil surfaces
are not acceptable and are not repairable.
13a [All except 3060690-1/-2 and 3060788-1] Nicks or dents on third stage
blade airfoil leading and trailing edges are not acceptable, but may be re-
pairable. See Figure 211 for damage and repair limits.
13b [3060690-1/-2 Only] Inspect blade leading and trailing edges on third stage
rotor assemblies for nicks and dents. Nicks or dents on third stage blade
airfoil leading and trailing edges are not acceptable and are not repairable.
(See Figure 211A, Sheet 1 of 2.)
13c [3060788-1 Only] Inspect blade leading and trailing edges on third stage
rotor assemblies for nicks and dents. Nicks or dents on third stage blade
airfoil leading and trailing edges are not acceptable except as indicated in
Figure 211A, Sheet 2.
14 Inspect LPT3 rotor assembly knife edge seal for missing, broken, and loose
rivets.
a Missing, broken, or loose rivets are not acceptable.
b Repair missing, loose, or broken rivets in accordance with Approved

Repairs.
15 On LPT3 rotor assembly seal, measure all three outside diameters of seal
knife edges. Record all three measurements on data sheet, Table 207, as
items C2.
16 Subtract three items C2 from items C1 to obtain LPT3 rotor assembly seal
clearances. Record on data sheet, Table 206, as items C3. Clearance (C3)
shall be between 0.006 and 0.020 inch for all three measurements.
CAUTION: SEAL ROTOR ATTACHED TO LPT3 ROTOR

ASSEMBLY IS NOT REPLACEABLE AT THIS
MAINTENANCE LEVEL.
17 If seal clearance criteria for LPT3 rotor assembly is not met and it is deter-
mined that rotor assembly seal is cause, replace rotor assembly seal in
accordance with Inspection/Repair Manual, 72-IR-02.
18 Replace components in accordance with Approved Repairs if inspection

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H H
TRAILING EDGE
LEADING EDGE − ZONE A (NO DAMAGE OR REPAIRS
(NO DAMAGE OR REPAIR ALLOWED)
ALLOWED)
0.030 IN. R
MAX TYP
SURFACE K
LEADING EDGE − ZONE B
0.700 IN.
0.050 IN.
(NO DAMAGE OR
REPAIR ALLOWED)
VIEW H −H
MINOR NICKS AND DENTS IN LEADING EDGE ZONE B HAVING A DEPTH OF 0.003 INCH
OR LESS ARE ACCEPTABLE AS IS (DO NOT REPAIR). NICKS OR DENTS IN
LEADING EDGE ZONE B THAT ARE DEEPER THAN 0.003 INCH ARE NOT
ACCEPTABLE AND NOT REPAIRABLE.
I48593

Figure 211A (Sheet 2)
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2. A. (2) (e1) [Post SB TFE731-72-3686] [MPI] Inspect LP 3rd Stage Turbine (LPT3) Blade,
Part No. 3060690-1/-2, as applicable.
1 Perform a focused fluorescent penetrant inspection of the LPT3 rotor as-

sembly in accordance with the Standard Practices, 70-00-00, Paragraph 14.
Pay particular attention to indicated areas marked “LEADING EDGE” and
“TRAILING EDGE” of the LPT3 blades as shown in Figure 211B.
a Cracks or linear indications are not acceptable.
b If cracks or linear indications are found, mark the blade numbers (aft
looking forward, clockwise direction) on the blade trailing edge airfoils
to indicate the position (location) on the LPT3 rotor assembly. Replace
blades with cracks or linear indications, along with the two adjacent
blades, in accordance with Approved Repairs, and return the removed

Distribution Center
2 Perform an eddy current inspection of the LPT3 blade leading edge in ac-
cordance with instructions contained in Service Bulletin TFE731-72-3686
and as shown in Figure 211B.
a Crack indications are not acceptable.
b If crack indications are found, mark the blade numbers (aft looking
forward, clockwise direction) on the blade trailing edge airfoils to indi-
cate the position (location) on the LPT3 rotor assembly. Replace
blades with eddy current indications, along with the two adjacent
blades, in accordance with Approved Repairs, and return the removed

Distribution Center
c Blades that have eddy current indication that obviously results from
FOD should be removed from service, but DO NOT have to be re-
turned to Honeywell with adjacent blades as mentioned in previous
Step 2.A.(2)(e1)2 b.
3 Make an entry on the LPT3 disc Life Limited Part Log Card indicating types
and results of inspections performed.
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Inspection of LPT3 Blades, Part No. 3060690-1/-2

Figure 211B
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2. A. (2) (e) Dimensionally inspect LPT1, LPT2, and LPT3 rotor assemblies as follows using
294130-2 gage set. (See Figure 212 or 213, as applicable.)
1 Ensure there are two areas on balance rim of disc 180 degrees apart where
material has not been removed for balancing. If there are not two areas 180
degrees apart where material has not been removed for balancing, proceed
to Step 10 or 11, as applicable.
NOTE: A separate data recording sheet must be used for each

LPT rotor assembly.
2 Using a separate data recording sheet for each LPT rotor assembly, record
on Table 206B the reference baseline dimension etched on the web area of
disc and/or from the Maintenance Record of Life Limited Part Log Card. If
reference baseline dimension cannot be determined by one of these meth-
ods, proceed to Step 10 or 11, as applicable.
CAUTION: 294130-2 GAGE SET IS PRECISION EQUIPMENT

AND CAN BE DAMAGED EASILY. USE EXTREME
CARE WHEN HANDLING GAGE SET TO PREVENT
DAMAGE. USE EXTREME CARE WHEN PLACING
GAGE ON CURVIC COUPLING OR ROTOR ASSEM-
BLIES TO PREVENT DAMAGE OF CURVIC COU-
PLING.
NOTE: Use of a 4-inch gage block is necessary in performing

measurements of LPT1 and LPT2 rotor assemblies to
prevent the gage portion of gage set from resting on tur-
bine rotor blade discouragers.
When dimensionally inspecting LPT3 rotor assembly,

proceed to Step 13.
3 Set a 4-inch gage block across aft side curvic coupling of LPT1 rotor assem-
bly. Rest gage portion of gage set on top of gage block. Using a separate
dial indicator, adjust position of measuring tips on gage portion to set upper
flat surface of each measuring tip 0.020 inch below flat surface (surface
above chamfer) of disc. Center of measuring tip will now be approximately
0.045 inch below flat surface of disc and approximately 0.015 inch below
bottom cut of chamfer. (See Figure 212.)
UP833486
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LPT1 and LPT2 Rotor Assembly Dimensional

Inspection Using Gage Set, Part No. 294130-2
Figure 212
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July 31/95


LPT3 Rotor Assembly Dimensional Inspection

Using Gage Set, Part No. 294130-2
Figure 213
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2. A. (2) (e) 4 With position of measuring tips established on LPT1 disc, install gage por-
tion on 7.388 inches diameter calibration ring of gage set 296320-5. Posi-
tion dial indicator on gage portion for zero indication at calibration ring diam-
eter.
5 Reinstall gage portion on aft face of rotor assembly with gage resting on
gage block across curvic coupling and upper surface of measuring tips
0.020 inch below flat surface of disc. (See Figure 212.) Ensure measuring
tips do not contact areas where material has been removed for balancing.
Recheck to be sure that center of measuring tips are below chamfer. If
adjustment of the measuring tips is necessary, recheck gage set dial indica-
tor for zero indication on ring gage.
6 Record dial indicator reading. Reading is difference measurement of cal-

ibration ring diameter and Diameter A (Figure 214). If reading is less than
zero, subtract reading from calibration ring diameter. If reading is greater
than zero, add reading to calibration ring diameter. If other areas exist
where balance material has not been removed, repeat measurement at two
more positions on rotor assembly, approximately equally spaced. Record
largest of the measurements. Result is measured Diameter A. Enter di-
mension (measured Diameter A), facility performing measurement and date
performed on Maintenance Record of Life Limit Part Log Card and Table
206B.
7 Subtract reference baseline dimension (Step 2) from measured Diameter A

(Step 6). Record difference as balance rim diametral growth dimension on
Table 206B.
8 Refer to Maintenance Record Life Limited Part Log Card and record on
Table 206B total operating hours on disc since new.
9 If balance rim measured dimension is -0.005 inch to +0.010 inch of refer-

ence baseline dimension, disc is acceptable. Record balance rim measured
dimension on Maintenance Record of Life Limited Part Log Card. If limit is
exceeded, proceed to Step 10 or 11.
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July 31/95



Reason: To replace TR 72-232 (replaced TR 72-231 (added Post SB TFE731-72-3768 and TFE731-
72-3769 instructions)).
Step 2.A.(2)(e)4 is changed and Step 2.A.(2)(e)4a is added as follows:
2. A. (2) (e) 4 [Pre SB TFE731-72-3768 and Pre SB TFE731-72-3769] With

position of measuring tips established on LPT first stage disc, install
gage portion on 7.388 inch (187.66 mm) diameter calibration ring of
296320-5 gage set. Position dial indicator on gage portion for zero
indication at calibration ring diameter.
4a [Post SB TFE731-72-3768 and Post SB TFE731-72-3769] With

position of measuring tips established on LPT first stage disc, install
gage portion on 7.270 inch (184.66 mm) diameter calibration ring of
296320-7 gage set. Position dial indicator on gage portion for zero
indication at calibration ring diameter.
Page 39 of 103
UP833486
72-50-04 5 Oct 2020



Reason: To replace TR 72-232 (replaced TR 72-231 (added Post SB TFE731-72-3768 and TFE731-72-
3769 gage setting for LPT1 disc)).
LPT disc gage settings are changed as follows:
Gage
Setting Disc
Diameter A
[Pre SB TFE731-72-3768 and Pre SB TFE731-72-3769] 7.388 LPT1
[Post SB TFE731-72-3768 and Post SB TFE731-72-3769] 7.270 LPT1
Diameter B 6.980 LPT2
Diameter C 6.181 LPT3
Page 40 of 103
UP833486
72-50-04 5 Oct 2020


Gage
Setting Disc
Diameter A 7.388 LPT1
Diameter B 6.980 LPT2
Diameter C 6.181 LPT3
LPT Rotor Assembly Dimensional Inspection

Figure 214
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July 31/95


Table 206B. LPT Rotor Assembly Dimensional Inspection Data Recording Sheet
Engine Model No. Date
Engine Serial No. Facility
Disc Part No. Disc Serial No.
First/Second/Third Stage Disc
Dimensional Inspection (Step 2.A.(2)(e))
Diameter A/B/C (Largest Measured Balance Rim Dimension)
Reference Baseline Dimension −
Balance Rim Diametral Growth Dimension =
Total Operating Hours on Disc Since New
Total Engine Operating Hours Since New (If Available)
Acceptable/Unacceptable

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2. A. (2) (e) 10 Perform the following if the requirements of Step 1, 2, or 9 are not met and
facility does not have 831000-1 “P” point inspection gage set and 831009-1
slot location gage set.
a Index location of largest Diameter A using silver pencil.
b If facility has capability to reblade and balance, remove blades. Send

disc, data recording sheet, Table 206B, and Life Limited Part Log Card
to a facility having required special capability and tooling for “P” point
inspection.
c If facility does not have capability to reblade and balance, send rotor
assembly, data recording sheet, Table 206B, and Life Limited Part Log
Card to a facility having special capability and tooling for “P” point
inspection.
11 Perform “P” point inspection in accordance with Step (f) if the requirements
of Step 1, 2, or 9 are not met and facility has 831000-1 “P” point inspection
gage set and 831009-1 slot location gage set.
12 Using a separate data recording sheet repeat Steps 1 through 11 for LPT2
rotor assembly (Diameter B of Figure 214), using 6.980 inches diameter
calibration ring 296320-4 and using aft side of rotor assembly for measure-
ments.
NOTE: LPT3 rotor assembly measurements are taken on the out-

side diameter (OD) versus inside diameter (ID) of LPT1 and
LPT2 rotor assemblies.
Use of 4-inch gage block is not required for LPT3 rotor

assembly measurements.
13 Install gage portion of gage set on aft side of LPT3 rotor assembly. Rest
gage portion of gage set across protruding shaft of rotor assembly. Using a
separate dial indicator, adjust position of measuring tips on gage portion to
set upper flat surface of each measuring tip 0.020 inch below flat surface
(surface above chamfer) of disc. Center of measuring tip will now be
approximately 0.045 inch below flat surface of disc and approximately
0.015 inch below bottom cut of chamfer. (See Figure 213.)
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2. A. (2) (e) 14 With position of measuring tips established install gage portion on 6.181 in-
ches diameter calibration ring of gage set 296320-3. Position dial indicator
on gage portion for zero indication at calibration ring diameter.
15 Reinstall gage portion on aft face of rotor assembly with gage resting across
protruding shaft of rotor assembly and upper surface of measuring tips
0.020 inch below flat surface of disc. (See Figure 213.) Ensure measuring
tips do not contact areas where material has been removed for balancing.
Recheck to be sure that center of measuring tips are below chamfer. If
adjustment of the measuring tip is necessary, recheck gage set dial indica-
tor for zero indication on ring gage.
16 Using a separate data recording sheet, repeat Steps 6 through 11 for LPT3
rotor assembly (Diameter C of Figure 214).
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CAUTION: FIXTURES OF 831000-1 GAGE SET AND 831009-1 SLOT
LOCATION GAGE SET ARE PRECISION EQUIPMENT
AND CAN BE DAMAGED EASILY. USE EXTREME CARE
WHEN HANDLING TO PREVENT DAMAGE.
USE EXTREME CARE TO PREVENT DAMAGE TO CURV-

IC COUPLINGS AND ROTOR ASSEMBLIES WHEN PRE-
PARING ROTOR ASSEMBLIES FOR INSPECTION.
NOTE: The “P” point inspection specified in Step (f) may be accom-
plished only by a facilities having required special capability and
tooling.
The inspection procedures specified in Step (f) shall be per-

formed to determine if LPT1, LPT2, or LPT3 rotor assembly disc
and blades are acceptable for continued use any time one of the
following conditions is detected.
1. If unable to perform dimensional inspection specified in Step

(e) on LPT1, LPT2, or LPT3 rotor assemblies using
294130-2 gage set due to not having two locations 180
degrees apart on the balance rim where material has not
been removed.
2. If reference baseline dimension cannot be determined by

one of the following methods.
a. Etched on web area of disc.
b. Recorded on Life Limited Part Log Card.
3. If the dimensional inspection requirements specified in Step

(e) are not within limits on LPT1, LPT2, or LPT3 rotor as-
semblies.
Use a separate data recording sheet (Table 206C) for each

turbine rotor assembly.
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Table 206C. “P” Point Inspection Dial Indicator Reading Data Recording Sheet
Disc Serial No. Facility
First/Second/Third Stage Disc
“P” Point Inspection Dial Indicator Readings (indicate positive or negative)
Blade Position No. Dial Indicator Reading Blade Position No. Dial Indicator Reading
1 44
2 45
3 46
4 47
5 48
6 49
7 50
8 51
9 52
10 53
11 54
12 55
13 56
14 57
15 58
16 59
17 60
18 61
19 62
20 63
21 64
22 65
23 66
24 67
25 68
26 69
27 70
28 71
29 72
30 73
31 74
32 75
33 76
34 77
35 78
36 79
37 80
38 81
39 82
40 83
41 84
42 85
43 86

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Reason: To replace TR 72-232 (replaced TR 72-231 (added disc part number) and added acceptable
P-point range).
Step 2.A.(2)(f)7 is changed as follows:
7 Select required slot location gage (component of 831009-1 slot

location gage set) for disc being check.
Slot Location Acceptable

Gage Part No. Disc Stage No. Disc Part No. P-Point Range
832098-1 First 3074747-X -0.005 to +0.005 inch

3075446-X (-0.13 to +0.13 mm)
70080020-X
832099-1 Second 3075425-X -0.005 to +0.005 inch
(-0.13 to +0.13 mm)
832100-1 Third 3075436-X -0.005 to +0.005 inch
3075573-X (-0.13 to +0.13 mm)
Page 41 of 103
UP833486
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See TR
2. A. (2) (f) Using a separate data recording sheet for each turbine rotor assembly disc,
perform “P” point inspection of LPT1, LPT2, or LPT3 rotor disc using 831000-1
gage set and 831009-1 slot location gage set.
1 If disc and blades are not numbered, number blades and blade positions
consecutively around disc using silver pencil.
2 Place 832044-1 gage assembly on a flat and level surface.
NOTE: Zeroing the dial indicator on the 832044-1 gage assembly

establishes a base reference for actual rotor disc dimen-
sion.
3 Zero dial indicator by placing 832046-1 setmaster assembly on 832044-1

gage assembly and slowly rotate setmaster assembly (towards dial indicator
and down only) to make contact with the slide head attached to the dial
indicator assembly and obtain furthest reading from zero. Adjust dial indica-
tor zero, if required. (See Figure 215.)
4 Remove setmaster assembly from gage assembly.
5 Install rotor disc on 832045-1 curvic arbor assembly. Install appropriate

clamp and clamp spacers on curvic arbor assembly. Install 832047-1 nut
assembly on curvic arbor assembly and hand tighten nut. (See Figure 215.)
6 Place curvic arbor assembly (with rotor disc) on gage assembly.
NOTE: Ensure pin of slot location gage that sets against edge of
rotor disc is tight and is not damaged in any way. If loose,
tighten, if damaged, replace pin or slot location gage.
7 Select required slot location gage (component of 831009-1 slot location

gage set) for disc being checked.
Slot Location Gage

Part No. Disc Stage No. Disc Part No.
832098-1 First 3074747-X, 3075446-X
832099-1 Second 3075425-X
832100-1 Third 3075436−X
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NOT SHOWN: CURVIC COUPLING LOCATED ON OTHER SIDE OF ROTOR ASSEMBLY.
LPT Rotor Disc “P” Point Inspection Using 831000-1 Gage Set
and 831009-1 Slot Location Gage Set
Figure 215
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NOTE: Readings may vary depending on pressure used to tighten
knurled knob. Ensure knob is only tightened finger tight.
Slot location gage should be inserted from same side at

each blade position throughout “P” point inspection.
Ensure firtree areas are thoroughly clean or inaccurate

measurements may occur.
2. A. (2) (f) 8 Insert slot location gage in firtree marked number 1 (Step 1). Ensure pin or
end stop of slot location gage sets against rotor disc and tighten knurled
knob, finger tight.
NOTE: Ensure Service Bulletin 831000-SB NO. 1 has been com-

plied with prior to using “P” Point Inspection Gage Assem-
bly Set.
9 Slowly rotate disc until ball on slot location gage comes in contact with dial
indicator slide head and obtain furthest reading from zero (in a positive or
negative direction). Record blade position and reading on Table 206C.
10 Repeat Steps 8 and 9 at each blade position until all positions are checked
and recorded on Table 206C.
11 If all dial indicator readings recorded on Table 206C are -0.005 inch to
+0.005 inch, the largest measured balance rim dimension (Diameter A, B,
or C (Step (e)7, 12, or 16)) is the new baseline dimension and should be
etched onto disc (chemically etched on web area of disc to a depth of
0.0004 inch) and record new dimension on Maintenance Record of Life
Limited Part Log Card.
12 Rotor disc is unacceptable and may not be continued in service if dial indi-
cator reading is greater than -0.005 inch in the negative direction or +0.005
inch in the positive direction at one or more blade positions. Record on Life
Limited Part Log Card that “P” point inspection was unsatisfactory, remove
disc from service and render part as scrap.
13 If the requirements of Step 12 are met at all blade locations on disc, record
on Maintenance Record of Life Limited Part Log Card that “P” point inspec-
tion was acceptable, facility performing inspection, date performed, and
hours and cycles on disc. Install serviceable blades in accordance with
Approved Repairs.
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2. A. (2) (g) If seal rings are not components of assemblies, inspect seal rings for damage to
sealing surfaces. Inspect for minimum free height of 0.234 inch. (See Figure
203.)
(h) If seal ring is a component of LPT2 rotor assembly, inspect seal ring. (See Fig-
ure 221.)
1 Inspect for damage to sealing surfaces.
2 Inspect seal ring for minimum free height by engaging curvic coupling on
mating rotating component.
3 Verify that a load is required to compress seal ring.
4 If inspection requirements are not met, replace seal ring in accordance with
Approved Repairs.
(i) Inspect shaft nut and tie shaft for the following. (See Figure 203.)
1 Visually inspect shaft nut. Cracks or thread damage is not acceptable.
2 Visually inspect tie shaft. Cracks or thread damage is not acceptable.
3 If damage is evident or suspected, perform fluorescent penetrant inspection

in accordance with 70-00-00, Standard Practices. Cracks are not accept-
able.
(3) If seal ring is a component of shaft and seal assembly, inspect seal ring. (See Figure
227.)
(a) Inspect for damage to sealing surfaces.
(b) Inspect seal ring for minimum free height by engaging curvic coupling on mating
rotating component.
(c) Verify that a load is required to compress seal ring.
(d) If inspection requirements are not met, replace seal ring in accordance with
Approved Repairs.
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July 31/95



Reason: To replace TR 72-232 (replaced TR 72-231 (changed figure reference)).
Step 2.A.(2)(h) is changed as follows:
(h) If seal ring is a component of LPT2 rotor assembly, inspect seal ring. (See
Figure 224.6.)
Page 42 of 103
UP833486
72-50-04 5 Oct 2020



Alkaline cleaner (Ridoline 909) Henkel Surface Technologies, 32100 Stephenson
Carburetor cleaner (Chem-Dip) Berryman Products Inc, 3800 E Randol Mill Rd,
Arlington, TX 76011
90749
CAUTION: DO NOT ATTEMPT TO REMOVE ALUMINUM PARTICLES BY

SOAKING LPT1, LPT2, AND LPT3 ROTOR ASSEMBLIES IN
SODIUM HYDROXIDE SOLUTION. POSSIBLE CORROSION
COULD RESULT IN THE FIR TREE AREA.
(2) Remove aluminum particles from rotor blades by hand swabbing with solution of so-
dium hydroxide mixed 20 percent by weight with water. Use caution when removing
aluminum particles not to allow solution to penetrate the fir tree area.
(3) Remove aluminum particles from turbine nozzles by soaking in solution of sodium
hydroxide mixed 20 percent by weight with water.
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Nov 26/03



All standard metallic hardware X
203 5 Shaft Nut X X

15 Shaft and Seal Assembly X X
20 Forward Seal Ring X X
25 LPT1 Rotor Assembly X X (Refer to Paragraph
3.B. for additional
cleaning methods.)
30 Center Seal Ring (Fwd) X X
35 Rotating Seal X X
40 LPT2 Nozzle X X
45 Center Seal Ring (Aft) X X
3.B. for additional
cleaning methods.)
55 Aft Seal Ring X X
60 LPT3 Nozzle X X
65 Tie Shaft X X
3.B. for additional
cleaning methods.)
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3. B. Additional Cleaning Procedures for LPT1, LPT2, and LPT3 Rotors
(1) Clean rotors (25, 50, 75, Figure 203).
(a) Using either paint and carbon remover or carburetor cleaner, clean rotors using a
stiff plastic fiber bristled brush.
(b) Remove cleaning solution from rotors using solvent.
(c) Air-water power flush rotors using alternately hot and cold water, ensuring com-
plete removal of cleaning solution. Pay particular attention for fir tree areas.
(d) Allow rotors to air-dry.
C. Cleaning Procedures for LPT1, LPT2, and LPT3 Blades
NOTE: When performing the following procedure blades must be removed

from rotor assembly.
Clean blades in accordance with 72-00-00, Cleaning/Painting, Cleaning Method No. 16.
UP833486
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Aug 23/02


4. Approved Repairs

Rotating Assembly Adapts engine components to balance 289905-3
Balance Kit machine.
LPT Blade Loads LPT blades radially outwards in disc for 298125-1
Loading Kit height check.
LPT Third Stage Seal Removes third stage rotor assembly seal. 831101-1
Puller
Adapter Adapts engine components to balance 831413-1
machine.

Balancing machine (Gisholt Model 1S or 13S) Giddings & Lewis Machine Tools LLC,142 Doty
St, Fond du Lac, WI 54935
A. Repair of LPT2 and LPT3 Nozzles
(1) Blend leading and trailing edge nicks on nozzle vanes to remove damaged material
when repair can be accomplished within the following limits. (See Figure 208.)
NOTE: When crack propagates from leading edge nick or dent, blend
only to repair nick or dent damage. Do not repair cracks by
blending.
(a) Damaged leading or trailing edge requires no more than one blend on each
vane.
NOTE: The area for a blend is calculated by using the following formula:
A = 3.75 x d2 (See Figure 216.)
(b) Total number of blends on nozzle trailing edge not to exceed an area of 0.602
square-inches. (See Figure 216.)
Total number of blends on nozzle leading edge not to exceed an area of 0.360
square-inches.
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Reason: To replace TR 72-232 (replaced TR 72-231 (added special tools to Table 209 and equipment
and materials to Table 210)).
Table 209 and Table 210 are changed as follows:
Rotating Assembly Adapts engine components to balance machine. 289905-3

Balance Kit
Flaring Tool Adapts riveting machine to flare blade rivets. 291892-4
Blade Loading Gage Measures test load on blade rivet during push test. 294125-1
Deriveting Kit Removes rivets during deblading. 294127-1
Blade Push Test Fixture Checks blade movement during push test. 296702-1
LP Turbine Blade Loading Loads LP turbine blades radially outwards in disc 298125-1
Kit for height check.
Riveting Fixture Supports first stage rotor assembly in riveting 79000199-1

machine.
Anvil Supports rivet head during flaring operation. 79000199-1008
Riveting Machine Upsets blade rivets during reblading. 831092-1
LP Turbine Third Stage Removes third stage rotor assembly seal. 831101-1
Seal Puller
Adapter Adapts engine components to balance machine. 831413-1
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Anhydrous lanolin or vaseline Commercially available
Arbor or hydraulic press Commercially available
Balancing machine (Gisholt Model 1S or 13S) Giddings & Lewis Machine Tools LLC, 142 Doty St,
Fond du Lac, WI 54935
Penetrating oil (CHESTERTON, 81308, 15 OZ EW Chesterton, 860 Salem St, Groveland, MA
Aerosol) (Alternate for Penetrating oil (CRC 3-36)) 01834
Penetrating oil (CRC 3-36) CRC Industries Inc, 885 Louis Dr, Warminster, PA
18974-2869
Penetrating oil (Spray-On 711) (Alternate for Sprayon Products, 26300 Fargo Ave, Bedford
Rubber mallet/hammer Commercially available
Steel wire gage (0.014 inch diameter) (Code No. Kennametal Abrasives, 2950 W Thomas Rd,
21214) Phoenix, AZ 85017
Tweezers (turned down (off-set) tip) Commercially available
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NOTE: For each blend repair on nozzle vane calculate area of removed material by
using the following formula:
A = 3.75 x d2 (d = depth)
Calculated Material Removed from LPT2 and LPT3 Nozzle Vanes

Figure 216
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4. A. (2) Blend nicks or dents on convex or concave surfaces of vanes to remove damaged
material when repair can be accomplished within the following limits.
NOTE: Nicks or dents which fit within a 0.125 inch diameter circle and
have a depth of less than 0.020 inch are acceptable.
(a) Blending does not reduce vane thickness more than one-half of local stock thick-
ness on any vane, and not more than six vanes per nozzle are blended to full
depth allowed.
(b) Blending is required for no more than six nicks or dents per vane side, with a
separation of at least 0.125 inch between nicks or dents to be blended.
(c) Blend lengths are at least five times blend depth.
(d) All areas where material is removed by blending fair smoothly with surface finish
of 125 microinches or better with fillet and corner radii of 0.02 to 0.08 inch.
(3) When metal buildup is apparent on shroud areas (from rotor assembly blades) of
nozzles, remove metal buildup by blending.
(4) Perform fluorescent penetrant inspection in accordance with 70-00-00, Standard Prac-
tices, after repair on repaired areas. Cracks are not acceptable.
(5) Replace seal which does not meet inspection requirements. (See Figure 217 or 218.)
CAUTION: WHEN REMOVING RIVETS, EXERCISE CAUTION NOT TO

ELONGATE OR OVERSIZE RIVET HOLES. OVERSIZE
HOLES COULD AFFECT CORRECT INSTALLATION OF
REPLACEMENT RIVETS AND SECURITY OF PARTS.
(a) Remove rivets in accordance with 70-00-00, Standard Practices, then remove
seal.
(b) Assemble new seal, spacers, and nozzle. Secure components with rivets in
(6) Replace damaged, loose or missing rivets in accordance with 70-00-00, Standard
Practices.
(7) Replace second stage nozzle if damaged beyond repair specified.

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5. RIVET 15. SPACER

10. SEAL 20. NOZZLE
LPT2 Nozzle
Figure 217
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5. RIVET 15. SEAL

10. SEAL 20. NOZZLE
LPT3 Nozzle
Figure 218
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Reason: To replace TR 72-232 (replaced TR 72-231 (changed procedure for repairing LPT3 rotor
assembly blades with blades installed)).
Paragraph 4.B. is changed as follows:
4. B. Repair of LPT3 Rotor Assembly Blades (Blades Installed)
CAUTION: BLADE REPAIR REQUIRES MATERIAL REMOVAL. TOTAL

ACCUMULATIVE AMOUNT OF MATERIAL REMOVED FOR COMPLETE
BLADE SET OF EACH ROTOR ASSEMBLY SINCE LAST BALANCING OF
ROTOR ASSEMBLY SHALL BE RECORDED ON LIFE LIMITED PART LOG
CARD OF ENGINE LOG BOOK.
USE CARE WHEN HANDLING COMPONENTS WITH CURVIC COUPLINGS

AND KNIFE EDGE SEALS TO AVOID DAMAGE. REFER TO 70-00-00,
STANDARD PRACTICES.
(1) [3074755 Only] Repair Blades, Part No. 3074755, on third stage rotor assemblies as
follows.
(a) Blend nicks or dents that do not exceed limits of Figure 211, as applicable.
Blends shall not exceed repair depth limits shown in Figure 211 and shall
blend smoothly into adjacent surfaces with no sharp edges. Surface finish of
repair shall be 63 microinches or better.
(b) Accomplish pre-penetrant etch of repaired areas in accordance with

Inspection/Repair Manual, 72-IR-02, APPENDIX 2 - REPAIR, Method No.
418.
(c) Perform fluorescent penetrant inspection on each repaired blade in

accordance with 70-00-00, Standard Practices. Cracks are not acceptable.
(d) Calculate and record, on Life Limited Part Log Card of engine log book, the
square inch total of airfoil surface removed from complete blade set of rotor
assembly. (See Figure 219 for calculation method.)
(e) If blade repair results in removal of more than 0.0375 square-inch (24.194
square-mm) airfoil surface for total blade set, balance assembly in
accordance with Step 4.C.(7).
(2) [3061823 Only] Blend nicks or dents on LPT3 Blade, Part No. 3061823,
concave/convex airfoil surfaces that do not exceed the following criteria. (See Figure
211C.)
(a) Damage in Zone A may be repaired provided damage may be removed by

blending that does not exceed 0.003 inch (0.76 mm) deep.
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4. B. (2) (b) Cumulative blend repairs may not exceed 0.5 square-inch (322.6 square-
mm) on each side. Repairs to both the concave and convex side of the same
blade is permitted.
(c) Damage within 0.100 inch (2.54 mm) of the tip radius is not repairable.
(d) Damage within 0.100 inch (2.54 mm) of the root radius is not repairable.
(e) Blend to remove repairable damage, maintaining a minimum 5:1 width to

depth aspect ratio. Repair shall fair smoothly into adjacent surfaces and
maintain a uniform appearance with the adjacent surfaces, with a surface
finish of 63 microinches or better.
(f) Accomplish pre-penetrant etch of repaired areas in accordance with

418.
(g) Accomplish fluorescent penetrant inspection of repaired areas in accordance

with Inspection/Repair Manual, 72-IR-02, APPENDIX 1 - INSPECTION,
Method No. 302A. No linear indications allowed.
(h) Calculate and record, on Life Limited Part Log Card of engine log book, the
(i) If blade repair results in removal of more than 0.0375 square-inch (24.194
(3) [3061823 Only] Blend nicks or dents on LPT3 Blade, Part No. 3061823, blade
leading and trailing edges that do not exceed the following criteria. (See Figure
211C.)
(a) Damage in Zone B may be repaired provided damage may be removed by

blending that does not exceed 0.010 inch (0.25 mm) deep.
(b) Cumulative blend repairs may not exceed 0.15 inch (3.8 mm) on length
leading and trailing edges. A maximum of three scattered repairs on both
leading and trailing edges of the same blade are permitted.
(c) Damage within 0.100 inch (2.54 mm) of the tip radius is not repairable.
(d) Damage within 0.100 inch (2.54 mm) of the root radius is not repairable.
(e) Blend to remove repairable damage, maintaining a minimum 5:1 width to

depth aspect ratio. Repair shall fair smoothly into adjacent surfaces and
maintain a uniform appearance with the adjacent surfaces, with a surface
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4. B. (3) (f) Accomplish pre-penetrant etch of repaired areas in accordance with
418.
(g) Accomplish fluorescent penetrant inspection of repaired areas in accordance

Method No. 302A. No linear indications allowed.
(h) Calculate and record, on Life Limited Part Log Card of engine log book, the
(i) If blade repair results in removal of more than 0.0375 square-inch (24.194
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See TR

4. B. Repair of LPT3 Rotor Assembly Blades (Blades Installed)
CAUTION: BLADE REPAIR REQUIRES MATERIAL REMOVAL. TOTAL

ACCUMULATIVE AMOUNT OF MATERIAL REMOVED FOR
COMPLETE BLADE SET OF EACH ROTOR ASSEMBLY SINCE
LAST BALANCING OF ROTOR ASSEMBLY SHALL BE RE-
CORDED ON LIFE LIMITED PART LOG OF ENGINE LOG BOOK.

REFER TO 70-00-00, STANDARD PRACTICES.
NOTE: No repair is allowed for airfoil dents or nicks on blades of LPT1 and
LPT2 rotor assembly due to coating on blades which would be re-
moved during blending.
(1) [All except 3060690 and 3060788] Repair blades on third stage rotor assemblies by
blending when nicks or dents may be repaired within limits of Figure 211, as applicable.
(2) Perform fluorescent penetrant inspection on each repaired blade in accordance with
70-00-00, Standard Practices. Cracks are not acceptable.
(3) Calculate and record, on Life Limited Part Log Card of engine log book, the square inch
total of airfoil surface removed from complete blade set of rotor assembly. (See Figure
219 for calculation method.)
(4) If blade repair results in removal of more than 0.0375 square-inch airfoil surface for
total blade set, balance assembly in accordance with Step 4.C.(3).
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See TR

Calculating Material Removed from LPT3 Rotor Assembly Blade

Figure 219
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Reason: To replace TR 72-232 (replaced TR 72-231 (changed reference from LPT3 to LPT and added
(Typical) to the figure title for Figure 219)).
The figure title for Figure 219 is changed as follows:
Calculating Material Removed from LPT Rotor Assembly Blades (Typical)

Figure 219
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INSERT PAGE 49 OF 103 THRU PAGE 91 OF 103 FACING 72-50-04, PAGE 279. THESE TR PAGES
REPLACE ALL PAGES FROM 72-50-04, PAGES 279 THRU 296.
Reason: To replace TR 72-232 (replaced TR 72-231 (added Pre and Post SB TFE731-72-3768,
TFE731-72-3769, and TFE731-72-3737 riveted LPT1 inspection and repair instructions,
changed LPT2 and LPT3 inspection and repair instructions, added CAUTION to prevent blade
retainer deformation during installation, added second paragraph to NOTE before Steps
4.C.(2) and (6) for a hand blend procedure, and changed Steps 4.C.(2)(k)3 and (6)(j)2 for
actions required if measurement is exceeded) and changed casting identifier code from D-
ABC to DABC in Figure 224).
The CAUTION before Paragraph 4.C thru Figure 229 are changed as follows:
CAUTION: USE CARE WHEN HANDLING COMPONENTS WITH CURVIC COUPLING

STANDARD PRACTICES.
NOTE: Repairs specified in Paragraphs 4.C and 4.D may be accomplished only by
facilities having required special capability and tooling. Replacement of individual
turbine blades requires the temporary removal of several adjacent turbine blades.
Refer to LPT Blade Hour Tracking before removing turbine blades.
4. C. Repair of First, Second, and Third Stage Turbine Rotor Assemblies (Turbine Blades
Removed)
(1) [Pre SB TFE731-72-3768 and Pre SB TFE731-72-3769] Repair first stage turbine
rotor assembly as follows.
NOTE: Chart location of all first stage turbine blades (10, Figure 220) on rotor disc
(15) to aid balancing after assembly.
(a) Chart location of all first stage turbine blades (10) to rotor disc (15) (i.e., using
numbers, etc).
(b) Remove turbine blades (10).
1 Bend blade retainer (5) away from base of turbine blades (10). Slide
turbine blades (10) out, discard blade retainers (5).
2 Weigh turbine blades (10) that are to be replaced, for selecting

replacement turbine blades (10) near the same weight.
(c) Perform fluorescent penetrant inspection on all turbine blades (10) that have
operating time in accordance with 70-00-00, Standard Practices. Pay
particular attention to the fir tree area and one-half inch (12.7 mm) below
shroud of turbine blades (10). Cracks or indications are not acceptable.
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* 5. BLADE RETAINER 15. ROTOR DISC

10. TURBINE BLADE
*PREFORMED TAB OF BLADE RETAINER ON FORWARD SIDE OF ROTOR DISC.

Low Pressure First Stage Turbine Rotor Assembly
Figure 220
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Deleted
Figure 221
Page 51 of 103
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Deleted
Figure 222
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NOTE: Deleted.
4. C. (1) (d) After blade removal, perform fluorescent penetrant inspection of first stage
turbine rotor disc (15), paying particular attention to the fir tree slots, in
1 Deleted.
a Deleted.
b Deleted.
c Deleted.
(e) After blade removal, visually inspect first stage turbine rotor disc (15) for
nicks, dents, scratches, and tooling marks in fir tree slots. For a first stage
turbine rotor disc (15) with nicks, dents, scratches, and tooling marks in fir
tree slots, refer to 70-00-00, Standard Practices, for acceptance criteria.
NOTE: If installing new or replacement turbine blade (10), note part number and Casting
Identifier Code (Figure 224) for recording on Life Limited Parts Log Card.
[Pre SB TFE731-72-3768, Pre SB TFE731-72-3769, and Post SB

TFE731-72-3620] A hand blend procedure to obtain the required blade knife edge
tip diameter exists for replacement turbine blades (10, Figure 220) if the following
conditions are met.
- No more than five blades require tip grind.
- Each blade requiring tip grind must be separated by at least five existing
(previously high speed tip ground) blades.
(2) [Pre SB TFE731-72-3768 and Pre SB TFE731-72-3769] Assemble turbine blades

(10, Figure 220) and new blade retainers (5) on first stage turbine rotor disc (15) as
follows.
(a) With all turbine blades (10) removed, perform single plane balance of first
stage turbine rotor disc (15). Mark heavy point and record unbalance in
grams for use in selecting turbine blades (10) during assembly.
(b) Select replacement turbine blade (10) as near to the weight of old turbine
blade (10) as possible.
(c) If turbine blades (10) have been previously operated in an engine, perform
fluorescent penetrant inspection on each turbine blade (10) in accordance
with 70-00-00, Standard Practices. Give particular attention to turbine blade
(10) fir tree area. Cracks are not acceptable.
(d) Record on Maintenance Record of Life Limited Part Log Card new or
replacement turbine blade (10) part number, followed by Casting Identifier
Code (Figure 224) (if stamped on turbine blade (10, Figure 220)), date, and
rotor cycles.
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CAUTION: DO NOT BEND OR REFORM BLADE RETAINERS PRIOR TO
INSTALLATION. THE CURVED SHAPE OF THE BLADE RETAINER
IS AN ENGINEERED FEATURE DESIGNED TO REDUCE STRESS
CAUSED BY CENTRIFUGAL LOADING DURING ENGINE
OPERATION. ANY REFORMING OR BENDING OF BLADE
RETAINERS WILL RESULT IN INCREASED STRESS IN THE
INSTALLED RETAINER AND COULD RESULT IN RETAINER
CRACKS, SEPARATION, AND POSSIBLE ENGINE DAMAGE.
NOTE: Do not reuse any blade retainers (5).
[Post SB TFE731-72-3737] LPT1 blade retainers (5), Part No.

3061826-1, may not be intermixed with any other part number blade
retainers on the same rotor assembly.
4. C. (2) (e) Install all blade retainers (5) with preformed tab on forward side of first stage
turbine rotor disc (15).
(f) [Post SB TFE731-72-3698] For LPT1, if blade retainers (5) are mixed part
numbers (Part No. 3060649-4 and 3074770-7), indicate the part number and
quantity of each part number on the rotor assembly (first stage turbine rotor
disc (15)) Life Limited Part Log Card and that installation is in accordance with
SB TFE731-72-3698.
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Deleted
Figure 223
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Turbine Blade Casting Identifier Code

Figure 224
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CAUTION: DO NOT FORCE TURBINE BLADES (10) INTO FIRST STAGE
TURBINE ROTOR DISC (15). USE ONLY HAND PRESSURE
WHEN SLIDING TURBINE BLADES (10) INTO FIR TREE OF FIRST
STAGE TURBINE ROTOR DISC (15) AND OVER BLADE
RETAINERS (5). IF RESISTANCE IS PRESENT, INVESTIGATE
CAUSE (e.g., BENT BLADE RETAINER, BURR ON BLADE
RETAINER GROOVE, ETC).
NOTE: Deleted.
4. C. (2) (g) Install turbine blades (10) as previously charted, Step (1)(a).
(h) To install last turbine blade (10), move approximately 12 to 20 turbine blades
(10) (6 to 10 on either side) opposite direction of preformed end of blade
retainer (5). Start the last turbine blade (10) into first stage turbine rotor disc
(15), paying attention to Z-gap (i.e., align Z-gap with adjacent turbine blades
(10)) then move all turbine blades (10) in unison forward into first stage
turbine rotor disc (15).
CAUTION: TIGHTEN KNURLED FLANGE KNOB ONLY HAND TIGHT.

OVERTIGHTENING WILL RESULT IN DAMAGE TO FIRST STAGE
TURBINE BLADES (10) AND ROTOR DISC (15).
NOTE: The 298125-1 LP turbine blade loading kit contains three sets of different
size rotor disc and arbor assemblies. Each rotor disc and arbor is stamped
to indicate which stage rotor assembly it is used on.
Make sure that turbine blade (10) leading edge side of rotor assembly is
installed first when mounting rotor assembly in blade loading fixture
(component of 298125-1 LP turbine blade loading kit).
(i) Install rotor assembly in blade loading fixture (component of 298125-1 LP

turbine blade loading kit). Making sure that turbine blade (10) leading edge
side is installed first, load turbine blades (10) radially outwards in first stage
turbine rotor disc (15) by hand tightening knurled flange knob on blade
loading fixture (component of 298125-1 LP turbine blade loading kit).
(j) With turbine blades (10) loaded radially outwards, measure difference in
height (length of turbine blades (10)) between adjacent turbine blade (10) tip
shrouds at the Z-gap. Difference in height of one turbine blade (10) to
another shall not exceed 0.020 inch (0.51 mm).
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4. C. (2) (k) [Post SB TFE731-72-3620] After turbine blade (10) replacement, measure
LPT1 rotor assemblies as follows. (See Figure 224.1.)
1 With turbine blades (10, Figure 220) loaded radially outwards,

measure and record Diameter BB of LPT1 replaced turbine blades
(10). Diameter BB shall be 13.679 ±0.004 inches (347.45 ±0.10
mm).
2 Deleted.
3 If Step 1 measurement is exceeded, perform one of the following

actions.
a Blades that exceed diameter requirements of Step 1 may be

hand blended to specified diameter if both of the following
requirements are met.
- No more than five blades require blending to meet

diameter requirement.
- Each blade that requires blending is separated by at

least five existing (previously tip ground) blades.
i. Use the 298125-1 blade loading fixture to load the blades

radially outward.
ii. Hand blend the new turbine blade(s) to match the

adjacent blade heights to +0.000 to -0.005 inch (+0.00 to
-0.13 mm) using a grinding wheel. No surface burns or
grinding on adjacent blades allowed.
iii. Deburr the knife tips on the replacement turbine blade(s).
iv. Accomplish pre-penetrant etch of blended areas in

APPENDIX 2 - REPAIR, Method No. 418.
v. Accomplish fluorescent penetrant inspection of machined

knife edges in accordance with Inspection/Repair
Manual, 72-IR-02, APPENDIX 1 - INSPECTION, Method
No. 302A. No cracks are allowed.
b If the LPT1 rotor assembly cannot be hand blended in

accordance with Step 1, return fully assembled LPT1 rotor
assembly to Honeywell Repair and Overhaul, Phoenix, for
high speed tip grind.
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Diameter Disc
Diameter BB (Part No. 3075713-1/-2) 13.679 ±0.004 inches LPT1
(347.45 ±0.10 mm)
Diameter BB (Part No. 70080025-1/-2) 13.683 ±0.004 inches LPT1
(347.55 ±0.10 mm)
Diameter CC (Part No. 3075760-1 or 3075714-1) 15.237 ±0.004 inches LPT2
(387.02 ±0.10 mm)
[Post SB TFE731-72-3620] First and Second Stage Rotor

Assembly Dimensional Measurements
Figure 224.1
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CAUTION: TOOLING USED TO BEND BLADE RETAINER (5) MUST BE
ALUMINUM OR NICKEL. TOOLING OTHER THAN ALUMINUM OR
NICKEL COULD RESULT IN MATERIAL TRANSFER FROM TOOL
TO FIRST STAGE TURBINE ROTOR DISC (15) OR TURBINE
BLADE (10) CAUSING SUBSEQUENT FAILURE OF FIRST STAGE
TURBINE ROTOR DISC (15) OR TURBINE BLADE (10).
4. C. (2) (l) Preformed tab of blade retainer (Figure 224.2) must be held flush against
forward face of first stage turbine rotor disc (15, Figure 220) and turbine blade
(10) before opposite tab is bent up and into face of first stage turbine rotor
disc (15). After bending, tab shall be in firm contact with turbine blade (10),
but shall not be sharply creased at bend line. (See Figure 224.2.) Inspect
bent tabs with 10X magnification. If blade retainer (5, Figure 220) tabs are
cracked, replace blade retainer (5). Removal of a cracked blade retainer (5)
requires removal of several adjacent blade retainers (5).
NOTE: Check balance of the LPT1 rotor assembly is required, regardless of the
quantity or part number of blade retainers (5) replaced.
(m) Check turbine blade (10) retention after installation is completed. A maximum
of 0.030 inch (0.76 mm) relative movement between the first stage turbine
blade (10) and rotor disc (15) along the fir tree center plane is permissible. If
relative movement is greater than 0.030 inch (0.76 mm), readjust using an
approved form tool. Inspect tabs with 10X magnification and/or perform
fluorescent penetrant inspection in accordance with 70-00-00, Standard
Practices. If blade retainer (5) tabs are cracked, replace blade retainer (5).
(n) Visually inspect first stage turbine blades (10) and rotor disc (15) for nicks,
dents, and scratches. Turbine blades (10) with nicks, dents, or scratches are
not acceptable. For rotor discs (15) with nicks, dents, or scratches, refer to
70-00-00, Standard Practices, for acceptance criteria.
(o) Balance LPT1 rotor assembly in accordance with Step 4.C.(7).
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Low Pressure First Stage Turbine Blade Installation
Figure 224.2
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CAUTION: [POST SB TFE731-72-3768 AND POST SB TFE731-72-3769] WHEN
PERFORMING MAINTENANCE (i.e., TURBINE BLADE, RIVET REMOVAL,
ETC), TOOLING USED MUST BE ALUMINUM OR NICKEL. TOOLING
OTHER THAN ALUMINUM OR NICKEL (SUCH AS BRASS) COULD
RESULT IN MATERIAL TRANSFER FROM TOOL TO FIRST STAGE
TURBINE ROTOR DISC (20, FIGURE 224.3) OR TURBINE BLADE (15)
CAUSING SUBSEQUENT FAILURE OF ROTOR DISC (20) OR TURBINE
BLADE (15).
USE CARE WHEN HANDLING COMPONENTS WITH CURVIC COUPLING

STANDARD PRACTICES.
REMOVE FIRST STAGE TURBINE ROTOR ASSEMBLY RIVETS (5) WITH

CARE. SUBSTANTIAL CUTTING OR MARRING OF RIVET (5) POCKETS
REQUIRES REPLACEMENT OF ROTOR DISC (20).
BECAUSE OF FRETTING BETWEEN FIRST STAGE TURBINE BLADES

(15) AND ROTOR DISC (20), APPLY PENETRATING OIL TO FIR TREE/
TURBINE BLADE (15) INTERFACE AND ALLOW TO SOAK FOR 2 TO 3
HOURS, OR MORE IF NECESSARY, TO PREVENT DAMAGE IN THE FIR
TREE AREA DURING DISASSEMBLY.
NOTE: [Post SB TFE731-72-3768 and Post SB TFE731-72-3769] Z-contour of outer

shroud on turbine blade (15) requires loosening of at least six adjacent turbine
blades (15) on each side of turbine blade (15) being replaced. Loosen as many as
required to remove turbine blade (15) without force.
Repairs specified in Step 4.C.(3) may be accomplished only by facilities having

required special capability and tooling. Replacement of individual turbine blades
(15) requires the temporary removal of several adjacent turbine blades (15). Refer
to LPT Blade Hour Tracking before removing turbine blades (15).
4. C. (3) [Post SB TFE731-72-3768 and Post SB TFE731-72-3769] Repair first stage turbine
rotor assembly as follows.
NOTE: Chart location of all first stage turbine blades (15) on rotor disc (20) to aid
balancing after assembly.
(a) Chart location of all first stage turbine blades (15) to rotor disc (20) (i.e., using
numbers, etc).
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5. RIVET 15. TURBINE BLADE

10. TURBINE BLADE SEAL 20. ROTOR DISC

Low Pressure First Stage Turbine Rotor Assembly
Figure 224.3
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4. C. (3) (b) Remove first stage turbine blades (15) with turbine blade seals (10) and rivets
(5) by first applying penetrating oil liberally to both heads of rivets (5) to be
removed and to fir tree areas of turbine blades (15). Allow oil to soak for 2 to
3 hours, or more if necessary, to prevent damage in the fir tree area during
disassembly.
1 Remove flared portion of rivet (5) using 294127-17 punch (component

of 294127-1 deriveting kit).
2 Using 294127-11 short drift (component of 294127-1 deriveting kit),

drive rivet (5) aft until rubber bumper on drift is seated against rotor
disc (20) of first stage turbine rotor assembly.
3 Repeat Step 2 using 294127-13 second longest drift (component of

294127-1 deriveting kit).
4 Repeat Step 2 using 294127-15 longest drift (component of 294127-1

deriveting kit) to completely remove rivet (5) from first stage turbine
rotor assembly.
5 If turbine blade (15) is not loose following rivet (5) removal, tap turbine
blade (15) at platform area inward toward center of rotor disc (20)
using 294127-19 aluminum drift (component of 294127-1 deriveting
kit) to loosen turbine blade (15).
6 Remove rivets (5) and loosen at least six turbine blades (15) on each
side of turbine blade (15) to be replaced, then manually work
defective turbine blade (15), with turbine blade seal (10) forward, for
removal from rotor disc (20) without use of force. If required, remove
rivets (5) and loosen additional adjacent turbine blades (15) until
defective turbine blade (15) and turbine blade seal (10) may be
removed from rotor disc (20). Do not discard any damaged turbine
blades (15). Retain these turbine blades (15) for aid at assembly.

8 Hand finish damaged rivet (5) pockets at 0.116 inch (2.95 mm)
diameter to remove damage. Maximum radius of hand-finished area
shall be 0.025 inch (0.64 mm).
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4. C. (4) [Post SB TFE731-72-3768 and Post SB TFE731-72-3769] Assemble turbine blades
(15), turbine blade seals (10), and rivets (5) on first stage turbine rotor disc (20) as
follows.
(a) With all turbine blades (15) removed, perform single plane balance of first
stage turbine rotor disc (20). Mark heavy point and record unbalance in
grams for use in selecting turbine blades (15) during assembly.
(b) Select replacement turbine blade (15) as near to the weight of old turbine
(15) fir tree area. Cracks are not acceptable.
Code (Figure 224) (if stamped on turbine blade (15, Figure 224.3)), date, and
rotor cycles.
NOTE: All turbine blades (15) should be partially installed before installation of the
turbine blade seals (10) and full installation of the turbine blades (15).
(e) Install turbine blades (15) as previously charted, Step (3)(a). Starting from the
forward side of the first stage turbine rotor disc (20), install each turbine blade
(15) approximately one third of the way into the fir tree slot.
NOTE: Tweezers with a turned down (off-set) tip should be used when installing
the turbine blade seals (10) in the following step. Once the turbine blade
seals (10) are installed, the concave (cupped) side faces the first stage
turbine rotor disc (20). Do not use distorted turbine blade seals (10).
(f) Slide each turbine blade seal (10) (concave (cupped) side toward the first
stage turbine rotor disc (20)) into the pocket area of (between) each two first
stage turbine blades (15) as shown in Figure 224.3, and push into place using
the end of the turned down (off-set) tip of the tweezers.
(g) Make sure that the Z-gap is aligned on adjacent first stage turbine blade (15)
tip shrouds.
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NOTE: Phenolic material may be used to locally manufacture the ring (tool) used
in the following step.
4. C. (4) (h) Using a phenolic ring (12 inches (304 mm) outside diameter, 7 inches (178
mm) inside diameter, and 2 inches (51 mm) tall) as a tool to move all first
stage turbine blades (15) simultaneously, carefully tap all turbine blades (15)
simultaneously into the rotor disc (20) until all turbine blades (15) are engaged
approximately 95 percent of the way into the rotor disc (20) fir tree.
(i) Using a rubber mallet/hammer, carefully work all first stage turbine blades
(15) along with turbine blade seals (10) into the rotor disc (20).
NOTE: To maintain standardization, install rivets (5) with the heads on the forward
side of first stage turbine rotor disc (20).
(j) Select rivet (5) for each location where rivets (5) have been removed or are
missing. At each location, use part number of applicable rivet (5) which
provides tightest fit and which can be lightly tapped into place or pressed into
place with hand pressure.
(k) Install first stage turbine rotor assembly on 831092-1 riveting machine using
79000199-1005 sleeve (component of 79000199-1 riveting fixture) to adapt
first stage turbine rotor assembly to 79000199-1 riveting fixture.
(l) Coat 291892-4 flaring tool or hollow shank of new rivets (5) with anhydrous
lanolin or vaseline.
CAUTION: THE 79000199-1 RIVETING FIXTURE POSITIONS THE ROTOR

ASSEMBLY AT A STEEPER ANGLE THAN OTHER TFE731
ROTOR ASSEMBLIES, WHICH RESULTS IN HIGHER FORCES
TRYING TO ROTATE THE ROTOR ASSEMBLY IN THE RIVETING
FIXTURE. MAKE SURE TO TIGHTEN TEE HANDLE OF
79000199-1 RIVETING FIXTURE SUFFICIENTLY TO PREVENT
THE ROTOR ASSEMBLY FROM ROTATING DURING THE
FLARING PROCESS. IF THE ROTOR ASSEMBLY ROTATES
DURING THE FLARING PROCESS, IMPROPERLY FORMED
RIVETS AND/OR DAMAGE TO THE ROTOR ASSEMBLY CAN
OCCUR.
(m) Flare rivets (5) using 79000199-1008 anvil, 291892-4 flaring tool, and
831092-1 riveting machine.
(n) Inspect flared head of newly installed rivets (5) in accordance with Figure
224.4. Flared head of rivet (5, Figure 224.3) may be flush with, above, or
below surface of first stage turbine rotor disc (20); this is not cause for
rejection. Replace rivets (5) not meeting inspection requirements.
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Low Pressure First Stage Turbine Rotor Assembly (Rivet Inspection)
Figure 224.4
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4. C. (4) (o) [Post SB TFE731-72-3620] After turbine blade (15) replacement, measure
LPT1 rotor assembly as follows. (See Figure 224.1.)
1 Measure and record Diameter BB of LPT1 rotor assembly. Diameter

BB shall be 13.683 ±0.004 inches (347.55 ±0.10 mm).
2 If Step 1 measurement is exceeded, grind rotor assembly as follows.
a Install 290701-1 and 290702-1 couplings (components of

289905-3 rotating assembly balance kit), or equivalent, on
rotor assembly curvic couplings, then secure with 290566-6
or 290566-7 tie bolt and 290565-1 nut couplings (components
of 289905-3 rotating assembly balance kit).
b Grind turbine blade knives to obtain the dimensions specified

in Figure 224.1.
(p) Check turbine blade retention of turbine blades with newly installed rivets on
first stage turbine rotor assembly as follows.
NOTE: An initial sample of a minimum of 25 percent of turbine blades with

newly installed rivets must be tested.
EXAMPLE: If an assembly has 27 turbine blades with newly

installed rivets, the initial test sample must contain a
minimum of seven of the turbine blades with newly
installed rivets.
The initial sample turbine blades must be an evenly dispersed

group of turbine blades with newly installed rivets. If any of the
initial sample turbine blades fail the retention test, all (100 percent)
of the turbine blades with newly installed rivets must be tested.
1 Install 296702-1 blade push test fixture on standard arbor or hydraulic

press and install first stage turbine rotor assembly into 296702-1
blade push test fixture. Attach 294125-1 blade loading gage on the
standard arbor or hydraulic press.
2 Locate the stylus of 294125-1 blade loading gage at the center of fir
tree area of turbine blade to be tested. Apply 200 pound load to
turbine blade being tested and check for any turbine blade
movement. No movement of turbine blade is allowed. Repeat check
on remaining turbine blades to be tested.
3 If turbine blade movement is detected in any of the initial sample

turbine blades, all turbine blades with newly installed rivets (100
percent) must be tested for movement. Replace rivets of all turbine
blades that move as a result of loading.
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4. C. (4) (p) 4 Visually inspect first stage turbine blades and rotor disc for nicks,
dents, and scratches. Turbine blades with nicks, dents, or scratches
are not acceptable. For rotor discs with nicks, dents, or scratches,
refer to 70-00-00, Standard Practices, for acceptance criteria.
(q) Check first stage turbine blades for clearance following successful load test
and visual inspection of turbine blades for damage. (See Figure 224.5.)
1 Measure clearance (gaps) between adjacent turbine blades per

Dimension A. Clearance (gaps) between adjacent turbine blades
shall not exceed 0.010 inch (0.25 mm).
2 Measure the radial height difference between adjacent turbine blades

per Dimension B. Radial height differences between adjacent turbine
blades shall not exceed 0.015 inch (0.38 mm).
3 The axial misalignment of the knife edges of adjacent turbine blades

shall not exceed 0.035 inch (0.89 mm).
(r) Balance LPT1 rotor assembly in accordance with Step 4.C.(7).
CLEARANCE
DIM. A 0.010 inch (0.25 mm) maximum
DIM. B 0.015 inch (0.38 mm) maximum

Low Pressure First Stage Turbine Blade Clearance Check
Figure 224.5
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CAUTION: USE CARE WHEN HANDLING COMPONENTS WITH CURVIC COUPLING
STANDARD PRACTICES.
NOTE: Repairs specified in Step 4.C.(5) may be accomplished only by facilities having
required special capability and tooling. Replacement of individual turbine blades
(10, Figures 224.6 and 224.7) requires the temporary removal of several adjacent
turbine blades (10). Refer to LPT Blade Hour Tracking before removing turbine
blades (10).
4. C. (5) Repair second and third stage turbine rotor assemblies as follows.
NOTE: Chart location of all turbine blades (10) on second and third stage turbine
rotor discs (15, Figure 224.6 and 30, Figure 224.7) to aid balancing after
assembly.
(a) Chart location of all turbine blades (10, Figures 224.6 and 224.7) to second
and third stage turbine rotor discs (15, Figure 224.6 and 30, Figure 224.7)
(i.e., using numbers, etc).
(b) Remove turbine blades (10, Figures 224.6 and 224.7).
1 Bend blade retainer (5) away from base of turbine blades (10). Slide
turbine blades (10) out, discard blade retainers (5).

(c) Perform fluorescent penetrant inspection on all turbine blades (10) that have
operating time in accordance with 70-00-00, Standard Practices. Pay
particular attention to the fir tree area and one-half inch (12.7 mm) below
shroud of turbine blades (10). Cracks or indications are not acceptable,
unless otherwise noted.
(d) After blade removal, perform fluorescent penetrant inspection of second and
third stage turbine rotor discs (15, Figure 224.6 and 30, Figure 224.7), paying
particular attention to the fir tree slots, in accordance with 70-00-00, Standard
Practices. Cracks are not acceptable.
(e) After blade removal, visually inspect second and third stage turbine rotor
discs (15, Figure 224.6 and 30, Figure 224.7) for nicks, dents, scratches, and
tooling marks in fir tree slots. For a rotor disc (15, Figure 224.6 and 30,
Figure 224.7) with nicks, dents, scratches, and tooling marks in fir tree slots,
refer to 70-00-00, Standard Practices for acceptance criteria.
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* 5. BLADE RETAINER **12. SEAL RING

10. TURBINE BLADE 15. ROTOR DISC

**NOT APPLICABLE TO ALL TURBINE MODULE CONFIGURATIONS. REFER TO IPC
TO DETERMINE IF SEAL RING IS A COMPONENT OF THE LPT2 ROTOR ASSEMBLY.
Low Pressure Second Stage Turbine Rotor Assembly

Figure 224.6
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* 5. BLADE RETAINER 30. ROTOR DISC (SHOWN WITH

10. TURBINE BLADE SEAL ROTOR ATTACHED)
Low Pressure Third Stage Turbine Rotor Assembly

Figure 224.7
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4. C. (5) (f) Second stage turbine blades (10, Figure 224.6) require additional inspection.
(See Figure 209.)
NOTE: The following procedure is only applicable to second stage turbine
rotor assemblies which do not meet axial movement (blade walking)
inspection criteria.
1 Inspect turbine blade (10, Figure 224.6) tip shroud.
a Heavy wear on side of knife from contact with adjacent
turbine blade (10) is not acceptable.
b Heavy wear on non-contact surfaces which cause a positive
wear step is not acceptable.
c If turbine blades (10) do not meet requirements of Step a or
b, rotor disc (15) and rejected turbine blades (10) are
unserviceable. Record on Life Limited Part Log Card of rotor
disc (15) that turbine blade (10) damage occurred from axial
movement (turbine blade (10) walking) and was removed
from service (scrap).
d Return rotor disc (15), rejected turbine blades (10), and Life
Limited Part Log Card to the following address for
engineering evaluation.
Distribution Center
Attn: Project Engineering, Dept 93-20
NOTE: If installing new or replacement turbine blade (10, Figures 224.6 and 224.7), note
part number and Casting Identifier Code (Figure 224) for recording on Life Limited
Part Log Card.
[Post SB TFE731-72-3620] A hand blend procedure to obtain the required blade
knife edge tip diameter exists for replacement turbine blades (10, Figure 224.6) if
the following conditions are met.
- No more than five blades require tip grind.
- Each blade requiring tip grind must be separated by at least five existing
(previously high speed tip ground) blades.
(6) Assemble turbine blades (10, Figures 224.6 and 224.7) and new blade retainers (5)
on second and third stage turbine rotor discs (15, Figure 224.6 and 30, Figure 224.7).
(a) With all turbine blades (10, Figures 224.6 and 224.7) removed, perform single
plane balance of second stage turbine rotor disc (15, Figure 224.6) and third
stage turbine rotor disc (with seal rotor attached) (30, Figure 224.7). Mark
heavy point and record unbalance in grams for use in selecting turbine blades
(10, Figures 224.6 and 224.7) during assembly.
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4. C. (6) (b) Select replacement turbine blade (10) as near to the weight of old turbine
(10) fir tree area. Cracks are not acceptable, unless otherwise noted.
Code (Figure 224) (if stamped on turbine blade (10, Figures 224.6 and
224.7)), date, and rotor cycles.

NOTE: Do not reuse any blade retainers (5).
[Post SB TFE731-72-3737] LPT2 blade retainers (5), Part No.

(e) Install all blade retainers (5) with preformed tab on forward side of turbine
rotor disc (15, Figure 224.6 and 30, Figure 224.7).
CAUTION: DO NOT FORCE TURBINE BLADES (10, FIGURES 224.6 AND

224.7) INTO ROTOR DISC (15, FIGURE 224.6 AND 30, FIGURE
224.7). USE ONLY HAND PRESSURE WHEN SLIDING TURBINE
BLADES (10, FIGURES 224.6 AND 224.7) INTO FIR TREE OF
ROTOR DISC (15, FIGURE 224.6 AND 30, FIGURE 224.7) AND
OVER BLADE RETAINERS (5, FIGURES 224.6 AND 224.7). IF
RESISTANCE IS PRESENT, INVESTIGATE CAUSE (E.G., BENT
BLADE RETAINER, BURR ON BLADE RETAINER GROOVE, ETC).
NOTE: [Post SB TFE731-72-3689] Only screened (specially inspected) Low

Pressure Third Stage Turbine Blades (10), Part No. 3060788-1, identified
with an “X” or “A” marked on the turbine blade (10) outer tip shroud may be
used. Turbine blades (10) (identified with an “X” on the outer tip shroud)
may be mixed with Low Pressure Third Stage Turbine Blades (10), Part
No. 3060690-1, but may not be mixed with Low Pressure Third Stage
Turbine Blades (10), Part No. 3060788-1, without an “X” or “A” marking. If
mixing turbine blade (10) part numbers, make sure that the quantity of
each part number installed is entered on the Life Limited Part Log Card.
(f) Install turbine blades (10) as previously charted, Step (5)(a).
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4. C. (6) (g) To install last turbine blade (10), move approximately 12 to 20 turbine blades
(10) (6 to 10 on either side) opposite direction of preformed end of blade
retainer (5). Start the last turbine blade (10) into the rotor disc (15, Figure
224.6 and 30, Figure 224.7), paying attention to Z-gap (i.e., align Z-gap with
adjacent turbine blades (10, Figures 224.6 and 224.7), then move all turbine
blades (10) in unison forward into rotor disc (15, Figure 224.6 and 30, Figure
224.7).

OVERTIGHTENING WILL RESULT IN DAMAGE TO TURBINE
BLADES (10, FIGURES 224.6 AND 224.7) AND ROTOR DISC (15,
FIGURE 224.6 AND 30, FIGURE 224.7).
NOTE: The 298125-1 LP turbine blade loading kit contains three sets of different
size rotor disc and arbor assemblies. Each rotor disc and arbor is stamped
Make sure that turbine blade (10, Figures 224.6 and 224.7) leading edge
side of rotor assembly is installed first when mounting rotor assembly in
blade loading fixture (component of 298125-1 LP turbine blade loading kit).
(h) Install rotor assembly in blade loading fixture (component of 298125-1 LP

turbine blade loading kit). Making sure that turbine blade (10) leading edge
side is installed first, load turbine blades (10) radially outwards in rotor disc
(15, Figure 224.6 and 30, Figure 224.7) by hand tightening knurled flange
knob on blade loading fixture (component of 298125-1 LP turbine blade
loading kit).
(i) With turbine blades (10, Figures 224.6 and 224.7) loaded radially outwards,
measure difference in height (length of turbine blade (10)) between adjacent
turbine blade (10) tip shrouds at the Z-gap. Difference in height of one turbine
blade (10) to another shall not exceed 0.020 inch (0.51 mm).
(j) [Post SB TFE731-72-3620] After turbine blade (10, Figure 224.6)

replacement, measure LPT2 rotor assembly as follows. (See Figure 224.1.)
1 With turbine blades (10, Figure 224.6) loaded radially outwards,

measure and record Diameter CC of LPT2 replaced turbine blades
(10). Diameter CC shall be 15.237 ±0.004 inches (387.02 ±0.10
mm).
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4. C. (6) (j) 2 If Step 1 measurement is exceeded, perform one of the following
actions.
a Blades that exceed diameter requirements of Step 1 may be

hand blended to specified diameter if both of the following
- No more than five blades require blending to meet

diameter requirement.
- Each blade that requires blending is separated by at

least five existing (previously tip ground) blades.
i. Use the 298125-1 blade loading fixture to load the blades

radially outward.
ii. Hand blend the new turbine blade(s) to match the

adjacent blade heights to +0.000 to -0.005 inch (+0.00 to
-0.13 mm) using a grinding wheel. No surface burns or
grinding on adjacent blades allowed.
iii. Deburr the knife tips on the replacement turbine blade(s).
iv. Accomplish pre-penetrant etch of blended areas in

APPENDIX 2 - REPAIR, Method No. 418.
v. Accomplish fluorescent penetrant inspection of machined

knife edges in accordance with Inspection/Repair
Manual, 72-IR-02, APPENDIX 1 - INSPECTION, Method
No. 302A. No cracks are allowed, unless otherwise
noted.
b If the LPT2 rotor assembly cannot be hand blended in

accordance with Step 1, return fully assembled LPT2 rotor
assembly to Honeywell Repair and Overhaul, Phoenix, for
high speed tip grind.
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CAUTION: TOOLING USED TO BEND BLADE RETAINER (5, FIGURES 224.6
AND 224.7) MUST BE ALUMINUM OR NICKEL. TOOLING OTHER
THAN ALUMINUM OR NICKEL COULD RESULT IN MATERIAL
TRANSFER FROM TOOL TO ROTOR DISC (15, FIGURE 224.6
AND 30, FIGURE 224.7) OR TURBINE BLADE (10, FIGURES 224.6
AND 224.7) CAUSING SUBSEQUENT FAILURE OF ROTOR DISC
(15, FIGURE 224.6 AND 30, FIGURE 224.7) OR TURBINE BLADE
(10, FIGURES 224.6 AND 224.7).
4. C. (6) (k) Preformed tab of blade retainer (Figure 224.8) must be held flush against
forward face of rotor disc (15, Figure 224.6 and 30, Figure 224.7) and turbine
blade (10, Figures 224.6 and 224.7) before opposite tab is bent up and into
face of rotor disc (15, Figure 224.6 and 30, Figure 224.7). After bending, tab
shall be in firm contact with turbine blade (10, Figures 224.6 and 224.7), but
shall not be sharply creased at bend line. (See Figure 224.8.) Inspect bent
tabs with 10X magnification. If blade retainer (5, Figures 224.6 and 224.7)
tabs are cracked, replace blade retainer (5). Removal of a cracked blade
retainer (5) requires removal of several adjacent blade retainers (5).
(l) Check turbine blade (10) retention after installation is completed. A maximum
of 0.030 inch (0.76 mm) relative movement between the turbine blade (10)
and rotor disc (15, Figure 224.6 and 30, Figure 224.7) along the fir tree center
plane is permissible. If relative movement is greater than 0.030 inch (0.76
mm), readjust using an approved form tool. Inspect tabs with 10X
magnification and/or perform fluorescent penetrant inspection in accordance
with 70-00-00, Standard Practices. If blade retainer (5, Figures 224.6 and
224.7) tabs are cracked, replace blade retainer (5).
(m) Visually inspect turbine blades (10) and rotor disc (15, Figure 224.6 and 30,
Figure 224.7) for nicks, dents, and scratches. Turbine blades (10, Figures
224.6 and 224.7) with nicks, dents, or scratches are not acceptable. For rotor
disc (15, Figure 224.6 and 30, Figure 224.7) with nicks, dents, or scratches,
refer to 70-00-00, Standard Practices, for acceptance criteria.
(n) Balance LPT2 and LPT3 rotor assemblies (as required) in accordance with
Step 4.C.(7).
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Low Pressure Second and Third Stage Turbine Blade Installation

Figure 224.8
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4. C. (7) Balance assembly of rotor disc, turbine blades, and blade retainers or seals and rivets
(as applicable) using components of 289905-3 rotating assembly balance kit.
NOTE: The 831413-1 adapter can be used for a shaft and seal assembly with or
without a seal ring attached. The 290702-1 coupling (component of
289905-3 rotating assembly balance kit) is only used for a shaft and seal
assembly without a seal ring attached.
(a) Place first or second stage turbine rotor assembly between 290701-1 and
290702-1 couplings (components of 289905-3 rotating assembly balance kit)
and secure with 290566-4 or 290566-6 tie bolt and 290565-1 nut
(components of 289905-3 rotating assembly balance kit).
(b) Place third stage turbine rotor assembly on 290701-1 coupling and 290704-1
or 290704-2 adapter (components of 289905-3 rotating assembly balance kit)
and secure with 290566-16 tie bolt and 290565-1 nut (components of
289905-3 rotating assembly balance kit).
(c) Install assembly in standard balancing machine.
NOTE: If unbalance is greater than 0.3 ounce-inch, reposition turbine blades for
optimum balance prior to any grinding of balance material.
When removing material for balancing, two areas at least 1 inch (25 mm)
wide and 180 degrees apart must remain without material removal to
permit dimensional inspection of rotor assembly.
(d) Balance first stage turbine rotor assembly on curvic couplings to an accuracy
of the balance limit shown in Table 211. Material removal shall leave no
corners or edges sharper than 0.125 inch (3.18 mm) radius and shall have a
surface finish of 63 microinches or better. (See Figure 225 or 225.1.)
(e) Balance second stage turbine rotor assembly on curvic couplings to an

accuracy of the balance limit shown in Table 211. Material removal shall
leave no corners or edges sharper than 0.125 inch (3.18 mm) radius and
shall have a surface finish of 63 microinches or better. (See Figure 225.2.)
(f) Balance third stage turbine rotor assembly on Coupling A and Datum B
diameter to an accuracy of the balance limit shown in Table 211. Material
removal shall leave no corners or edges sharper than 0.125 inch (3.18 mm)
radius and shall have a surface finish of 63 microinches or better. (See
Figure 226.)
(g) Remove rotor assembly from standard balancing machine and remove
balance kit parts.
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4. C. (7) (h) Visually inspect turbine blades and rotor disc for nicks, dents, and scratches.
Turbine blades with nicks, dents, or scratches are not acceptable. For rotor
discs with nicks, dents, or scratches, refer to 70-00-00, Standard Practices,
for acceptance criteria.
Table 211. First, Second, and Third Stage Turbine Rotor Assembly Balance Limits
Rotor Assembly Balance Limit
[Pre SB TFE731-72-3768 and 0.047 ounce-inch

Pre SB TFE731-72-3769] First Stage
[Post SB TFE731-72-3768 and 0.050 ounce-inch
Post SB TFE731-72-3769] First Stage
Second Stage 0.059 ounce-inch
Third Stage 0.085 ounce-inch
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REPAIRED LIMITS
RAD AB 0.200 inches (5.08 mm) minimum
DIM. AC 0.030 inches (0.76 mm) minimum
DIM. AD 0.040 inches (1.02 mm) minimum

Low Pressure First Stage Turbine Rotor Assembly (Balancing)
Figure 225
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REPAIRED LIMITS
DIA AE 7.654 inches (194.41 mm) maximum

Low Pressure First Stage Turbine Rotor Assembly (Balancing)
Figure 225.1
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REPAIRED LIMITS
Low Pressure Second Stage Turbine Rotor Assembly (Balancing)

Figure 225.2
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REPAIRED LIMITS
RAD AA 0.200 inches (5.08 mm) minimum
DIM. AB 0.030 inches (0.76 mm) minimum
DIM. AE 0.020 inches (0.51 mm) minimum
Low Pressure Third Stage Turbine Rotor Assembly (Balancing)

Figure 226
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NOTE: If replacing damaged retainers only, balancing of the rotor assembly is not required if the
same blades removed are reinstalled in the same location charted at removal.
4. D. [Pre SB TFE731-72-3768 and Pre SB TFE731-72-3769] Replacement of Damaged Blade

Retainers (As Applicable)
(1) Chart location of all blades to the disc.
(2) Bend retainers away from base of blades, then slide blades out.
(3) Remove then discard retainers.
(4) Assemble blades and new retainers on disc as follows.

NOTE: Do not reuse any retainers.
[Post SB TFE731-72-3737] LPT1 blade retainers (5, Figure 220), Part

No. 3061826-1, and LPT2 blade retainers (5, Figure 224.6), Part No.
(a) Install all blade retainers (5, Figure 220 or 224.6 or 224.7) with preformed tab
on forward side of disc.
(b) [Post SB TFE731-72-3698] For LPT1, if blade retainers are mixed part
numbers (Part No. 3060649-4 and 3074770-7), indicate the part number and
quantity of each part number on the rotor assembly (rotor disc) Life Limited
Part Log Card and that installation is in accordance with SB TFE731-72-3698.
CAUTION: DO NOT FORCE BLADES INTO DISC. USE ONLY HAND

PRESSURE WHEN SLIDING BLADES INTO FIR TREE OF DISC
AND OVER BLADED RETAINERS. IF RESISTANCE IS PRESENT,
INVESTIGATE CAUSE (e.g., BENT RETAINER, BURR ON BLADE
FIR TREE GROOVE, ETC).
(c) Install blades as previously charted, Step (1).
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4. D. (4) (d) To install last blade move approximately 12 to 20 blades (6 to 10 on either
side) aft. Start the last blade into disc, paying attention to Z-gap (i.e. align
Z-gap with adjacent blades) then move all blades in unison forward into disc.
CAUTION: TOOLING USED TO BEND RETAINER MUST BE ALUMINUM OR

NICKEL. TOOLING OTHER THAN ALUMINUM OR NICKEL COULD
RESULT IN MATERIAL TRANSFER FROM TOOL TO DISC OR
BLADE CAUSING SUBSEQUENT FAILURE OF DISC OR BLADE.
(e) Preformed tab of blade retainer (Figure 224.2 or 224.8), must be held flush
against face of rotor disc and turbine blade, before opposite tab is bent up
and into face of rotor disc. After bending, tab shall be in firm contact with
turbine blade, but not be sharply creased at bend line. Inspect bent tabs with
10X magnification. If blade retainer tabs are cracked, replace blade retainer.
NOTE: [Post SB TFE731-72-3698] Check balance of the LPT1 rotor

assembly is required, regardless of the quantity or part number of
blade retainers replaced.
(f) Check blade retention after installation is completed. A maximum 0.030 inch
(0.76 mm) relative movement between the blade and disc along the fir tree
center plane is permissible. If relative movement is greater than 0.030 inch
(0.76 mm), readjust using an approved form tool. Inspect tabs with 10X
magnification and/or perform fluorescent penetrant inspection in accordance
with 70-00-00, Standard Practices. If retainer tabs are cracked, replace
retainer.
(5) Visually inspect turbine blades and rotor disc for nicks, dents, and scratches. Turbine
blades with nicks, dents, or scratches are not acceptable. For rotor discs with nicks,
dents, or scratches, refer to 70-00-00, Standard Practices, for acceptance criteria.
CAUTION: USE CARE WHEN HANDLING COMPONENTS WITH CURVIC COUPLINGS AND
KNIFE EDGE SEALS TO AVOID DAMAGE. REFER TO 70-00-00, STANDARD
PRACTICES.
E. Repair of Shaft and Seal Assembly
(1) Disassemble shaft and seal assembly. (See Figure 227.)
NOTE: Shaft and seal assembly is balanced by orientation of parts on shaft. Note position
of each part removed in relation to remainder of assembly as an aid to balancing at
reassembly.
(2) Remove bolts, nuts, and seal from shaft.
(3) Replace damaged parts.
(4) Assemble seal on shaft and secure with bolts and nuts. Orient parts as noted at
disassembly. Tighten bolts (10) to 40 to 50 inch-pounds (4.5 to 5.6 Nm) torque.
Page 86 of 103
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4. E. (5) Balance low pressure shaft and seal assembly using components of 289905-3
rotating assembly balancing kit as follows. (See Figure 228.)
NOTE: The 831413-1 adapter can be used for a shaft and seal assembly with or
without a seal ring attached. The 290702-1 (component of 289905-3
rotating assembly balance kit) is only used for a shaft and seal assembly
without a seal ring attached.
(a) If shaft and seal assembly does not have a seal ring, install 290562-1
coupling and 290701-1 coupling/831413-1 adapter on curvic couplings A and
B, on shaft and secure with 290566-32 tie bolt and 290565-1 nut. Install
assembly on standard balancing machine.
(b) Balance shaft and seal assembly to an accuracy of 0.015 ounce-inch in

Plane C.
(c) Material may be removed from areas designated. Use care not to undercut
basic Diameter AB, on shaft. All places where material is removed for
balancing shall fair smoothly. Material removal shall leave no corners or
edges sharper than 0.125 inch (3.18 mm) radius and shall have a surface
(d) Remove assembly from standard balancing machine and remove balance kit
part.
(6) Replace parts damaged beyond repairs specified.
Page 87 of 103
UP833486
72-50-04 5 Oct 2020


5. NUT 20. SEAL

10. BOLT *25. SEAL RING
15. SHAFT
*NOT APPLICABLE TO ALL LPT MODULE CONFIGURATIONS. REFER TO IPC TO

DETERMINE IF SEAL RING IS A COMPONENT OF THE SHAFT AND SEAL ASSEMBLY.
Low Pressure Turbine Shaft and Seal Assembly

Figure 227
Page 88 of 103
UP833486
72-50-04 5 Oct 2020


REPAIRED LIMITS
DIA AB 4.600 inches (116.84 mm) minimum
DIM. AC 0.035 inches (0.89 mm)
Low Pressure Turbine Shaft and Seal Assembly

Figure 228
Page 89 of 103
UP833486
72-50-04 5 Oct 2020



4. F. Repair of Rivets on LPT3 Rotor Assembly Seal
CAUTION: THE FOLLOWING REPAIR IS FOR RIVET REPLACEMENT ONLY. SEAL

ROTOR IS NOT REPLACEABLE AT THIS MAINTENANCE LEVEL. FOR
SEAL ROTOR REPLACEMENT, REFER TO INSPECTION/REPAIR
MANUAL, 72-IR-02.
NOTE: When repairing loose or damaged rivets, seal rotor removal is required to recover
rivet locking collar and debris.
(1) Replace loose or missing rivets.
CAUTION: INDEX SEAL ROTOR TO ROTOR ASSEMBLY PRIOR TO SEAL

REMOVAL TO PREVENT ROTOR UNBALANCE.
(a) Index seal rotor to rotor assembly using silver pencil to assist in reassembly.

ELONGATE OR OVERSIZE RIVET HOLES. OVERSIZE HOLES
COULD EFFECT CORRECT INSTALLATION OF REPLACEMENT
RIVETS AND SECURITY OF PARTS.
(b) Remove rivets from seal rotor in accordance with 70-00-00, Standard
Practices.
CAUTION: USE CARE WHEN INSTALLING 831101-1 SEAL ROTOR PULLER

TO PREVENT DAMAGE TO SEAL KNIFE EDGES.
(c) Remove seal rotor using 831101-1 seal puller.
(d) To assist in seal rotor installation, insert two alignment dowels, 180 degrees
apart, into rivet holes of rotor assembly.
CAUTION: KNIFE EDGE TIPS MUST NOT EXCEED 538°C (1000°F) DURING
HEATING OPERATION OR DAMAGE TO KNIFE EDGE WILL
RESULT.
(e) Heat seal rotor to 260 to 288°C (500 to 550°F) and install on rotor assembly
with rivet holes and index marks aligned.
(f) Install replacement rivets in accordance with 70-00-00, Standard Practices.
Page 90 of 103
UP833486
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CAUTION: TOOLING FABRICATED FROM NYLON, TEFLON, OR OTHER SIMILAR MATERIAL
SHOULD BE USED TO REMOVE AND INSTALL SEAL RINGS TO AVOID DAMAGE
TO COMPONENTS.
4. G. Replacement of Shaft and Seal Assembly, Rotating Seal Assembly, and LPT2 Rotor
Assembly Seal Rings (See Figure 224.6, 227, or 229, as applicable)
(1) Remove seal ring from applicable component.
(2) Install new seal ring by prying the seal ring into the applicable component using teflon,
nylon, etc, tooling until the seal ring is completely latched to the inner diameter of the
applicable component.
* 5. SEAL RING 15. ROTATING SEAL

*10. SEAL RING
*NOT APPLICABLE TO ALL LPT MODULE CONFIGURATIONS. REFER TO

IPC TO DETERMINE IF SEAL RING IS A COMPONENT OF THE
ROTATING SEAL ASSEMBLY.
Rotating Seal Assembly

Figure 229
Page 91 of 103
UP833486
72-50-04 5 Oct 2020


CAUTION: USE CARE WHEN HANDLING COMPONENTS WITH CURVIC
COUPLING AND KNIFE EDGE SEALS TO AVOID DAMAGE.
NOTE: Repairs specified in Paragraphs 4.C and 4.D may be accomplished

only by a facility having required special capability and tooling.
Replacement of individual blades requires the temporary removal of

several adjacent blades.
4. C. Repair of LPT1, LPT2, and LPT3 Rotor Assemblies (Blades Removed)
(1) If blades have not been previously removed, deblade LPT1, LPT2, and LPT3 rotor
assembly to replace discrepant parts. (See Figure 220, 221, or 222.)
NOTE: Chart location of all blades on disc to aid balancing after assem-
bly.
(a) Chart location of all blades to disc (i.e. using numbers, etc).
(b) Remove blades.
1 Bend retainer away from base of blades. Slide blades out, discard retain-
ers.
2 Weigh blades that are to be replaced, for selecting replacement blades near
the same weight.
(c) Perform fluorescent penetrant inspection on all blades that have operating time
in accordance with 70-00-00, Standard Practices. Pay particular attention to the
firtree area and 1/2 inch below shroud of blades. Cracks or indications are not
acceptable.
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Apr 28/00


5. BLADE RETAINER 15. ROTOR DISC

10. ROTOR BLADE
LPT1 Rotor Assembly

Figure 220
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July 31/95


5. BLADE RETAINER *12. SEAL RING

10. ROTOR BLADE 15. ROTOR DISC
*[NOT APPLICABLE TO ALL TURBINE MODULE CONFIGURATIONS. REFER TO IPC TO

DETERMINE IF SEAL RING IS A COMPONENT OF THE LPT2 ROTOR ASSEMBLY.]
LPT2 Rotor Assembly

Figure 221
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July 31/95


* 5. BLADE RETAINER 30. ROTOR DISC (SHOWN WITH SEAL

10. ROTOR BLADE ROTOR ATTACHED)
*PREFORMED TAB OF RETAINER ON AFT SIDE OF DISC
LPT3 Rotor Assembly

Figure 222
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NOTE: The following procedure is only applicable to LPT2 rotor assem-
blies which do not meet axial movement (blade walking) inspec-
tion criteria.
4. C. (1) (d) LPT2 blades require additional inspection. (See Figure 209.1.)
1 Inspect blade tip shroud.
a Heavy wear on side of knife from contact with adjacent blade not ac-
ceptable.
b Heavy wear on non-contact surfaces which cause a positive wear step

not acceptable.
c If blades do not meet requirements of Steps a or b, rotor disc and

rejected blades are unserviceable. Record on Life Limited Part Log
Card of rotor disc that blade damage occurred from axial movement
(blade walking) and removed from service (scrap).
Return disc, rejected blades, and Life Limited Part Log Card to the
following address for engineering evaluation.

Distribution Center
NOTE: If installing new or replacement blade, note part number and Casting
Identifier Code (Figure 224) for recording on Life Limited Parts Log
Card.
(2) Assemble blades and new retainers on disc.
(a) With all blades removed, perform single plane balance of disc, on first and se-
cond stages and disc and seal assembly on third stage. Mark heavy point and
record unbalance in grams for use in selecting blades during assembly.
(b) Select replacement blade as near to the weight of old blade as possible.
(c) Record on Maintenance Record of Life Limited Part Log Card new or replace-
ment blade part number, followed by Casting Identifier Code (if stamped on
blade, Figure 224), date and rotor cycles.
(d) Install all blade retainers with preformed tab on same side of disc.
(e) [Post SB TFE731-72-3698] For LPT1, if blade retainers are mixed part numbers
(Part No. 3060649-4 and 3074770-7), indicate the part number and quantity of
each part number on the rotor assembly (disc) Life Limited Part Log Card and
that installation is in accordance with Service Bulletin TFE731-72-3698.
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Nov 30/06


LPT Blade Installation

Figure 223
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July 31/95


NOTE: Not all turbine blades will have a Casting Identifier Code. Casting Identifier
Code will be only Alpha characters.
LPT Blade Casting Identifier Code

Figure 224
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July 31/95


PRESSURE WHEN SLIDING BLADES INTO FIR TREE OF
DISC AND OVER BLADE RETAINERS. IF RESISTANCE IS
PRESENT INVESTIGATE CAUSE (E.G. BENT RETAINER,
BURR ON BLADE RETAINER GROOVE ETC).
NOTE: [Post SB TFE731-72-3689] Only screened (specially inspected)
LPT3 Blades, Part No. 3060788-1, identified with an “X” or “A”
marked on the LPT3 blade outer tip shroud may be used. LPT3
blades (identified with an “X” on the outer tip shroud) may be
mixed with LPT3 Blades, Part No. 3060690-1, but may not be
mixed with LPT3 Blades, Part No. 3060788-1, without an “X” or
“A” marking. If mixing LPT3 blade part numbers, ensure the
quantity of each part number installed is entered on the Life
Limited Part Log Card.
4. C. (2) (f) Install blades as previously charted, Step (1)(a).
(g) To install last blade, move approximately 12 to 20 blades (6 to 10 on either side)
opposite direction of preformed end of retainer. Start the last blade into disc,
paying attention to Z-gap (i.e. align Z-gap with adjacent blades) then move all
blades in unison forward into disc.
OVERTIGHTENING WILL RESULT IN DAMAGE TO TUR-
BINE BLADES AND DISC.
NOTE: The 298125-1 blade loading kit contains three sets of different
size disc and arbor assemblies. Each disc and arbor is stamped
Ensure blade leading edge side of rotor assembly is installed first
when mounting rotor assembly in loading fixture.
(h) Install rotor assemblies in blade loading fixture (298125-1 blade loading kit).
Ensuring blade leading edge side is installed first, load blades radially outwards
in disc by hand tightening knurled flange knob on blade loading fixture.
(i) With blades loaded radially outwards, measure difference in height (length of
blade) between adjacent blade tip shrouds at the Z-gap. Difference in height of
one blade to another shall not exceed 0.020 inch.
(j) [Post SB TFE731-72-3620] After blade replacement, measure LPT1 and LPT2
rotor assemblies as follows. (See Figure 224.1.)
1 With blades loaded radially outwards, measure and record Diameter BB of
LPT1 assembly. Diameter BB shall be 13.679 ±0.002 inch.
2 Measure and record Diameter CC of LPT2 assembly. Diameter CC shall be
15.237 ±0.002 inch.
3 If Step 1 or Step 2 measurement is exceeded, return fully assembled LPT1
or LPT2 assembly to Honeywell Repair and Overhaul, Phoenix for high
speed tip grind.
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Nov 30/05


Diameter Disc
Diameter BB 13.679 ±0.002 inch LPT1
Diameter CC 15.237 ±0.002 inch LPT2
[Post SB TFE731-72-3620] First and Second Stage Rotor

Assembly Dimensional Measurements
Figure 224.1
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Apr 22/05


CAUTION: TOOLING USED TO BEND RETAINER MUST BE ALUMI-
NUM OR NICKEL. TOOLING OTHER THAN ALUMINUM
OR NICKEL COULD RESULT IN MATERIAL TRANSFER
FROM TOOL TO DISC OR BLADE CAUSING SUBSE-
QUENT FAILURE OF DISC OR BLADE.
4. C. (2) (k) Preformed tab of retainer (Figure 223), must be held flush against face of disc
and blade, before opposite tab is bent up and into face of disc. After bending,
tab shall be in firm contact with blade, but shall not be sharply creased at bend
line. Inspect bent tabs with 10X magnification. If retainer tabs are cracked,
replace retainer. Removal of a cracked retainer, requires removal of several
adjacent retainers.
(l) Check blade retention after installation is completed. A maximum of 0.030 inch
relative movement between the blade and disc along the fir tree center plane is
permissible. If relative movement is greater than 0.030 inch, readjust using an
approved form tool. Inspect tabs with 10X magnification and/or perform fluores-
cent penetrant inspection in accordance with 70-00-00, Standard Practices. If
retainer tabs are cracked, replace retainer.
UP833486
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Apr 22/05


4. C. (3) Balance assembly of disc, blades and retainers using components of 289905-3 rotor
assembly balancing kit.
NOTE: The 831413-1 adapter can be used for rotor assemblies with or
without seal rings attached. 290702-1 is only used for rotor
assemblies without seal rings attached.
(a) Place LPT1 or LPT2 rotor assembly between 290701-1 coupling and 290702-1
coupling/831413-1 adapter and secure with 290566-4 or 290566-6 tie bolt and
290565-1 nut.
(b) Place LPT3 rotor assembly on 290701-1 coupling and 290704-1 or 290704-2
adapter. Secure with 290566-16 tie bolt and 290565-1 nut.
(c) Install assembly in standard balancing machine.
NOTE: If unbalance is greater than 0.3 ounce-inch, reposition blades

for optimum balance prior to any grinding of balance material.
When removing material for balancing, two areas at least one

inch wide and 180 degrees apart must remain without material
removal, to permit dimensional inspection of rotor assembly.
(d) Balance LPT1 rotor assembly on curvic couplings to an accuracy of 0.047

ounce-inch. Material removal shall leave no corners or edges sharper than
0.125 inch radius and shall have a surface finish of 63 microinches or better.
(See Figure 225.)
(e) Balance LPT2 rotor assembly on curvic couplings to an accuracy of 0.059

ounce-inch. Material removal shall leave no corners or edges sharper than
0.125 inch radius and shall have a surface finish of 63 microinches or better.
(See Figure 225.)
(f) Balance LPT3 rotor assembly on coupling A and datum B diameter to an accura-
cy of 0.085 ounce-inch. Material removal shall leave no corners or edges
sharper than 0.125 inch radius and shall have a surface finish of 63 micro-
inches or better. (See Figure 226.)
(g) Remove rotor assembly from standard balancing machine and remove balance
kit parts.
(4) Visually inspect blades and disc for nicks, dents, and scratches. Blades with nicks,
dents, or scratches are not acceptable. For discs with nicks, dents, or scratches, refer
to 70-00-00, Standard Practices, for acceptance criteria.
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June 9/06


REPAIRED LIMITS
RAD AB (First Stage) 0.200 inch minimum
(Second Stage) 0.200 inch minimum
DIM. AC (First Stage) 0.030 inch minimum
DIM. AD (First Stage) 0.040 inch minimum
LPT1 and LPT2 Rotor Assembly (Balancing)

Figure 225
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July 31/95


REPAIRED LIMITS
RAD AA 0.200 inch minimum
DIM. AB 0.030 inch minimum
DIM. AC 0.030 inch minimum
DIM. AD 0.050 inch minimum
DIM. AE 0.020 inch minimum
LPT3 Rotor Assembly (Balancing)

Figure 226
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July 31/95


NOTE: If replacing damaged retainers only, balancing of the rotor assembly is not
required if the same blades removed are reinstalled in the same location
charted at removal.
4. D. Replacement of Damaged Blade Retainers
(1) Chart location of all blades to the disc.
(2) Bend retainers away from base of blades than slide blades out.
(3) Remove then discard retainers.
(4) Assemble blades and new retainers on disc.
(a) Install all blade retainers with preformed tab on same side of disc.
(b) [Post SB TFE731-72-3698] For LPT1, if blade retainers are mixed part numbers
(Part No. 3060649-4 and 3074770-7), indicate the part number and quantity of
each part number on the rotor assembly (disc) Life Limited Part Log Card and
that installation is in accordance with Service Bulletin TFE731-72-3698.

PRESSURE WHEN SLIDING BLADES INTO FIR TREE OF
DISC AND OVER BLADED RETAINERS. IF RESISTANCE
IS PRESENT INVESTIGATE CAUSE (e.g., BENT RETAIN-
ER, BURR ON BLADE FIR TREE GROOVE ETC).
(c) Install blades as previously charted, Step (1).
(d) To install last blade move approximately 12 to 20 blades (6 to 10 on either side)

aft. Start the last blade into disc, paying attention to Z-gap (i.e. align Z-gap with
adjacent blades) then move all blades in unison forward into disc.
CAUTION: TOOLING USED TO BEND RETAINER MUST BE ALUMI-

NUM OR NICKEL. TOOLING OTHER THAN ALUMINUM
OR NICKEL COULD RESULT IN MATERIAL TRANSFER
FROM TOOL TO DISC OR BLADE CAUSING SUBSE-
QUENT FAILURE OF DISC OR BLADE.
(e) Preformed tab of retainer (Figure 223), must be held flush against face of disc
and blade, before opposite tab is bent up and into face of disc. After bending,
tab shall be in firm contact with blade, but not be sharply creased at bend line.
Inspect bent tabs with 10X magnification. If retainer tabs are cracked, replace
retainer.
(f) Check blade retention after installation is completed. A maximum 0.030 inch
relative movement between the blade and disc along the fir tree center plane is
permissible. If relative movement is greater then 0.030 inch, readjust using an
approved form tool. Inspect tabs with 10X magnification and/or perform fluores-
cent penetrant inspection in accordance with 70-00-00, Standard Practices. If
retainer tabs are cracked, replace retainer.
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Apr 22/05


4. D. (5) Visually inspect blades and disc for nicks, dents, and scratches. Blades with nicks,
dents, or scratches are not acceptable. For discs with nicks, dents, or scratches, refer
to 70-00-00, Standard Practices, for acceptance criteria.
E. Repair of Shaft and Seal Assembly

(1) Disassemble shaft and seal assembly. (See Figure 227.)
NOTE: Shaft and seal assembly is balanced by orientation of parts on shaft.

Note position of each part removed in relation to remainder of assem-
bly as an aid to balancing at reassembly.
(2) Remove bolts, nuts, and seal from shaft.
(3) Replace damaged parts.
(4) Assemble seal on shaft and secure with bolts and nuts. Orient parts as noted at disas-
sembly. Tighten bolts (10) to 40 to 50 inch-pounds torque.
(5) Balance low pressure shaft and seal assembly using components of 289905-3 rotating
assembly balancing kit as follows. (See Figure 228.)
NOTE: The 831413-1 adapter can be used for a shaft and seal assembly
with or without a seal ring attached. 290702-1 is only used for a
shaft and seal assembly without a seal ring attached.
(a) If shaft and seal assembly does not have a seal ring installed, install 290562-1
and 290701-1 couplings /831413-1 adapter on curvic couplings, A and B, on
shaft and secure with 290566-32 tie bolt and 290565-1 nut. Install assembly on
standard balancing machine.
(b) Balance shaft and seal assembly to an accuracy of 0.015 ounce-inch in Plane
C.
(c) Material may be removed from areas designated. Use care not to undercut
basic Diameter AB, on shaft. All places where material is removed for balancing
shall fair smoothly. Material removal shall leave no corners or edges sharper
than 0.125 inch radius and shall have a surface finish of 63 microinches or
better.
(d) Remove assembly from standard balancing machine and remove balance kit
part.
(6) Replace parts damaged beyond repairs specified.

UP833486
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June 9/06


5. NUT 20. SEAL

10. BOLT *25. SEAL RING
15. SHAFT
*[NOT APPLICABLE TO ALL LPT MODULE CONFIGURATIONS. REFER TO IPC TO DETER-

MINE IF SEAL RING IS A COMPONENT OF THE SHAFT AND SEAL ASSEMBLY.]
LPT Shaft and Seal Assembly

Figure 227
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July 31/95


REPAIRED LIMITS
DIA AB 4.600 inch minimum
LPT Shaft and Seal Assembly

Figure 228
UP833486
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July 31/95


4. F. Repair of Rivets on LPT3 Stage Rotor Assembly Seal
CAUTION: THE FOLLOWING REPAIR IS FOR RIVET REPLACEMENT

ONLY. SEAL ROTOR IS NOT REPLACEABLE AT THIS MAINTE-
NANCE LEVEL. FOR SEAL ROTOR REPLACEMENT, REFER TO
INSPECTION/REPAIR MANUAL, 72-IR-02.
NOTE: When repairing loose or damaged rivets, seal rotor removal is required
to recover rivet locking collar and debris.
(1) Replace loose or missing rivets.
CAUTION: INDEX SEAL ROTOR TO ROTOR ASSEMBLY PRIOR TO

SEAL REMOVAL TO PREVENT ROTOR UNBALANCE.
(a) Index seal rotor to rotor assembly using silver pencil to assist in reassembly.

ELONGATE OR OVERSIZE RIVET HOLES. OVERSIZE
HOLES COULD EFFECT CORRECT INSTALLATION OF
REPLACEMENT RIVETS AND SECURITY OF PARTS.
(b) Remove rivets from seal rotor in accordance with 70-00-00, Standard Practices.
CAUTION: USE CARE WHEN INSTALLING 831101-1 SEAL ROTOR

PULLER TO PREVENT DAMAGE TO SEAL KNIFE EDGES.
(c) Remove seal rotor using 831101-1 seal puller.
(d) To assist in seal rotor installation, insert two alignment dowels, 180 degrees
apart, into rivet holes of rotor assembly.
CAUTION: KNIFE EDGE TIPS MUST NOT EXCEED 538°C (1000°F)

DURING HEATING OPERATION OR DAMAGE TO KNIFE
EDGE WILL RESULT.
(e) Heat seal rotor to 260 to 288°C (500 to 550°F) and install on rotor assembly with
rivet holes and index marks aligned.
(f) Install replacement rivets in accordance with 70-00-00, Standard Practices.

UP833486
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Aug 23/02


CAUTION: TOOLING FABRICATED FROM NYLON, TEFLON, OR OTHER SIMI-
LAR MATERIAL SHOULD BE USED TO REMOVE AND INSTALL SEAL
RINGS TO AVOID DAMAGE TO COMPONENTS.
4. G. Replacement of Shaft and Seal Assembly, Rotating Seal Assembly, and LPT2 Rotor Assem-
bly (See Figure 221, 227, or 229, as applicable) Seal Rings
(1) Remove seal ring from applicable component.
(2) Install new seal ring by prying the seal ring into the applicable component using teflon,
nylon, etc, tooling until the seal ring is completely latched to the inner diameter of the
applicable component.
* 5. SEAL RING 15. ROTATING SEAL

*10. SEAL RING
*[NOT APPLICABLE TO ALL LPT MODULE CONFIGURATIONS. REFER TO IPC TO DETER-

MINE IF SEAL RING IS A COMPONENT OF THE ROTATING SEAL ASSEMBLY.]
Rotating Seal Assembly

Figure 229
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Apr 22/05



UP833486
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Apr 22/05


TURBINE INTERSTAGE TRANSITION DUCT INSTALLATION

Interstage Duct Pilot Provides pilot diameter for installing first stage 289818-2
LP turbine nozzle.
Rotating Assembly Used to adapt components of the power sec- 289905-3
Balancing Kit tion assembly which require balancing.
Shaft Stretcher Fixture Used to load HP shaft during HP turbine rotor 291922-2
Sleeve (Used with blade tip to shroud clearance check.
293001-4 HP Shaft
Stretcher Fixture)
HP Shaft Stretcher Used to load HP shaft during HP turbine rotor 292033-2
Fixture Rod (Component blade tip to shroud clearance check.
of 293001-4 HP Shaft
Stretcher Fixture)
HP Turbine Rotor Holder Used for handling HP turbine rotor assembly to 293009-1
prevent blade disengagement.
HP Turbine Dummy Used during HP turbine rotor blade tip to 296883-2
Rotor Set shroud clearance check.
Nozzle Removal Wrench [Pre SB TFE731-72-3655] Removes and 298102-1
installs first stage LP turbine nozzle.
HPT Shroud Grinder Used to grind HP turbine shroud segments 831416-1
Assembly installed in engine.
Nozzle Removal Wrench [Post SB TFE731-72-3655] Removes and 831753-1
installs first stage LP turbine nozzle.
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Nov 26/03



Clamp attachment (No. 665G) The L. S. Starrett Co, 121 Cresent St, Athol, MA
01331-1915
Dial indicator The L. S. Starrett Co, 121 Cresent St, Athol, MA
(measured in thousandths of an inch) 01331-1915
Pin gage plus set (0.011 to 0.060) The L. S. Starrett Co, 121 Cresent St, Athol, MA
(Series S4000-60) 01331-1915
Shop vacuum Commercially available
Ultrasonic precision thickness gage GE Inspection Technologies LP, 50 Industrial
(Model CL3) Park Rd, Lewiston, PA 17044
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Nov 30/06



CARBON.
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Nov 26/03


Turbine Interstage Transition Duct Installation

Figure 201
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July 31/95


1. A. Removal of Transition Duct

(2) Use a wrench from the list below to turn the LPT1 nozzle to release the lobes on the
outer diameter. Remove the LPT1 nozzle. (See Figure 201.)
[Pre SB TFE731-72-3655] LPT1 Nozzle Wrench, Part No. 298102-1

[Post SB TFE731-72-3655] LPT1 Nozzle Wrench, Part No. 831753-1
(3) Remove bolts securing transition duct to plenum.
(4) Remove mounting brackets and related hardware from outer bolt circle of transition
duct in accordance with 72-50-03.
(5) Remove transition duct with assembled parts.
(6) If required, remove thermocouple harness installation in accordance with Steps 1.A.(4)
and 1.A.(9) only of 77-20-01.
KEY TO FIGURE 201
5. LPT1 NOZZLE 40. SHROUD SEGMENT

10. NUT 45. TURBINE SHROUD FLANGE
15. BOLT *50. NUT
20. BOLT **52. SPECIAL WASHER
25. BOLT *55. AFT ENGINE MOUNT
30. KEY WASHER *65. D-HEAD BOLT
35. RETAINING SLEEVE 70. TRANSITION DUCT
*REMOVED ONLY FOR REPLACEMENT

**USED AT ENGINE MOUNT LOCATIONS WHEN MOUNTS ARE NOT INSTALLED.
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NOTE: The following steps are performed as part of disassembly to aid in
determining if further disassembly of the transition duct and assembled
parts is required.
If the following parts require replacement, proceed to Steps (10)(l)

through (n).
Turbine interstage transition duct,

Turbine blade shroud segments,
HPT rotor assembly (includes either
the turbine wheel rotor or HPT blades).
If the above listed parts pass Inspection/Check criteria, perform the

HPT blade tip to shroud segment clearance check (Step (10)).
If transition duct and assembled parts pass Inspection/Check but

require disassembly (example: to hand finish built up material on
shroud segments from turbine blade rub), index parts (retaining sleeve
to transition duct, retaining sleeve to turbine shroud flange and shroud
segments to retaining sleeve) using silver pencil to aid in reassembly
of parts for blade tip to shroud clearance check.
1. A. (7) Visually inspect transition duct and assembled parts in accordance with Inspection/
Check. If inspection requirements are not met, proceed to Steps (10)(l) through (n) to
disassemble transition duct and assembled parts.
(8) Remove and inspect the HPT rotor assembly in accordance with 72-50-06. If Inspec-
tion/Check requirements are not met for the HPT rotor assembly, proceed to Steps
(10)(l) through (n) to disassemble transition duct and assembled parts.
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NOTE: Perform the following steps if Inspection/Check requirements are met
and none of the listed parts have been replaced.
1. A. (9) Determine longest blade in HP turbine rotor assembly.
NOTE: If standard balancing machine specified in the following step is

not available, determine largest diameter of HPT rotor assembly
and index both blades using silver pencil. Install rotor assembly
in accordance with Step (10), and determine longest blade of two
indexed blades. The longest blade will have the smallest blade
tip to shroud tip clearance and must be used for all clearance
measurements.
(a) Install 290702-1 and 290701-1 couplings or equivalent on rotor assembly curvic
couplings, secure with 290566-4 tie bolt and 290565-1 nut (components of
289905-3 rotating assembly balancing kit), and install in standard balancing
machine or equivalent.
(b) Use a dial indicator to measure runout of HP turbine blade squeeler tips and
locate longest blade.
(c) Index HPT rotor assembly at location of longest blade using silver pencil. Long-
est blade shall be used when performing HP turbine rotor assembly blade tip to
shroud segment clearance check.
(d) Remove rotor assembly from balancing machine, and from couplings, tie bolt,
and nut.
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1. A. (10) Perform HPT rotor assembly blade tip to shroud segment clearance check at each
shroud split line and shroud center (36 locations).
(a) Install 296883-17 dummy seal rotor (component of 296883-2 HP turbine dummy
rotor set) over HP shaft and engage curvic coupling teeth on impeller. (See
Figure 202.)
(b) Install HPT rotor assembly and engage curvic coupling teeth on 296883-17
dummy seal rotor.
(c) Install 296883-13 dummy seal rotor (component of 296883-2 HP turbine dummy
rotor set) and engage curvic coupling teeth on HPT rotor assembly, then install
round nut and hand tighten.
(d) Thread 292033-2 fixture rod portion of 293001-4 HP shaft stretcher fixture into
internal threads of HP shaft until rod bottoms in shaft.
(e) Install transition duct with assembled parts and secure with eight slave bolts and
nuts equally spaced around mounting flange.
NOTE: When performing the following steps, ensure all measurements

are made using longest blade of HPT rotor assembly.
Use hand pressure, approximately 15 pounds of force measured

at end of HP shaft, to load HP shaft in direction of measurement
to be taken to provide minimum blade tip clearance, this removes
radial clearance in bearing hydraulic mount.
(f) Position indexed longest blade of HPT rotor assembly to first measurement
location (end of No. 1 shroud segment nearest 12 o’clock position).
(g) Using hand pressure, approximately 15 pounds of force measured at end of HP

shaft, load HP shaft toward measurement position. Insert wire gage or equiva-
lent between longest blade tip of turbine rotor assembly and shroud segment.
Record clearance measurement on data recording sheet, Figure 203.
(h) Repeat Step (g) at center of No. 1 shroud segment and at other end of shroud
segment at split line and record.
(i) Repeat Step (g) at all other shroud segment locations indicated on Figure 203
and record.
(j) Remove eight slave bolts and nuts securing transition duct, remove transition
duct with assembled parts, fixture rod, round nut, 296883-13 dummy seal rotor,
HPT rotor assembly, and 296883-17 dummy seal rotor.
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Dummy Seal Rotor Installation

Figure 202
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NOTE: Use longest blade of HPT rotor assembly when measuring blade tip to
shroud clearances.
HPT Rotor Assembly Blade Tip to Shroud

Clearance Check Data Recording Sheet
Figure 203
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1. A. (10) (k) Review the engine incoming performance data (if available) and compare the HP
turbine blade tip clearances recorded in Steps (g) through (i) to the HP turbine
blade tip clearance recommendations provided in Step 1.B.(13)(j).
1 If HPT blade tip clearances are within recommendations and incoming

performance evaluations are acceptable, proceed to Step 1.B.(14), Assem-
bly. Retain HPT Rotor Assembly Blade Tip to Shroud Clearance Check
Data Recording Sheet, Figure 203, in engine records.
2 If HPT blade tip clearances are within recommendations and incoming

performance evaluations are not acceptable, further evaluation of data from
incoming performance run is required to locate cause. (Refer to Paragraph
16.H., 72-00-00, Trouble Shooting.)
3 If HPT blade tip clearances are not within recommendations, it is recom-

mended that HP turbine blade tip clearances be reset in order to prevent HP
turbine rotor tip rub and/or excessive tip clearances that can cause low
engine performance.
4 If necessary, HPT shroud segments may be ground to correct localized

areas of insufficient tip clearance as follows.
a Grind HPT shroud segments using 831416-1 grind fixture in accor-

dance with Step 1.B.(13)(I).
NOTE: If 831416-1 grind fixture (preferred method) is not

available, limited hand grinding of localized area is
permitted. Hand grinding is not recommended if
shroud segments have been removed from transition
duct.
b Using hand held rotary grinder, remove a maximum of 0.003 inch of

material from HPT shroud segments. Blending shall be limited to 0.750
inch of each end of shroud segments.
c After grinding, measure shroud segment with an ultrasonic precision

thickness gage (Kraut Kramer-Branson Model CL3 or equivalent) to
verify a minimum shroud segment thickness of 0.047 inch.
5 If HPT blade tip clearances are to be reset, accomplish the following.
NOTE: Bolts removed may be reinstalled if requirement of

Inspection/Check is met.
a Index retaining sleeve to transition duct using silver pencil. Remove

bolts and key washers securing turbine shroud flange to transition duct.
Discard key washers.
b Remove assembled retaining sleeve, shroud segments and turbine

shroud flange.
c Remove turbine shroud flange and shroud segments from retaining

sleeve.
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1. B. Installation of Transition Duct
NOTE: If blade tip to shroud clearances are acceptable, do not perform the
following steps, proceed to Step (14).

mended values.
The following procedures are performed to minimize HPT rotor assem-

bly blade tip rub and achieve maximum HPT efficiency.
See Figure 201 for location of components during the following proce-
dures.
(1) Check taper of all HPT blade squeeler tips (blades installed).
(a) Measure squeeler tip taper from leading to trailing edge of blade. Start measure-
ment 0.010 inch aft of leading edge. Taper shall not exceed 0.006 inch. Record
results.
(b) Measure squeeler tip taper from leading edge to midspan of blade. Start mea-
surement 0.010 inch aft of leading edge. Taper shall not exceed 0.004 inch.
Record results.
(c) If taper exceeds specified limits of Step (a) or (b), refer to 72-50-06, Approved
Repairs.
(2) Determine longest blade in HPT rotor assembly.
NOTE: If standard balancing machine specified in the following step is

not available, determine largest diameter of HPT rotor assembly
and index both blades using silver pencil and record dimension in
accordance with Step (3). Determine longest blade of two in-
dexed blades. The longest blade will have the smallest blade tip
to shroud tip clearance and must be used for all clearance mea-
surements.
(a) Install 290702-1 and 290701-1 couplings or equivalent on rotor assembly curvic
couplings, secure with 290566-4 tie bolt and 290565-1 nut (components of
289905-3 rotating assembly balancing kit), and install in standard balancing
machine or equivalent.
(b) Use a dial indicator to measure runout of HPT blade squeeler tips and locate
longest blade.
(c) Index HPT rotor assembly at location of longest blade using silver pencil. Long-
est blade must be used when performing HPT blade tip to shroud clearance
check.
(d) Remove rotor assembly from balancing machine, and from couplings, tie bolt,
and nut.
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1. B. (3) Measure and record largest diameter of HPT rotor assembly at location of longest
blade.
(a) Select blade 180 degrees from longest blade.
(b) Measure from 0.010 inch aft of leading edge on tip surface of one blade to 0.010
inch aft of leading edge on tip surface of other blade.
(c) Using same blades selected in Step (a), measure from center on tip surface of
blade to center on tip surface of other blade.
(d) Using same blades selected in Step (a), measure from trailing edge on tip sur-
face of blade to trailing edge on tip surface of other blade.
(e) Record largest diameter of three measurements taken on data recording sheet,
Figure 209.
NOTE: Part number of shroud segments listed in Service Bulletin

TFE731-72-3488 is for initial starting point only. Shroud segment part
numbers can be mixed and matched to achieve proper HPT rotor
blade tip to shroud segment clearance as required.
(4) Using Service Bulletin TFE731-72-3488 and the largest diameter recorded in Step
(3)(e), determine the shroud segment part number to be used for initial tip clearance
checks.
(5) Measure transition duct outer diameter of flange that mates with turbine shroud flange
and retaining sleeve. Take measurements at 12 equally spaced locations and record
on Figure 204. Record minimum and maximum diameters. Subtract minimum diame-
ter from maximum diameter and record as out of round dimension. Mark location of
largest diameter on transition duct using silver pencil.
(6) Measure retaining sleeve inner diameter (Diameter M, Figure 205) that mates with
piston ring seal (35, Figure 201, 72-50-07). Take measurements at six equally spaced
locations and record on Figure 205. Record minimum and maximum Diameters M.
Subtract minimum Diameter M from maximum Diameter M to determine Out of Round
Dimension M. If Out of Round Dimension M exceeds 0.040 inch, replace retaining
sleeve
(7) Measure retaining sleeve inner diameter (Diameter N, Figure 205) that mates with
shroud segments. Take measurements at six equally spaced locations and record on
Figure 205. Record largest Diameter N. Mark location of largest measurement using
silver pencil.
(8) Measure turbine shroud flange (45, Figure 201) outside diameter of scalloped flange.
Take measurements at 12 equally spaced locations and record on Figure 206. Record
largest diameter. Mark location of largest diameter using silver pencil.
(9) Install one shroud segment in retaining sleeve with one end aligned midway between
any two bolt holes in retaining sleeve. Install remaining 11 shroud segments equally
spaced in retaining sleeve. Ensure anti-rotation pins do not align with any split line
between shroud segments.
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MAX. DIA inch

MIN DIA inch
OUT OF ROUND DIM. inch
Transition Duct Out of Round Measurement

Figure 204
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DIAMETER N DIAMETER M
1. 1.
2. 2.
3. 3.
4. 4.
5. 5.
6. 6.
MAX. DIA N inch MAX. DIA M inch

MIN DIA M inch
OUT OF ROUND DIM. M inch
Retaining Sleeve Out of Round Measurement

Figure 205
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MAX. DIA inch
Turbine Shroud Flange Out of Round Measurement

Figure 206
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1. B. (10) Install turbine shroud flange on assembled shroud segments and retaining sleeve with
index marks 90 degrees apart. Secure assembled parts with eight slave bolts. Mea-
sure inside diameter of shroud segments.
(a) Measure and record inside diameter of each shroud segment at three locations
(end, center, and end). Record results of eighteen measurements on worksheet
(Figure 207).
(b) Record maximum and minimum diameters. Subtract minimum diameter from
maximum diameter to determine out of round dimension of assembly.
NOTE: Optional grinding process detailed in Step (13)(l) may be used to

bring excessive steps in adjoining shroud segments within ac-
ceptable limits.
(c) Following installation of HPT shroud segments in retaining sleeve, a step (dia-
metric mismatch) on the inside diameter of adjoining shroud segments shall not
exceed 0.010 inch.
(d) Remove previously applied index marks and mark location of largest diameter
using silver pencil and index shroud flange to retaining sleeve.
(e) Remove eight slave bolts.

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MAX. DIA inch

MIN DIA inch
Dimensional Worksheet of Assembled Shroud Segments,

Retaining Sleeve, and Turbine Shroud Flange
Figure 207
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NOTE: To minimize HPT blade tip rub, orientate retaining sleeve with shroud
segments to transition duct so that a split line between shroud seg-
ments is approximately at the 6 o’clock position.
1. B. (11) Install assembled shroud retainer, shroud segments and retaining sleeve on transition
duct with largest inside diameter of shroud segments 90 degrees from index mark on
transition duct. Ensure a split line between shroud segments is approximately at the 6
o’clock position. Secure assembly using slave bolts and measure.
(a) Measure and record inside diameter of each shroud segment at three locations
(both ends and center). Record results of 18 measurements on worksheet.
(See Figure 208.)
(b) Record maximum and minimum diameters. Subtract minimum diameter from
maximum diameter to determine out of round dimension of assembly.
(c) If out of round dimension exceeds 0.020 inch and is less than 0.026 inch, re-
move slave bolts and assembled parts and perform the following.
1 Remove turbine shroud flange from assembled shroud segments and re-
taining sleeve.
2 Check thickness of shroud segments and reorientate segments in retaining

sleeve to compensate for minimum and maximum diameters recorded in
Step (a). (See Figure 208.)
3 Install turbine shroud flange on assembled shroud segments and retaining

sleeve, align retaining sleeve to shroud sleeve using index marks made in
Step (10)(c). Secure assembled parts with eight slave bolts.
4 Using solvent or degreaser, remove index marks applied in Step (10)(c).

Repeat Steps (10) through (11)(b) until out of round dimension is 0.020 inch
or less.
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MAX. DIA inch

MIN DIA inch
Dimensional Worksheet of Assembled Shroud Segments,

Retaining Sleeve, Turbine Shroud Flange and Transition Duct
Figure 208
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1. B. (11) (d) If out of round dimension exceeds 0.026 inch, remove slave bolts and orientate
assembled shroud flange, shroud segments and retaining sleeve approximately
45 degrees clockwise. Ensure a split line between shroud segments is approxi-
mately at 6 o’clock position. Secure assembly using slave bolts and repeat
Steps (a) and (b).
(e) If out of round dimension still exceeds 0.026 inch, remove slave bolts and orien-
tate assembled shroud flange, shroud segments and retaining sleeve approxi-
mately 90 degrees counterclockwise. Ensure a split line between shroud seg-
ments is approximately at 6 o’clock position. Secure assembly using slave bolts
and repeat Steps (a) and (b).
(f) Compare build measurements obtained in previous steps. If out of round dimen-
sions are not reduced by reorientating parts, replace out of round component
(retaining sleeve or transition duct). Repeat Steps (5) through (11) as required,
until dimensional requirements are met.
(12) Index retaining sleeve to transition duct using silver pencil and remove all other index
marks.
(13) Perform HPT rotor assembly blade tip to shroud segments clearance check at each
shroud split line and shroud center (36 locations).
(a) Install 296883-17 dummy seal rotor over HP shaft and engage curvic coupling
teeth on impeller. (See Figure 202.)
(b) Install HPT rotor assembly and engage curvic coupling teeth on 296883-17
dummy seal rotor.
(c) Install 296883-13 dummy seal rotor and engage curvic coupling teeth on HPT
rotor assembly, then install round nut and hand tighten.
(d) Thread 292033-2 fixture rod portion of 293001-1/-3/-4 HP shaft stretcher fixture
into internal threads of HP shaft until rod bottoms in shaft.
(e) Install transition duct with assembled parts and secure with eight slave bolts and
nuts equally spaced around mounting flange.
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NOTE: When performing the following steps, ensure all measurements
are made using longest blade of HPT rotor assembly.
Use hand pressure, approximately 15 pounds of force measured

at end of HP shaft, to load HP shaft in direction of measurement
to be taken to provide minimum blade tip clearance, this removes
radial clearance in bearing hydraulic mount.
1. B. (13) (f) Position indexed longest blade of HPT rotor assembly to first measurement
location (end of No. 1 shroud segment nearest to 12 o’clock position).
(g) Using hand pressure, approximately 15 pounds of force measured at end of HP

shaft, load HP shaft toward measurement position. Insert wire gage or equiva-
lent, between longest blade tip of turbine rotor assembly and shroud segment.
Record clearance measurement on data recording sheet, Figure 209.
(h) Repeat Step (g) at center of No. 1 shroud segment and at other split line and
record.
(i) Repeat Step (g) at all other shroud segment locations indicated on Figure 209
and record.
(j) The following are recommended blade tip to shroud segment clearances for
Steps (g) through (i).
NOTE: HPT blade tip to shroud segment rubs typically occur at

the 5 to 8 o’clock positions (aft looking forward). The
following are recommended blade tip clearances.
1 Recommended blade tip clearance between the 5 and 8 o’clock position is

0.024 inch minimum and 0.030 inch maximum. Recommended blade tip
clearance for all other locations is 0.022 inch minimum and 0.028 inch
maximum.
2 Retain final build of blade tip to shroud clearances recorded on HPT Rotor
Assembly Blade Tip to Shroud Clearance Data Recording Sheet, Figure
209, with engine records.
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NOTE: Use longest blade of HPT rotor assembly when measuring blade tip to
shroud clearances.
HPT Rotor Assembly Largest Diameter inch

(Measured at location of longest blade.)
HPT Rotor Assembly Blade Tip to Shroud
Clearance Check Data Recording Sheet
Figure 209
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NOTE: Shroud segment part numbers and dash numbers may be mixed
to obtain an acceptable blade tip clearance.
To reduce excessive blade tip clearances at several shroud

segments perform the following steps to reorientate shroud seg-
ments in retaining sleeve. Position thin shroud segments in
locations of smallest blade tip clearances and thick shroud seg-
ments in locations of greatest blade tip clearances. Use mea-
surements recorded on data recording sheet, Figure 209, when
reorientating shroud segments.
The 831416-1 HPT shroud grinder assembly can be used to

grind shroud segments to:
S bring out of round conditions within acceptable limits.
S bring excessive step (diametric mismatch) of adjoining

shroud segments within acceptable limits.
S bring HPT blade tip clearances within acceptable limits.
Refer to Report No. 72-ST-41, HPT Shroud Grinder Assembly

Operation/Maintenance Pamphlet, OPERATION, for instructions
to set up and operate the grinder assembly.
1. B. (13) (k) If HPT rotor assembly blade tip clearances meet the recommendations specified
in Step (j), proceed to Step (m). If HPT rotor assembly blade tip clearances do
not meet the recommendations specified in Step (j) and tip clearances are to be
reset, perform the following.
1 Remove eight slave bolts and nuts and remove transition duct with as-
sembled parts.
2 Remove eight slave bolts securing assembled retaining sleeve, shroud

segments, and shroud flange to transition duct.
3 Remove shroud flange from assembled shroud segments and retaining

sleeve.
4 Check thickness of shroud segments. Use measurements recorded on data

recording sheet, Figure 209, to select and reorientate shroud segments to
reduce excessive blade tip clearances. Position thin shroud segments in
locations of smallest blade tip clearances and thick shroud segments in
locations of greatest blade tip clearances.
5 Install turbine shroud flange on assembled shroud segments and retaining

sleeve using index marks.
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1. B. (13) (k) 6 Install assembled shroud retainer, shroud segments and retaining sleeve on
transition duct using index mark. Secure with eight slave bolts. Install tran-
sition duct with assembled parts and secure with eight slave bolts and nuts
equally spaced around mounting flange. Repeat Steps (f) through (k). If
requirements specified in Step (j) are met, proceed to Step (m).
NOTE: The following procedure is optional and should be used

when a minimal amount of material needs to be removed
from the shroud segments to obtain acceptable HPT blade
tip clearances or shroud segment dimensions.
This procedure may be used in conjunction with the proce-

dures of Step (k).
Ensure the dimensional requirements for the HPT shroud

segments are met when the grinding procedure is com-
plete.
(l) Use 831416-1 HPT shroud grinder assembly to grind shroud segments.
1 Install 831416-1 HPT shroud grinder assembly in accordance with Report

No. 72-ST-41.
CAUTION: DO NOT EXCEED HPT BLADE TIP CLEAR-

ANCES SPECIFIED IN STEP (j).
2 Grind shroud segments using 831416-1 HPT shroud grinder assembly in

accordance with Report No. 72-ST-41.
3 Remove 831416-1 HPT shroud grinder assembly in accordance with Report

No. 72-ST-41.
4 Recheck HPT blade tip clearances.
5 If HPT blade tip clearances are acceptable, measure shroud segments with
an ultrasonic precision thickness gage (Model CL3) to verify a minimum
thickness of 0.047 inch.
6 Using a vacuum, remove grinding dust from engine.
(m) Remove eight slave bolts and nuts securing transition duct, remove transition
duct with assembled parts, fixture rod, round nut, 296883-13 dummy seal rotor,
HPT rotor assembly, and 296883-17 dummy seal rotor.
(n) Remove eight slave bolts securing assembled shroud segments, shroud flange
and retaining sleeve to transition duct. Do not remove assembled components
from transition duct or change orientation to transition duct.
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See TR

NOTE: Perform the following steps if the HP turbine rotor assembly blade tip to
shroud clearance check is acceptable.
1. B. (14) Coat bolts with anti-seize compound and secure assembled shroud segments, shroud
flange, and retaining sleeve to transition duct with bolts and new key washers. Ensure
a split line between shroud segments is approximately at the 6 o’clock position and that
retaining sleeve and transition duct index marks are aligned. Tighten bolts (25, Figure
201) to 45 inch-pounds torque and bend tabs of washers against flats of bolt heads.
Check Point 115: A. Verify key washers (30) are installed properly.
(15) If removed, install thermocouple harness installation in accordance with Steps 1.B.(1)
through 1.B.(13) only of 77-20-01.
(16) Coat threads of bolts (15) with anti-seize compound.
(17) Install transition duct with assembled parts. Ensure a Component Maintenance/
Modification Record Card (Form No. PX-3107-78) is initiated for turbine interstage
transition duct. Refer to Service Bulletin TFE731-72-3397.
(18) Install mounting brackets and related hardware on outer bolt circle of transition duct in
(19) Secure transition duct with bolts and nuts.
(20) Tighten bolts (15) securing transition duct to 125 inch-pounds torque.
CAUTION: LPT1 NOZZLE AREA ADJUSTMENTS MAY ONLY BE ACCOM-

PLISHED BY VENDORS THAT HAVE BEEN APPROVED IN SER-
VICE BULLETIN TFE731-72-3369RWK. UNEQUAL OPENINGS
BETWEEN THE VANES MAY RESULT IN A LOAD APPLIED TO
THE DISC WHICH VARIES CIRCUMFERENTIALLY, RESULTING
IN EXCESSIVE STRESS ON THE DOWNSTREAM LPT1 TURBINE
DISC. OPERATION OF AN ENGINE WITH NOZZLES THAT HAVE
BEEN IMPROPERLY ADJUSTED CAN RESULT IN SUBSEQUENT
UNCONTAINED FAILURE OF THE LPT1 TURBINE DISC.
NOTE: If a different A5 nozzle, than was removed is being installed, ensure the
AE value is within the minimum of 25.100 square-inches and a maxi-
mum of 25.600 square-inches. If the AE value on the replacement
nozzle is not legible, the nozzle must be air flowed in accordance with
the Inspection/Repair Manual, 72-IR-02, to determine the AE value.
Check Point 120: B. Verify LPT1 nozzle (5) AE data is recorded, if

available.
(21) Temporarily install LPT1 nozzle on LP turbine module, ensuring anti-rotation tang slots
on nozzle are properly engaged. Notch in aft surface of LPT1 nozzle shall be installed
at the 12 o’clock position. Index parts from notch to bolt circle on module flange using
silver pencil to aid assembly of LP turbine module.
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Apr 22/05



Reason: To change reference for Service Bulletin TFE731-72-3369RWK to Approved Repairs, Table
206 in caution following Step 1.B.(20).
Caution following Step 1.B.(20) is changed as follows:

ACCOMPLISHED BY VENDORS THAT HAVE BEEN APPROVED IN
APPROVED REPAIRS, TABLE 206. UNEQUAL OPENINGS BETWEEN
THE VANES MAY RESULT IN A LOAD APPLIED TO THE DISC WHICH
VARIES CIRCUMFERENTIALLY, RESULTING IN EXCESSIVE
STRESS ON THE DOWNSTREAM LPT1 TURBINE DISC. OPERATION
OF AN ENGINE WITH NOZZLES THAT HAVE BEEN IMPROPERLY
ADJUSTED CAN RESULT IN SUBSEQUENT UNCONTAINED
FAILURE OF THE LPT1 TURBINE DISC.
Page 3 of 14
72-50-05 24 Jul 2015
UP833486


1. B. (22) Install the LPT1 nozzle.
Use the pilot 289818-2 and a wrench from the list below to turn the LPT1 nozzle to lock
into position. Make sure that the nozzle anti-rotation tang on aft surface is aligned at
the 12 o’clock position. Remove 289818-2 pilot.
[Pre SB TFE731-72-3655] LPT1 Nozzle Wrench, Part No. 298102-1

[Post SB TFE731-72-3655] LPT1 Nozzle Wrench, Part No. 831753-1
(23) Using solvent, remove index mark from LPT1 nozzle. Ensure a Component
Maintenance/Modification Record Card (Form No. PX-3107-78) is initiated for LPT1
nozzle assembly. Refer to Service Bulletin TFE731-72-3397.
NOTE: The LPT1 nozzle is a separate assembly and can be removed from the
transition duct.
2. Inspection/Check
A. Inspection of Transition Duct
(1) Inspect transition duct wall (particularly in area of thermocouple boss) for buckling.
Buckling exceeding 0.065 inch not acceptable.
(2) Inspect transition duct inner wall in the area of the ITT bosses for hot corrosion. Hot
corrosion up to 0.020 inch deep within Zone A (0.450 inch diameter), Figure 209.1, is
acceptable. Hot corrosion outside of Zone A is acceptable provided remaining wall
thickness of duct is no less than 0.050 inch. Hot corrosion blistering (positive material)
is acceptable.
(3) Inspect transition duct flange for distortion. Distortion of flange not acceptable.
(4) Inspect transition duct nozzle locking flange for radial cracks. Refer to Approved Re-
pairs if cracks are evident.
(5) Check nuts on transition duct for security, stripped, or damaged threads. Some radial
movement is acceptable. Stripped or damaged threads are not acceptable. Refer to
Approved Repairs if damage is evident.
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2. A. (6) Inspect inside diameter of transition duct (where turbine shroud flange and retainer
sleeve connect to transition duct) for cracks.
(a) Cracks not exceeding 0.190 inch in length are acceptable.
(b) Through cracks are not acceptable.
(c) If inspection criteria of Step (a) or (b) is not met, contact Honeywell Complete
Customer Care Center, for disposition of transition duct.
(7) Inspect aft engine mount(s) for distortion. Bent or distorted engine mount is not accept-
able. Replace damaged mount, refer to Approved Repairs.
(8) Replace duct, if inspection requirements of Steps (1) through (7) are not met and repair
is beyond the scope of Approved Repairs.
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Nov 30/06


Transition Duct Zone A

Figure 209.1
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Apr 22/05


2. B. Inspection of LP First Stage Nozzle
(1) Inspect vanes for cracks. (See Figure 210.)
(a) Multiple cracks in the leading and trailing edge of a vane are acceptable, but
cracks shall not be in an intersecting plane or exceed 1/4 inch in length.
(b) Cracks in the leading edge of vanes may extend forward into band or shroud but
shall not exceed 1/8 inch in length.
(2) Inspect vanes for dents.
(a) Any number of dents are acceptable if dents are less than 0.050 inch diameter,
and depth does not exceed 0.050 inch.
(b) A maximum of three dents are allowed with diameters between 0.050 and 0.200
inch, and depth shall not exceed 0.050 inch.
(c) Dents exceeding 0.200 inch diameter or exceeding 0.050 inch depth are not
acceptable.
(d) Refer to Approved Repairs for repair of vane surfaces.
(3) Inspect vanes for nicks. Refer to Approved Repairs for repair of vane surface nicks.
(4) [Pre SB TFE731-72-3534 and Pre SB TFE731-72-3655] Inspect deflector brazing for
cracks. Cracks in deflector brazing are acceptable providing that at least one-half (1/2)
of the visible braze area has remained intact.
(5) [Pre SB TFE731-72-3534 and Pre SB TFE731-72-3655] Perform fluorescent pene-

trant inspection of air seal in accordance with 70-00-00, Standard Practices. Inspect air
seal for cracks paying particular attention to the area specified in Figure 210.1. Cracks
or linear indications are not acceptable.
(6) [Post SB TFE731-72-3534 and Post SB TFE731-72-3655] Inspect deflector for

cracks. Cracks are not acceptable. Refer to Approved Repair for replacement of
deflector.
(7) Inspect vane-to-shroud band area (outer diameter of vane area) for dents. Dents are
acceptable, however, sharp edges or dents exceeding 0.060 inch diameter should be
blended smooth.
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Nozzle Vane Repair Limits (Typical)

Figure 210
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[Pre SB TFE731-72-3534]
[LPT1 Nozzle, Part No. 3075406-1]
Air Seal Inspection
Figure 210.1
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2. B. (8) Inspect honeycomb seal diameter mating with knife edge seals for damage, both axially
and on circumference.
(a) Refer to 70-00-00, Standard Practices for general requirements. Refer to

72-50-06 for dimensional inspection requirements.
(b) Refer to Approved Repairs to replace seal.
(9) Inspect nozzle assembly for warpage.
(a) Warpage to outer band where nozzle engages with transition duct is acceptable
provided nozzle can be installed/removed without excessive force.
(b) Warpage at other locations is not acceptable.
(10) [Post SB TFE731-72-3534 and Post SB TFE731-72-3655] Inspect nozzle assembly.
(a) Inspect air seal assembly for loose rivets, missing rivets and bushings, and
missing rivet locking collars. (See Figure 212.) Missing or loose rivets not ac-
ceptable. Refer to Approved Repairs for rivet replacement.
(b) Inspect deflector for cracks. Cracks are not acceptable. Refer to Approved
Repairs for replacement of deflector.
(11) Inspect nozzle for bent, cracked, or broken tangs (for interlocking with second stage
nozzle) on aft outer ring of nozzle. Replace nozzle if three or more tangs or two adja-
cent tangs are cracked or broken. Refer to Approved Repairs for bent tangs or if two
non-adjacent tangs are bent or missing.
(12) Inspect shroud area (shroud for LPT1 rotor assembly blades) of nozzle for presence of
metal build-up due to blade rub. Refer to Approved Repairs if metal build-up apparent.
Minor grooving in parent metal of shroud (caused by blade rub) is acceptable.
(13) Inspect nozzle assembly for inner shroud deflection. Measure Dimension BB at 8
equally spaced locations adjacent to inner shroud slots. Dimension BB shall not be
less than 0.988 inch at any of the 8 locations. (See Figure 211.)
NOTE: If contact has occurred between the LPT1 nozzle and the LPT1 blades,
Service Bulletin TFE731-72-3655 should be reviewed for possible incor-
poration. Service Bulletin TFE731-72-3655 installs an improved deflec-
tor that prevents additional contact between the deflector and the first
stage turbine blades that could result in the blades being scrapped.
(14) [Post SB TFE731-72-3534 and Post SB TFE731-72-3655] Inspect deflector for evi-
dence of contact with LPT1 rotor assembly blades. If rub has occurred, accomplish the
following.
(a) Replace deflector.
(b) Inspect turbine blades for rub damage due to first stage nozzle creep in accor-
(15) Replace LPT1 nozzle if inspection requirements of Steps (1) through (14) reveal dam-
ages that are beyond the scope of Approved Repairs.
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See TR

CAUTION: LPT1 NOZZLE AREA ADJUSTMENTS MAY ONLY BE ACCOM-
PLISHED BY VENDORS THAT HAVE BEEN APPROVED IN SER-
VICE BULLETIN TFE731-72-3369RWK. UNEQUAL OPENINGS
BETWEEN THE VANES MAY RESULT IN A LOAD APPLIED TO
THE DISC WHICH VARIES CIRCUMFERENTIALLY, RESULTING
IN EXCESSIVE STRESS ON THE DOWNSTREAM LPT1 TUR-
BINE DISC. OPERATION OF AN ENGINE WITH NOZZLES THAT
HAVE BEEN IMPROPERLY ADJUSTED CAN RESULT IN SUBSE-
QUENT UNCONTAINED FAILURE OF THE LPT1 TURBINE DISC.
2. B. (16) If AE area adjustments to the nozzle are required, refer to Service Bulletin
TFE731-72-3369RWK for approved facilities and procedures for nozzle area adjust-
ment.
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Reason: To change reference for Service Bulletin TFE731-72-3369RWK to Approved Repairs, Table
206 in caution before Step 2.B.(16) and in Step 2.B.(16).
Caution before Step 2.B.(16) and Step 2.B.(16) are changed as follows:

ACCOMPLISHED BY VENDORS THAT HAVE BEEN APPROVED IN
APPROVED REPAIRS, TABLE 206. UNEQUAL OPENINGS
BETWEEN THE VANES MAY RESULT IN A LOAD APPLIED TO THE
DISC WHICH VARIES CIRCUMFERENTIALLY, RESULTING IN
EXCESSIVE STRESS ON THE DOWNSTREAM LPT1 TURBINE DISC.
OPERATION OF AN ENGINE WITH NOZZLES THAT HAVE BEEN
IMPROPERLY ADJUSTED CAN RESULT IN SUBSEQUENT
UNCONTAINED FAILURE OF THE LPT1 TURBINE DISC.
2. B. (16) If AE area adjustments to the nozzle are required, refer to Approved Repairs, Table 206
for approved facilities and procedures for nozzle area adjustment.
Page 4 of 14
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LPT1 Nozzle Deflection Inspection (Typical)

Figure 211
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2. C. Inspection of HP Turbine Shroud Segments
(1) Inspect for buildup of blade material. Material shall be removed by hand finishing to
parent material.
(2) Inspect for cracks, distortion, buckling or burning. Cracks, distortion, buckling or burn-
ing not acceptable.
(3) Inspect for rub damage caused by contact with blade. Rub damage or erosion shall not
exceed 0.010 inch in depth. Shroud segments with eroded forward edges within speci-
fied limit may be reversed, if desired.
D. Inspection of Turbine Shroud Flange
(1) Check flange free state flatness using feeler gages as shown in Figure 211.1.
(a) If free state flatness maximum measurement is equal to or less than 0.015 inch,
the flange may be returned to service.
(b) If free state flatness maximum measurement is between 0.015 inch and 0.125
inch, the flange is not serviceable but may be repaired. For repair, return part to
the following.
Dynatech Turbine Services

3614 Highpoint Dr
San Antonio, TX 78217
(c) If free state flatness maximum measurement is 0.126 inch or greater, the flange
is to be scrapped.
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Turbine Shroud Flange

Figure 211.1
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2. E. Inspection of Shroud Retaining Sleeve
(1) If shroud segments are removed, visually inspect shouldered pin. Pin shall be secure
in shroud retaining sleeve.
(2) Visually inspect shroud retaining sleeve for cracks. Cracks are not acceptable except
in areas of the pin holes which shall not exceed 0.438 inch in length.
(3) If damage is evident or suspected, perform fluorescent penetrant inspection in accor-

dance with 70-00-00, Standard Practices. Cracks are not acceptable except in areas of
the pin holes which shall not exceed 0.438 inch in length.
(4) Inspect shroud retaining sleeve for fret from contact with piston ring seal. Fret more
than 0.005 inch in depth is not acceptable.
A repair is available for shroud retaining sleeve with fret damage beyond acceptable
limits up to 0.010 inch in depth. Fret more than 0.010 inch in depth is not repairable.
Due to critical process control requirements that must be maintained during the repair
process, this repair is to be performed only at the following Honeywell authorized repair
facility.

Distribution Center
F. Inspection of Bolts Used to Secure Turbine Shroud Flange to Transition Duct
If engine maintenance (station/facility repair) records indicate bolts have been torqued four
times or more, perform fluorescent penetrant inspection in accordance with 70-00-00, Stan-
dard Practices. Cracks are not acceptable.
Table 202A. Materials and Compounds

(2) Remove aluminum particles from turbine nozzle assembly by soaking in solution of
sodium hydroxide mixed 20 percent by weight with water.
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No. No. Nomenclature 1 2 9 10
201 5 LPT1 Nozzle X X X

25 Bolt X X X
35 Retaining Sleeve X X X
40 Shroud Segment X X X
45 Turbine Shroud Flange X X X
65 Bolt X X X
70 Transition Duct X
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Reason: To add Table 204.1. Equipment and Materials after Table 204.
Table 204.1 is added as follows:
Table 204.1. Equipment and Materials

NOTE: Equivalent substitutes may not be used for listed items with asterisk (*).
#Equipment required to inspect and adjust throat opening(s).
#Adjusting tool (831463-3) Honeywell International Inc., Distribution Center,

AZ 85038-9003
#A5 Nozzle Adjustment Software, Honeywell International Inc., Technical Data

Part No. 831708-8 (NAPOLI (V2.04) and Distribution, M/S 64-01/2101-201, P.O. Box
User Manual, Part No. 831708-5 52170, Phoenix, AZ 85072-2170
(SE-01-1214, Revision 2 or subsequent revision)
#Computer PC and printer Commercially available

(IBM or compatible IBM clone)
#Throat opening gage set (831075-2) Honeywell International Inc., Distribution Center,
AZ 85038-9003
Page 5 of 14
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See TR

4. Approved Repairs

Nutplate Wrench Set Used to install nuts on transition duct. 293328-1
Pusher Rod Removes and installs engine aft mount bolts. 831196-13

Cupric chloride Commercially available
Hydrochloric acid (HCl) Commercially available
*Rubberized abrasive (Cratex 8-C and 80-C) Kennametal Abrasives, 2950 W Thomas Rd,
Phoenix, AZ 85017
Sodium carbonate Commercially available
*Tape (Electro Platers No. 484) 3M Abrasive Systems Div, 3M Center, Building
223-6N-01, St Paul, MN 55144-1000
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4. A. Replacement of Damaged Nuts on Transition Duct
(1) Remove damaged nuts on transition duct using a punch.
(2) Install new nuts in transition duct and secure using 293328-1 nutplate wrench set.
B. Repair of LPT1 Nozzle
(1) Blend leading and trailing edge nicks and dents on nozzle vanes to remove damaged
material when repair can be accomplished within the following limits. (See Figure 210.)
NOTE: Do not repair cracks by blending. When crack propogates from a

leading or trailing edge nick, blend only to repair nick damage.
(a) Provided no blending is required within 0.10 inch of inner or outer vane base on
no more than 15 vanes.
(b) Provided damaged leading or trailing edge required no more than one blend.
(c) Provided no more than 20 vanes require blending.
(d) Provided depth of blend required does not exceed 0.080 inch on leading edge.
(e) Provided depth of blend required does not exceed 0.125 inch on more than five
trailing edges, and depth of blend required does not exceed 0.080 inch on re-
mainder of trailing edges to be blended.
(f) Provided blend lengths are at least five times blend depth.
(g) Provided all areas where material is removed by blending fair smoothly with
surface finish of 125 microinches or better.
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Reason: To add Step 4.B.(7) for procedures to adjust A5 nozzle area.
Step 4.B.(7) is added as follows:
(7) Adjust A5 nozzle area.
NOTE: The rework procedures in this repair are to be performed only at the
facilities listed in Table 206. Only those facilities that have received
training at a Honeywell facility for inspection, adjustment, and airflow of
the A5 nozzle may perform the nozzle adjustment described in this
procedure.
Table 206. Facilities Approved to Adjust A5 Nozzle Area
Name and Address Name and Address

Chromizing Arizona Standard Aero
5161 West Polk Street Bush Field Regional Airport
Phoenix, AZ 85043 1550 Hangar Road
Augusta, GA 30906-9684
Duncan Aviation Inc.
5000 NW 44th, Suite A Standard Aero
Lincoln, NE 68524 George Bush Intercontinental Airport
17250 Chanute Road
EADS SECA Houston, TX 77032
Aeroport du Bourget
1 Boulevard du 19 Mars 1962, 95503 Standard Aero
BP 50064, Gonesse Capital Airport
France 1200 North Airport Drive
Springfield, IL 62707
Fleming and Associates
1060 North Capitol Avenue Standard Aero
Indianapolis, IN 46204-1007 Los Angeles International Airport
6201 West Imperial Highway
Honeywell International Inc. Los Angeles, CA 90045
Material Receiving
1944 East Sky Harbor Circle GKN Aerospace, Sweden AB
Phoenix, AZ 85034 Engine Service Division
Dept 6730
Premier Turbines S-46181 Trolhattan
3551 Doniphan Drive Sweden
Neosho, MO 64850-9199
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(a) Measure LPT1 nozzle assembly (A5) throat openings as follows.
NOTE: The A5 nozzle adjustment described in this procedure is to be

performed only at the facilities listed in Table 206. Only those
facilities that have had personnel trained at a Honeywell facility
for inspection, adjustment, and airflow of the A5 nozzle may
perform the nozzle adjustment. If initiation of Component
Maintenance/Modification Record Card is required, hours and
cycles from component origin are not required, but should be
entered if known. If previous hours and cycles are unknown,
enter the word “Unknown” at time of card initiation.
1 Initiate/update Component Maintenance/Modification Record Card

on the LPT1 nozzle assembly (A5).
2 Position LPT1 nozzle assembly (A5) on a work bench with aft

(large) end up and measure throat openings as follows. (See
Figure 211.2.)
CAUTION: END OF SMALL PIN ON THROAT OPENING GAGE SET,

PART NO. 831075-2, MUST REST ON INNER SHROUD
WHEN MEASURING THROAT OPENING. BALL END ON
GAGE IS TO BE INSERTED INTO THROAT OPENING
PARALLEL TO THROAT OPENING.
NOTE: When measuring throat openings, start with the largest

size ball in throat opening gage set that will fit into all
throat openings. Select a ball 0.002 inch larger in size
and try again to insert into all throat openings.
Measuring this way will aid and expedite the inspection.
See example below.
Example: If a 0.226 inch ball fits into all throat openings

without any drag and a 0.228 inch ball will not fit into
throat openings 1, 15, 16, and 53, their dimension is
0.227 inch. However, a 0.227 inch ball may be used to
ensure accuracy to 0.001 inch. Next try a 0.230 inch ball
in throat openings where 0.228 inch ball fits without any
drag, those throat openings where 0.230 inch ball will
not fit have a dimension of 0.229 inch. However, a 0.229
inch ball may be used to ensure accuracy to 0.001 inch.
If a ball fits into throat opening with a slight drag, that
opening is the size of that ball. Continue adding 0.002
inch to ball size until all throat openings are
dimensionally checked and recorded on Table 207 Data
Sheet.
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However, if any doubt exists that the measurement is
correct (difference is very slight, less than 0.001 inch),
try three consecutive measurements (example 0.226,
0.227, and 0.228 inch). If 0.226 inch fits without drag
and 0.228 inch will not go through, try 0.227 inch. If the
difference is extremely slight, 0.227 inch may not fit, the
measurement to record would then be 0.226 inch.
3 Using silver pencil (Berol Verithin, No. 753), number vanes 1

through 37. Vane that is aligned with the bump on the inner wheel
shroud diameter is number one vane. (See Figure 211.2.)
Inspection of Throat Openings, Aft Side (Typical)

Figure 211.2
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4 Starting with throat opening number one (one being the throat
opening between vanes 1 and 2, two being between vanes 2 and
3, three being between vanes 3 and 4, etc.), measure each throat
opening using throat opening gage set, Part No. 831075-2. This
includes throat opening of vanes with blended areas that were
inspected and found to be serviceable. Insert ball into throat
opening until total ball is just past end of vanes.
5 Record readings on Table 207 Data Sheet.
6 When mechanically adjusting A5 nozzle vanes, the maximum

allowable difference between the smallest and the largest throat
opening is 0.010 inch. If no vane adjustment is being
accomplished, the maximum allowable difference between the
smallest and the largest throat opening is 0.015 inch.
(b) Perform airflow (AE value) check in accordance with 72-IR-02, APPENDIX
2, REPAIR, Method No. 414B. AE value limits are listed in 72-00-00,
Troubleshooting, Table 122, LP Turbine Nozzle Total Effective Flow Area
(AE) Adjustment.
NOTE: A5 nozzle adjustment software, Part No. 831708-8 (NAPOLI

(V2.04)), determines the proper throat to adjust, differential
between throat openings, and pass/fail data. Program is useable
on any IBM PC (486 or better processor), and printer.
(c) Using A5 nozzle adjustment software, Part No. 831708-8 (NAPOLI V2.04),
input all readings recorded on Table 207 Data Sheet and from airflow check
into computer program and proceed as prompted. Refer to NAPOLI (V2.04)
user manual, Part No. 831708-5 (SE-01-1214, Revision 2 or subsequent
revision).
NOTE: The part must pass the NAPOLI area and throat opening test. If
the NAPOLI software indicated the part fails the area and throat
opening test, the part must be adjusted to meet the NAPOLI
area and throat opening requirements (within the airflow limits
listed in 72-00-00, Troubleshooting, Table 122). Refer to Step
(d).
1 If computer printout indicates that part passes (serviceable), attach

one copy of computer printout to Component
Maintenance/Modification Record Card. Maintain one copy of
computer printout with facility maintenance records.
2 If computer printout indicates that part fails (not serviceable) and

requires adjustment or if an airflow adjustment is desired, proceed
to Step (d).
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Table 207. LPT1 Nozzle Assembly (A5) Throat Opening Dimension Data Sheet
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(d) Adjust LPT1 nozzle assembly (A5) vanes (throat openings).
NOTE: If an area decrease is required, proceed to Step (d)3. If an area

increase is required, proceed as follows.
1 General vane adjustment instructions.
a Visually check the engagement slot of the vane adjusting

tool to make sure the vane is fully engaged into the tool
before adjusting the vane.
b Make sure vane adjustment tool is centered between the

inner and outer shroud surfaces before adjusting the vane.
2 Adjust trailing edge of vanes open as required.
a Using readings obtained in Step (a), adjust LPT1 nozzle

assembly (A5) vane (throat openings) using applicable
adjusting tool, Part No. 831463-3. Adjust trailing edge of
vanes as required using the following guidelines (criteria).
(See Figure 211.3.)
Inspection of Throat Openings, Aft Side (Typical)

Figure 211.3
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b When mechanically adjusting A5 nozzle vanes, the
maximum difference between the largest and the smallest
throat opening must not exceed 0.010 inch.
c Maximum area increase to be no more than 0.600 square-
inch by adjustment.
d Proceed to Step (e).
3 Adjust trailing edge of vanes closed as required.
NOTE: If adjusting trailing edge of vanes closed from an over
maximum AE limit condition, proceed to Step (d)4. If
existing AE value is less than the maximum limit,
proceed as follows.
Adjust vane openings closed (starting AE value is less than or
equal to maximum).
a Using readings obtained in Step (a), adjust LPT1 nozzle
(See Figure 211.3.)
• When mechanically adjusting A5 nozzle vanes, the

maximum difference between the largest and the
smallest throat opening must not exceed 0.010 inch.
b Maximum area decrease to be no more than 0.500 square-
inch by adjustment.
c Proceed to Step (e).
4 Adjust trailing edge of vanes closed from an over maximum AE
limit condition as required.
NOTE: If decreasing the AE value from an over maximum AE
limit condition, it is required to adjust to a calculated AE
value below maximum AE limit. This will allow for some
vane relaxation during engine operation and still remain
within AE limits.
a Adjust vanes closed to a calculated maximum value.
NOTE: The nozzle AE maximum adjustment value is
the maximum nozzle AE value that a nozzle
may be adjusted to if adjusting from an over
maximum AE limit condition. It is permissible to
adjust to a lower AE value (if desired) provided
it is within the acceptable AE limits for the
applicable nozzle and total adjustment does not
exceed 0.500 square-inch.
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b Calculate the nozzle AE maximum (max) adjustment value
as follows.
Existing (before adjustment) Nozzle AE Value

1
Subtract the AE Max Limit -
=
Divide the difference by 2

1
AE Max Limit
Subtract the result from the AE Max Limit -
Nozzle AE Max Adjustment Value =
Example:
Existing (before adjustment) Nozzle AE Value 26.346
1
Subtract the AE Max Limit - 26.230
= 0.116
Divide the difference by 2 0.058
1
AE Max Limit 26.230
Subtract the result from the AE Max Limit - 0.058

Nozzle AE Max Adjustment Value = 26.172
NOTES: 1. Refer to 72-00-00,Troubleshooting, Table 122.
c Using readings obtained in Step (a), adjust LPT1 nozzle

(See Figure 211.3.)
d When mechanically adjusting A5 nozzle vanes, the

maximum difference between the largest and the smallest
throat opening must not exceed 0.010 inch.
e Maximum area decrease to be no more than 0.500 square-

inch by adjustment.
f Maximum area may not exceed the nozzle AE maximum

adjustment value calculated in Step b.
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(e) After adjustment, visually inspect the LPT1 nozzle assembly (A5) vane
trailing edges for cracks in accordance with criteria in 72-50-04, Inspection.
(f) After vane adjustment, verify that the LPT1 nozzle assembly (A5) still
meets all throat opening and airflow requirements by accomplishing Steps
(a), (b), and (c).
Page 14 of 14
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See TR

4. B. (2) Blend nicks or dents on convex or concave surfaces of vanes to remove damaged
material when repair can be accomplished within the following limits.
NOTE: Nicks or dents which fit within a 0.125 inch diameter circle and
less than 0.020 inch in depth are acceptable.
(a) Provided no blending is required within 0.10 inch of inner or outer base of vane.
(b) Provided blending does not reduce vane thickness more than one-half of local
stock thickness on any vane, and no more than six vanes per nozzle are blended
to full depth allowed.
(c) Provided blending is required for no more than six nicks or dents per vane side,
with a separation of at least 0.125 inch between nicks or dents to be blended.
(d) Provided blend lengths are at least five times blend depth.
(e) Provided all areas where material is removed by blending fair smoothly with
surface finish of 125 microinches or better with forward fillet radii 0.07 to 0.11
inch and all other fillet and corner radii 0.02 to 0.08 inch.
(3) When metal build-up is apparent on shroud area (for LPT1 rotor assembly blades) of
nozzle, remove metal build-up by blending.
(4) Straighten bent tangs (for interlocking with LPT2 nozzle) on aft outer ring of low pres-
sure turbine nozzle. A cracked or broken tang may be removed by hand finishing
smooth. No more than two non-adjacent tangs may be removed.
tices after repair on repaired areas. Cracks are not acceptable.
(6) Replace part that is damaged beyond repair specified.

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4. C. Removal of Radial Cracks in Transition Duct Nozzle Locking Flange
(1) Remove radial cracks in transition duct nozzle locking flange by blending. Blend radius
shall not be less than 0.5 inch and wall thickness shall not be less than 0.060 inch
after blending.
CAUTION: CHEMICALS USED IN THE FOLLOWING PROCEDURE ARE

HARMFUL TO PERSONNEL. WEAR PROTECTIVE COVERINGS
TO PREVENT CONTACT WITH SKIN. PREPARE AND USE
CHEMICALS IN A WELL-VENTILATED AREA AND AVOID
BREATHING FUMES.
(2) Determine if cracks have been completely removed by chemically etching blended
areas as follows.
(a) Prepare Kallings Modified Etchant for treatment of handfinished areas as follows:
mix one gram of cupric chloride (CuCl2), four milliliters of concentrated hydro-
chloric acid (HCl), and four milliliters of methanol.
(b) Thoroughly clean hand-finished areas using solvent.
(c) Mask off areas around hand-finished areas using tape to prevent etchant from
running or dripping to other areas of transition duct nozzle when performing the
following steps.
(d) Using cotton swab, apply previously prepared etchant for three to four minutes to
repaired areas on boss welds. Keep cotton swab continuously moving on re-
paired areas throughout etchant application period.
CAUTION: USE EXTREME CARE TO PREVENT ANY DILUTED ETCH-

ANT FROM RUNNING INTO AREAS OF ENTRAPMENT
WHEN PERFORMING THE FOLLOWING STEP.
(e) Carefully wash hand-finished areas with water to remove etchant, then wipe and
blot hand-finished areas dry.
(f) Thoroughly wash hand-finished areas with 10 percent (by weight) solution of
sodium carbonate.
(g) Rinse hand-finished areas with water, then wipe hand-finished areas dry.
(h) Remove tape used for masking on part.
tices.
(4) If required, repeat Steps (1), (2), and (3) until all indications of cracks are removed, or
wall thickness is less than 0.060 inch. If wall thickness is less than 0.060 inch, replace
duct.
(5) Polish repaired areas with power-driven rubberized abrasive. Surface finish of repaired
areas shall be 125 microinches or better.
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NOTE: A record of cycles shall be maintained on parts specified in Service
Bulletin TFE731-72-3001.
4. D. [Post SB TFE731-72-3534 and Post SB TFE731-72-3655] Replacement of LPT1 Nozzle Air

Seal Assembly
(1) [Post SB TFE731-72-3534] Remove air seal assembly from LPT1 nozzle as follows.
(See Figure 212.)
(a) Remove rivets attaching the deflector to nozzle in accordance with 70-00-00,
Standard Practices.
(b) Remove bushings, deflector and air seal assembly from nozzle. Retain service-
able bushings for reuse.
(2) [Post SB TFE731-72-3655] Remove air seal assembly from LPT1 nozzle as follows.
(See Figure 212A.)
(a) Remove rivets (30) from deflectors (15, 25) in accordance with 70-00-00, Stan-
dard Practices.
(b) Remove deflector (25).
(c) Remove rivets (5) attaching the deflector (15) to nozzle (35) in accordance with
(d) Remove bushings (10), deflector (15) and air seal assembly (20) from nozzle
(35). Retain serviceable bushings for reuse.
(3) Degrease nozzle in accordance with 72-00-00, Cleaning/Painting, Cleaning Method

No. 2.
CAUTION: ENSURE FLANGE OF AIR SEAL ASSEMBLY IS FULLY SEATED

AGAINST FLANGE OF NOZZLE PRIOR TO RIVETING.
NOTE: Parts in the following steps may have an interference fit.
(4) [Post SB TFE731-72-3534] Install replacement air seal assembly on LPT1 nozzle as
(a) Install air seal assembly on nozzle with rivet holes aligned. Ensure that flange of
air seal assembly is fully seated against flange of nozzle.
NOTE: The air seal assembly and deflector must be clamped to LPT1
nozzle at both sides of the rivet hole to ensure proper seating of
the bushings to the air seal assembly.
(b) Install deflector on LPT1 nozzle, then install bushings.

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4. D. (4) (c) To ensure proper seating of bushings to the air seal assembly, the air seal as-
sembly and deflector must be clamped to LPT1 nozzle at both sides of the rivet
hole prior to installing each rivet.
(d) Install rivets in accordance with 70-00-00, Standard Practices.
(5) [Post SB TFE731-72-3655] Install replacement air seal assembly on LPT1 nozzle as
follows. (See Figure 212A.)
(a) Install air seal assembly (20) on nozzle (35) with rivet holes aligned. Ensure that
flange of air seal assembly is fully seated against flange of nozzle.
NOTE: The air seal assembly (20) and deflector (15) must be clamped to
nozzle (35) at both sides of the rivet hole to ensure proper seat-
ing of the bushings (10) to the air seal assembly (20).
(b) Install deflector (15) on nozzle (35), then install bushings (10).
(c) To ensure proper seating of bushings (10) to the air seal assembly (20), the air
seal assembly and deflector (15) must be clamped to nozzle (35) at both sides of
the rivet hole prior to installing each rivet (5).
(d) Install rivets (5) in accordance with 70-00-00, Standard Practices.
(e) Install deflector (25) on deflector (15).
(f) Install rivets (30) in accordance with 70-00-00, Standard Practices.
E. Repair of Rivets Attaching Air Seal Assembly to LPT1 Nozzle
(1) Remove loose or damaged rivets as follows.
(a) [Post SB TFE731-72-3655] Remove rivets (30) from deflectors (15, 25) in
accordance with 70-00-00, Standard Practices. (See Figure 212A.)
(b) [Post SB TFE731-72-3655] Remove deflector (25).
(c) Remove loose or damaged rivets attaching air seal assembly and deflector to
nozzle in accordance with 70-00-00, Standard Practices. (See Figure 121 or
212A.)
bushings to the support.
(2) Install new rivets as follows.
(a) To ensure proper seating of bushings to the support, the air seal assembly and
deflector must be clamped to LPT1 nozzle at both sides of the rivet hole prior to
installing each rivet.
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4. E. (2) (b) Install replacement rivets attaching air seal assembly and deflector to nozzle in
(c) [Post SB TFE731-72-3655] Install deflector (25) on deflector (15). (See Figure
212A.)
(d) [Post SB TFE731-72-3655] Install rivets (30) in accordance with 70-00-00,

Standard Practices.
F. [Post SB TFE731-72-3534 and Post SB TFE731-72-3655] Replacement of LPT1 Nozzle

Deflector
(1) [Post SB TFE731-72-3534] Remove deflector from LPT1 nozzle as follows. (See
Figure 212.)
(a) Remove rivets attaching the deflector to nozzle in accordance with 70-00-00,
Standard Practices.
(b) Remove bushings, deflector and air seal assembly from nozzle. Retain service-
able bushings for reuse.
(2) [Post SB TFE731-72-3655] Remove deflector from LPT1 nozzle as follows. (See
Figure 212A.)
(a) Remove rivets (30) from deflectors (15, 25) in accordance with 70-00-00, Stan-
dard Practices.
(b) Remove deflector (25).
(c) Remove rivets (5) attaching the deflector (15) to nozzle (35) in accordance with
(d) Remove bushings (10), deflector (15) and air seal assembly (20) from nozzle
(35). Retain serviceable bushings for reuse.
(3) Degrease nozzle in accordance with 72-00-00, Cleaning/Painting, Cleaning Method

No. 2.
CAUTION: ENSURE FLANGE OF AIR SEAL ASSEMBLY IS FULLY SEATED

AGAINST FLANGE OF NOZZLE PRIOR TO RIVETING.
NOTE: Parts in the following step may have an interference fit.
(4) [Post SB TFE731-72-3534] Install replacement deflector on LPT1 nozzle as follows.

(See Figure 212.)
(a) Install air seal assembly on nozzle with rivet holes aligned. Ensure that flange of
air seal assembly is fully seated against flange of nozzle.
the bushings to the air seal assembly.
(b) Install deflector on LPT1 nozzle, then install bushings.

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4. F. (4) (c) To ensure proper seating of bushings to the air seal assembly, the air seal as-
sembly and deflector must be clamped to LPT1 nozzle at both sides of the rivet
hole prior to installing each rivet.
(d) Install rivets in accordance with 70-00-00, Standard Practices.
(5) [Post SB TFE731-72-3655] Install replacement two-piece deflector on LPT1 nozzle as

follows. (See Figure 212A.)
(a) Install air seal assembly (20) on nozzle (35) with rivet holes aligned. Ensure that
flange of air seal assembly is fully seated against flange of nozzle.
NOTE: The air seal assembly (20) and deflector (15) must be clamped to
nozzle (35) at both sides of the rivet hole to ensure proper seat-
ing of the bushings (10) to the air seal assembly (20).
(b) Install deflector (15) on nozzle (35), then install bushings (10).
(c) To ensure proper seating of bushings (10) to the air seal assembly (20), the air
seal assembly and deflector (15) must be clamped to nozzle (35) at both sides of
the rivet hole prior to installing each rivet (5).
(d) Install rivets (5) in accordance with 70-00-00, Standard Practices.
(e) Install deflector (25) on deflector (15).
(f) Install rivets (30) in accordance with 70-00-00, Standard Practices.

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[Post SB TFE731-72-3534, Pre SB TFE731-72-3655]

LPT1 Nozzle Seal and Deflector Replacement
Figure 212
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5. RIVET 25. DEFLECTOR

10. BUSHING 30. RIVET
15. DEFLECTOR 35. NOZZLE
20. AIR SEAL ASSEMBLY
[Post SB TFE731-72-3655]
LPT1 Nozzle Seal and Deflector Replacement
Figure 212A
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5. NUT 15. TURBINE INTERSTAGE

10. MOUNT TRANSITION DUCT
20. BOLT (D-HEAD)
[Post SB TFE731-72-3655]
[Aft Engine Mount, Part No. 3075291-1]
Bolt on Aft Engine (Clevis) Mount
Figure 213
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CAUTION: [AFT ENGINE MOUNT, PART NO. 3075291-1] REMOVAL OF AFT
ENGINE MOUNT(S) SHOULD ONLY BE PERFORMED IF AFT EN-
GINE MOUNT IS DAMAGED.
NOTE: Refer to the Aircraft Maintenance Manual for instructions to attach or disen-
gage the aft engine mounts from the airframe mountings.
4. G. Replacement of Damaged Aft Engine Mount
CAUTION: USE EXTREME CARE NOT TO DAMAGE AFT ENGINE MOUNT

BOLTS DURING REMOVAL AND INSTALLATION OF MOUNT. IF
MOUNT BOLTS ARE DAMAGED, THE INTERSTAGE TRANSI-
TION DUCT MUST BE REMOVED. BOLTS ARE AN INTERFER-
ENCE FIT AND ARE PRESSED INTO PLACE FROM INSIDE OF
TURBINE INTERSTAGE TRANSITION DUCT.
(1) Remove nuts. (See Figure 213.)
NOTE: Removal of aft engine mount may require the use of a plastic or wood-
en mallet to unseat the engine mount from the turbine interstage tran-
sition duct.
(2) Remove damaged aft engine mount.
CAUTION: USE EXTREME CARE NOT TO DAMAGE AFT ENGINE MOUNT

BOLTS DURING REMOVAL AND INSTALLATION OF MOUNT. IF
MOUNT BOLTS ARE DAMAGED, THE INTERSTAGE TRANSI-
TION DUCT MUST BE REMOVED. BOLTS ARE AN INTERFER-
ENCE FIT AND ARE PRESSED INTO PLACE FROM INSIDE OF
TURBINE INTERSTAGE TRANSITION DUCT.
NOTE: Installation of an aft engine mount may require the use of a plastic or
wooden mallet to fully seat mount on the turbine interstage transition
duct.
(3) Install aft engine mount on turbine interstage transition duct. Ensure engine mount is
fully seated. (See Figure 213.)
NOTE: If installing a silver plated nut, anti-seize compound is not required for
bolt (20) as indicated in the following step.
(4) Coat threads of bolts (20) with anti-seize compound.
(5) Secure aft engine mount to turbine interstage transition duct using nuts. Tighten nuts
(5) to 50 inch-pounds torque.
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4. H. [Aft Engine Mount, Part No. 3075291-1] Replacement of Damaged Aft Engine Mount
Bolt(s)
CAUTION: DUE TO THE INTERFERENCE FIT OF THE ENGINE MOUNT

BOLTS, THE TURBINE INTERSTAGE TRANSITION DUCT
FLANGE MUST BE SUPPORTED WHEN REMOVING/INSTAL-
LING THE ENGINE MOUNT BOLTS TO PREVENT DAMAGE TO
THE FLANGE.
(1) Position (support) the turbine interstage transition duct on a standard arbor press.
(2) Position the 831196-13 pusher rod over the engine mount bolt to be removed and using
the arbor press, press out the engine mount bolt.
(3) Position (support) the turbine interstage transition duct on a standard arbor press and
press in replacement Engine Mount Bolt(s), Part No. 3075293-1. Ensure that the en-
gine mount bolt(s) head is flush with the flange.
(4) Perform Steps 4.G.(3) through (5) as applicable.
I. Replacement of Damaged Welded-On Aft Engine Mount
Return ITT duct to Honeywell for repair to the following address.

Distribution Center
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Apr 22/05


HPT ROTOR ASSEMBLY INSTALLATION

Shaft Stretcher Fixture Used on 293001-1/-3/-4 to stretch HP shoul- 291922-2
Sleeve dered shaft.
HP Shaft Stretcher Stretches HP shouldered shaft. 293001-4
Fixture (with cylinder
and pump) (Refer to
72-ST-05, Special
Tool Pamphlet for
maintenance
instructions.)
Mechanical Crimper Used to crimp flange on round nut assembly. 293070-1
Coupling Alignment Gage Used for replacement of front coupling. 294145-1
Mechanical Decrimper Used to straighten crimp in round nut flange at 294625-1
disassembly.
Driver (Component of Driver against crimp in round nut. 294625-13
294625-1)
Seal Plate-Front Used to support HP rotor seal plate while 296779-1
Coupling Holder and pressing HP shaft front coupling out of seal
Driver plate.
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CARBON.
*Penetrating oil (WD-40) (Alternate for Commercially available
carburetor cleaner (Gumout))
*Suede brush (1630-210) Los Angeles Brush Co, 2137 E 37th St, Los
Angeles, CA 90058-1416
Vibro-etch tool (Chicago Pneumatic Air Scribe, Commercially available
Part No. CP-9361)
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CAUTION: AFTER ANY CONFIRMED MALFUNCTION OF THE HP ROTATING
GROUP COMPONENTS (E.G. HPT BLADE FAILURE, HP IMPELLER
BLADE FAILURE, MISASSEMBLY DAMAGE, ETC) INSPECTION OF
THE COMBUSTION CHAMBER PLENUM CASE BOSS WELDS MUST
BE PERFORMED IN ACCORDANCE WITH 72-40-04. ALSO REMOVE
SURGE BLEED VALVE AND PERFORM MAGNETIC PARTICLE IN-
SPECTION ON SURGE BLEED VALVE POPPET (REFER TO
76-10-01).
USE CARE WHEN HANDLING COMPONENTS WITH CURVIC COU-

PLING AND KNIFE EDGE SEALS TO AVOID DAMAGE. REFER TO
SEE FIGURE 201 FOR LOCATION OF COMPONENTS DURING THE

FOLLOWING PROCEDURES.
1. A. Removal of HPT Rotor Assembly (See Figure 201)

Sequence, Steps 1 through 5 and 10, as required.
NOTE: Dimensions and respective positions recorded in the following

steps are for use at reassembly of the HP rotating group to en-
sure correct shaft stretch and radial alignment of curvic coupling
teeth. (Refer to Table 203.)
Hand load the HP rotating group forward (with approximately 15

pounds of force) during all dimensional measurements.
(2) Take measurement from Surface B on aft surface of aft coupling to Surface A on aft
flange on plenum case using a parallel bar to obtain Dimension X as shown in Figure
202. Record Dimension X on worksheet, Table 203. Mark coupling at point measure-
ment taken and location of parallel bar on plenum case using silver pencil.
(3) Take measurement from Surface C on end of HP shaft to Surface A on aft flange of
plenum case using a parallel bar to obtain Dimension A as shown in Figure 202. Re-
cord Dimension A on worksheet, Table 203. Mark shaft at point measurement taken
and location of parallel bar on plenum case using silver pencil.
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5. ROUND NUT 20. SEAL RING

10. AFT COUPLING 25. SEAL PLATE
15. ROTOR ASSEMBLY 30. FRONT COUPLING
HPT Rotor Assembly Installation

Figure 201
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HP Shaft Stretch Measurement (Typical)

Figure 202
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Table 203. HP Shaft Stretch and Curvic Coupling

inch instead of 0.004 inch for dimension comparison.
Keep worksheets for each HPT removal/installation performed with engine
maintenance (station/facility repair) records.
HP Turbine Removal
Dim. X: A to B HP shaft stretched.
Dim. A: A to C HP shaft stretched.
Dim. Y: A to B HP shaft unstretched (round nut hand
tight).
Dim. B: A to C HP shaft unstretched (round nut hand
tight).
HP Turbine Installation
Dim. YY: A to B HP shaft unstretched (round nut hand
tight). Dimension YY shall equal
Dimension Y, ±0.004* inch.
Dim. BB: A to C HP shaft unstretched (round nut hand
tight). Dimension BB shall equal
Dimension B, ±0.004* inch.
Dim. XX: A to B HP shaft stretched. Dimension XX
shall equal Dimension X, ±0.004*
inch.
Dim. AA: A to C HP shaft stretched. Dimension AA
shall equal Dimension A, ±0.004*
inch.
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TURE IN THE FOLLOWING STEPS. A FAILURE OF HP SHAFT
OR FIXTURE WOULD EXPEL FIXTURE AFT WITH CONSIDER-
ABLE FORCE.

1. A. (4) Loosen round nut as follows using 293001-1/-3/-4 fixture.
(a) Use 294625-1 decrimper to straighten crimp on round nut flange and allow rota-
tion of round nut as follows.
1 Check tip of 294625-13 driver (part of decrimper) formed by bevel and

radius faces of driver. If required, hand finish tip to remove nicks and
gouges. (If tip shape cannot be maintained by hand finishing, replace
294625-13 driver of decrimper.)
2 Tighten decrimper on end of HP shaft with window and driver of decrimper

centered over crimp in flange of round nut. Turn driver of decrimper so flat
face of tip faces HP shaft and radius face of tip faces crimp in nut flange.
3 Turn hand knob on decrimper to move driver forward, between slot in HP

shaft and crimp in nut flange, until driver contacts crimp in nut flange.
4 Using wrench, continue rotating hand knob on decrimper to force out crimp
in nut flange, but do not extend driver to point that driver bottoms on HP
shaft.
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1. A. (4) (b) Ensure 291922-2 sleeve is installed on 293001-1/-3/-4 fixture.
(c) Disassemble 293001-1/-3/-4 fixture to separate threaded rod and wrench. Clean
nent. Lubricate threads on threaded rod of fixture with light coat of anti-seize
lubricant.
CAUTION: ENSURE ROD PORTION OF FIXTURE ENGAGES A MINI-

MUM OF FIVE AND ONE-FOURTH THREADS IN INTER-
NAL BORE OF HP SHAFT WHEN PERFORMING THE
FOLLOWING STEP TO ENSURE PROPER INSTALLATION
OF FIXTURE AND PREVENT DAMAGE TO SHAFT.
(d) Thread rod portion of 293001-1/-3/-4 fixture into internal threads of HP shaft until
rod bottoms in shaft, counting turns of thread engagement. A minimum number
of five and one-fourth turns ensures proper installation of fixture.
(e) Ensure HP rotating group does not turn and back rod out one-fourth turn.
(f) Slide wrench portion of fixture forward over rod to engage holes in round nut.
CAUTION: ENSURE WING NUT OF FIXTURE ENGAGES A MINIMUM

OF FOUR THREADS WHEN PERFORMING THE FOLLOW-
ING STEP TO ENSURE PROPER INSTALLATION OF FIX-
TURE.
(g) Carefully assemble adapter and cylinder assembly of fixture over fixture rod.
Secure assembly with fixture bushing and wing nut on end of fixture rod while
holding fixture forward against rotating group. Ensure wing nut engages a mini-
mum number of four threads to ensure proper installation of fixture.
(h) Back wing nut out one-half turn from bottomed position.
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NOTE: Exceeding maximum specified pressure in the following steps
may cause stretch between HP shaft threads, causing round nut
to be locked.
1. A. (4) (j) Slowly continue to apply pressure with hydraulic pump of fixture while maintain-
ing loosening (counterclockwise) pressure on round nut with fixture wrench,
using a 3/8 x 8 inch dowel pin inserted in one of the fixture wrench insertion
holes, until nut loosens or fixture pressure gage indicates 6100 psig.

STEP, DO NOT EXCEED PRESSURE SPECIFIED ON
FIXTURE WARNING TAG.
used to loosen carbon deposits between nut and HP shaft
threads.
(k) Turn fixture wrench to rotate round nut counterclockwise. If round nut will not
loosen, attempt to loosen nut as follows.

the round nut, and repeat Steps (i) through (k) to loosen nut.
2 If round nut will not loosen after four repetitions of Step 1, repeat Steps (i)
hydraulic pressure.
3 Repeat Step 2 until round nut is loosened, but do not exceed hydraulic
(l) Turn fixture wrench to rotate round nut counterclockwise three turns.

(m) Slowly relieve hydraulic pressure, then remove fixture.

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1. A. (5) Mark relative position of aft coupling and rotor assembly to HP shaft using silver pencil.
NOTE: Hand load the HP rotating group forward (with approximately 15

pounds of force) during all dimensional measurements.
(6) Take measurement from Surface B on aft surface of aft coupling to Surface A on flange
on plenum case using a parallel bar to obtain Dimension Y as shown in Figure 202.
Record Dimension Y on worksheet, Table 203. Ensure measurement is taken from
points marked during initial measurement.
plenum case using a parallel bar to obtain Dimension B as shown in Figure 202. Re-
cord Dimension B on worksheet, Table 203. Ensure measurement is taken from same
points marked during initial measurement.
CAUTION: USE CARE WHEN REMOVING AND HANDLING ROTOR AS-

SEMBLY. IF 293009-1 HOLDER IS NOT INSTALLED, BLADES
MAY DISENGAGE FROM ROTOR.

NOTE: If a blade or blades are removed from rotor assembly during handling,
reinstall, and perform leakage check in accordance with Approved
Repairs. If rotor assembly fails leakage check, respray firtree area of
blades in accordance with Inspection/Repair Manual, 72-IR-02.
(8) Remove round nut and aft coupling.

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CAUTION: IMPROPER INSTALLATION OF SEAL RING (V-SEAL), COULD
ADVERSELY AFFECT ROTOR LIFE AND MAY RESULT IN MA-
JOR ENGINE DAMAGE.
PROPER INSTALLATION OF SEAL RING IS AS FOLLOWS.

(REFER TO TABLE 203A.)
E-NO SEAL RING.
D-SEAL RING (NO HOLES)
IF DURING DISASSEMBLY SEAL RING IS FOUND TO BE IM-
PROPERLY INSTALLED, CONTACT HONEYWELL COMPLETE
CUSTOMER CARE CENTER, FOR DISPOSITION OF ROTOR
ASSEMBLY.
NOTE: Personnel performing removal of seal ring (Steps 1.A.(9) and (11))
shall record the applicable information requested on Table 203A fol-
lowed by the verification (signature, initials, or stamp) of another quali-
fied individual.
1. A. (9) Record and verify, as item E1 on data sheet, Table 203A, that a seal ring (with or with-
out holes) or no seal ring is installed between aft coupling and HPT rotor assembly and
the number of holes in the seal ring. If installed, remove seal ring. Proper installation
is no seal ring in this position.
(10) Install 293009-1 holder on rotor assembly and remove rotor assembly.
(11) Record and verify, as item D1 on data sheet, Table 203A, that a seal ring (with or with-
out holes) or no seal ring is installed between the HPT rotor assembly and the front
coupling and the number of holes in the seal ring. If installed, remove seal ring. Proper
installation is a seal ring with no holes.
(12) If requirements are not as specified in Steps (9) and (11), contact Honeywell Complete
Customer Care Center for disposition of rotor assembly.
(13) Do not disengage front coupling with seal plate from splines on HP shaft, if possible, as
relationship of splines to curvic coupling will have to be re-established, Step 1.B.(5).
Leave 293009-1 holder installed on rotor assembly until rotor assembly has been rein-
stalled in engine.
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Table 203A. HPT Assembly Seal Ring (V-Seal) Data Sheet
ITEM DESCRIPTION
REMOVAL. (Refer to Steps 1.A.(9) and (11).)
(Check applicable items)
Without No. of
Yes No Holes Holes
E1 Seal Ring Installed VERIFIED BY
D1 Seal Ring Installed VERIFIED BY
INSTALLATION. (Refer to Steps 1.C.(7) and (9).)
D2 Seal Ring (NO HOLES) INSTALLED BY VERIFIED BY
E2 NO SEAL RING INSTALLED BY VERIFIED BY
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NOTE: When index marks specified in the following step are not made prior to
initial disengagement of internal splines on front coupling, special mea-
surements are required at reassembly (Step B.(5)).
1. A. (14) Mark relative position of front coupling and HP shaft on splines using silver pencil to aid
reassembly.
NOTE: The following step is required only if front coupling to be removed from
engine will not be reinstalled and a new or replacement front coupling
will be installed in its place.
(15) Measure and record position of front coupling on shaft (Dimension A, Figure 203).
Identify front coupling as removed using silver pencil.
NOTE: Do not remove seal plate from front coupling unless damage is evident.
Seal plate must be heated to 310 ±5°C (590 ±9°F) for 1 hour in an
oven for installation.
(16) Remove front coupling with seal plate. If required, remove seal plate from front cou-
pling using an arbor press.
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NOTE: The following procedure is for tracking the amount of hours accumulated for
a turbine blade and is to be accomplished only when performing a Major
Periodic Inspection.
1. B. [MPI] Marking of HPT Rotor Assembly Blades
NOTE: The marking of turbine blades shall be accomplished prior to removing

blades (if required) from disc.
Refer to Service Bulletin TFE731-72-3494 to determine the amount of

marks to be etched onto each blade of the HPT rotor assembly.
(1) If performing Major Periodic Inspection, mark all HPT blades using the following
criteria. (See Figure 202A.)
(a) If a blade has no markings, perform the following.
1 Initiate an identifier mark no more than 0.100 inch in from the right edge of
the platform, and completely etch that portion of the platform.
2 Refer to Service Bulletin TFE731-72-3494 to determine the amount of

marks to be etched on the left-hand side of each blade platform.
(b) If blade already has etch marks, determine the amount of additional etch marks
to be etched onto each blade platform using the Special Instructions for Continu-
ation of Blade Marking at Subsequent MPI Signoff specified in Service Bulletin
TFE731-72-3494.
(c) Blade marks are to be etched using a Chicago Pneumatic air scribe vibra-etch
tool or equivalent.
NOTE: Careful placement of etch marks onto the blade platform will
insure that the maximum amount of marks (13 to 15 marks) can
be etched onto the blade.
(d) Marks should be initiated at the left-hand side of the platform.
(e) Each mark shall consist of a single vertical line.

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Nov 26/03


HPT Blade Marking (Typical)

Figure 202A
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CAUTION: WHEN REPLACEMENT COMPONENTS ARE BEING INSTALLED AS
A RESULT OF MALFUNCTION (I.E., HPT BLADE FAILURE, HP IM-
PELLER BLADE FAILURE, MISASSEMBLY DAMAGE, ETC), INSPECT
BOSS WELDS ON COMBUSTION CHAMBER PLENUM CASE
(72-40-04) AND SURGE BLEED VALVE POPPET (76-10-01).

70-00-00, COMPONENT HANDLING.
ENSURE CURVIC COUPLINGS ARE CLEAN PRIOR TO INSTALLA-

TION TO AVOID DAMAGE. REFER TO 70-00-00, STANDARD PRAC-
TICES, COMPONENT HANDLING.
values.
1. C. Installation of HPT Rotor Assembly
Check Point 105: E. Verify recorded serial numbers on HPT rotor (15,
Figure 201), seal plate (25), and combustion chamber
plenum.
NOTE: Accomplishment of Step (1) is required only if the front coupling re-
moved from engine is not to be reinstalled, and a replacement front
coupling is installed in its place. This procedure requires that the front
coupling being replaced be marked for proper orientation as specified
in Step 1.A.(14). If no index marks were applied at removal, perform
procedure of Step (6) to establish index mark on front coupling to be
replaced before proceeding.
(1) Perform the following procedure, when front coupling removed from engine is to be
replaced, to ensure replacement part is acceptable. (See Figure 201.)
(a) Clean curvic coupling teeth of replacement front coupling and 294145-1 gage
with suede brush, then flush curvic coupling teeth with solvent.
(b) Place replacement front coupling on 294145-1 gage with forward end against
gage. Loosen locking screws on gage and rotate curvic coupling of gage to
allow full engagement of curvic coupling teeth on gage and front coupling.
(c) Using depth micrometer, measure and record dimension from top of shaft on
294145-1 gage to top of a curvic coupling tooth on aft face of front coupling.
Mark tooth used for measurement using silver pencil.
(d) Repeat Step (c) three times to provide measurements at four locations separated
by approximately 90 degrees, and mark teeth providing minimum and maximum
dimensions.
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1. C. (1) (e) Remove replacement front coupling from gage.
(f) Clean curvic coupling teeth of damaged front coupling to be replaced and
294145-1 gage with suede brush, then flush curvic coupling teeth with solvent.
(g) Place damaged front coupling on 294145-1 gage with forward end against gage.
Rotate curvic coupling of gage to allow full engagement of curvic coupling teeth
on gage and front coupling.
(h) Repeat Step (c) three times to provide measurement on damaged front coupling
at four locations separated by approximately 90 degrees.
(i) While holding front coupling firmly against gage, tighten locking screws on gage
to 25 inch-pounds torque.
(j) Repeat Step (c) to provide measurements on damaged front coupling at four
locations previously marked to ensure no motion of parts occurred while tighten-
ing gage locking screws.
NOTE: Dimensions recorded in Steps (h) and (j) are only to ensure front
coupling does not shift when locking screws are tightened. Dis-
card dimensions recorded when Step (k) is completed.
Do not loosen locking screws on gage after Step (k) is com-

pleted.
(k) If micrometer measurements of Steps (h) and (j) are not the same, loosen gage
locking screws and repeat Steps (h) through (k) to ensure front coupling does not
shift when locking screws are tightened.
(l) Using silver pencil, mark shaft of gage corresponding to mark made on damaged
front coupling splines at removal from engine.
(m) Remove damaged front coupling from gage.
(n) Clean curvic coupling teeth of replacement front coupling and gage with suede
brush, then flush curvic coupling teeth with solvent.
(o) Place replacement front coupling on gage with forward end against gage. Select
orientation of front coupling on gage splines which allows full engagement of
curvic coupling teeth. Do not force.
(p) Repeat Step (c) at points identified in Step (d) as providing minimum and maxi-
mum dimensions. Measurements shall match measurements initially recorded
for Step (c) within 0.003 inch. If measurements do not match as specified, front
coupling is not satisfactory for installation. Select another replacement front
coupling and repeat Steps (a) through (p).
(q) Using silver pencil transfer mark on shaft of gage (Step (l)) to splines of selected
replacement front coupling.
(r) Remove replacement front coupling from gage.

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CAUTION: THE AMOUNT AND SIZE OF THE SEAL PLATE HOLES IS
CRITICAL TO OBTAINING THE PROPER COOLING SCHEME
FOR A PARTICULAR ENGINE. MAKE SURE THAT THE
PROPER SEAL PLATE PART NUMBER LISTED IN THE IPC IS
INSTALLED FOR THE INTENDED ENGINE APPLICATION.
1. C. (2) If seal plate was removed from front coupling, heat plate in an oven at 310 ±5°C (590
±9°F) for 1 hour, then install seal plate onto front coupling.
Ensure seal plate alignment pins are aligned with alignment slots on front coupling and
that seal plate is fully seated on the shoulder of the front coupling by visually inspecting
for gaps around the full circumference of front coupling. No gaps are allowed.
(3) Clean curvic coupling teeth on HP impeller (which mates with front coupling) and on
forward end of front coupling with suede brush, then flush curvic coupling teeth with
solvent.
(4) Install front coupling with seal plate on engine with index mark on front coupling splines
aligned with index mark on splines of HP shaft made at removal (Step 1.A.(14)).
Positioning Front Coupling on HP Shaft

Figure 203
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NOTE: Accomplishment of Step (5) is required only if front coupling removed
from engine is not serviceable and a replacement front coupling is
being installed in its place.
1. C. (5) Verify relative positioning calculation of replacement front coupling (Dimension A, Fig-
ure 203).
(a) Measure and record axial position of replacement front coupling.
(b) Dimension obtained shall agree with Dimension A measured in Step 1.A.(15). If
dimensions are not the same within 0.010 inch, curvic coupling teeth are not
properly engaged. Repeat procedure.
NOTE: Accomplishment of Step (6) is required only when front coupling was
removed from engine without making index marks on splines (Step
1.A.(14)) to show proper orientation of parts. This procedure is appli-
cable only for front coupling removed from engine (Step 1.A.(16)).
(6) If no relative position mark was applied to front coupling at removal from engine, estab-
lish and mark proper orientation of parts to ensure full engagement of curvic coupling
teeth as follows.
(a) Clean curvic coupling teeth of HP impeller (which mate with front coupling) and
on forward end of front coupling with suede brush, then flush curvic coupling
teeth with solvent.
(b) Hold HP shaft and rotate front coupling in one-tooth increments of internal
splines through full rotation of front coupling on HP shaft. Measure and record
axial position (Dimension A, Figure 203) at each position. Most forward positions
of front coupling (greatest Dimension A measurement) indicate correct orienta-
tion (curvic coupling teeth fully engaged).
(c) Engage front coupling in selected position.
(d) Apply relative position marks to front coupling and HP shaft splines using silver
pencil.
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CAUTION: MAJOR ENGINE DAMAGE MAY RESULT DUE TO IMPROPER
HPT BLADE TIP TO SHROUD CLEARANCE. REFER TO
72-50-05.
WHEN PERFORMING THE FOLLOWING STEP ENSURE RO-

TOR ASSEMBLY IS INSTALLED WITH SIDE STAMPED AFT
(CONCAVE CURVIC COUPLING SIDE) FACING AFT. AIRFOIL
TRAILING EDGE OF BLADES MUST FACE AFT.

USE CARE WHEN INSTALLING ROTOR ASSEMBLY. IF

293009-1 HOLDER IS NOT INSTALLED, BLADES MAY DISEN-
GAGE FROM ROTOR.
IMPROPER INSTALLATION OF SEAL RING (V-SEAL) (PART NO.

3000001-2 (NO HOLES), COULD ADVERSELY AFFECT ROTOR
LIFE AND MAY RESULT IN MAJOR ENGINE DAMAGE.
PROPER INSTALLATION OF SEAL RING IS AS FOLLOWS.

(REFER TO TABLE 203A.)
D-SEAL RING (NO HOLES)
E-NO SEAL RING
NOTE: Personnel performing installation of seal ring (Steps 1.B.(7) and (9))
shall record the application information requested on Table 203A
followed by the verification (signature, initials, or stamp) of another
qualified individual.
1. C. (7) Install seal ring (no holes). Record and verify, as item D2 on data sheet, Table 203A,
that a seal ring is installed between forward coupling and HPT rotor assembly.
Check Point 108: A. Verify that seal ring (V-seal) with no holes is
installed.
(8) Install rotor assembly oriented as indexed at disassembly or, if mating parts have no
indexing marks, with high point marks (V or I) on mating curvic couplings 180 degrees
apart. Remove 293009-1 holder from rotor assembly. Verify engagement by turning
rotor assembly back and forth and noting that HP shaft follows rotor assembly.
(9) Record and verify, as item E2 on data sheet, Table 203A, that NO SEAL RING is
installed between HPT rotor assembly and aft coupling.
(10) Install aft coupling oriented as indexed at disassembly or, if mating parts have no index-
ing marks, with high point marks (V or I) on mating curvic couplings 180 degrees apart.
With curvic couplings properly engaged, hand load rotor assembly forward until round
nut is installed. Coat threads of HP shaft and round nut with anti-seize compound.
Install round nut hand tight.
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NOTE: Hand load the HP rotating group forward (with approximately 15 pounds
of force) during all measurements.
1. C. (11) Take measurement from Surface B on aft surface of aft coupling to Surface A on flange
of plenum case using a parallel bar to obtain Dimension YY as shown in Figure 202.
Record Dimension YY on worksheet, Table 203. Ensure measurement is taken from
points marked during removal.
(12) Take measurement (zero shaft stretch measurement) from Surface C on end of HP
shaft to Surface A on aft flange of plenum case using a parallel bar to obtain Dimension
BB as shown in Figure 202. Record Dimension BB on worksheet, Table 203. Ensure
measurement is taken from same points marked during removal.
NOTE: It is permissible that the dimensional requirement of the following step

be within 0.020 inch of measurement recorded in Steps 1.A.(6) and (7)
if components other than those removed at disassembly are installed.
(13) Compare Dimension YY (Step (11)) with Dimension Y (Step A.(6) recorded at removal.
Compare Dimension BB (Step (12)) with Dimension B (Step A.(7)) recorded at removal.
Dimensions shall be the same within ±0.004 inch. If dimensions are not as specified,
curvic coupling teeth are not properly aligned. If required, disassemble components
from HP shaft and repeat Steps (3) through (11) to obtain correct curvic coupling teeth
alignment.
Check Point 110: A. Verify curvic coupling engagement measure-

ments are within tolerance.
B. Verify zero shaft stretch measurement.

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WARNING: DO NOT STAND BEHIND, ABOVE, OR BELOW SHAFT STRETCH
FIXTURE WHEN PRESSURE IS APPLIED TO FIXTURE IN THE
FOLLOWING STEPS. A FAILURE OF HP SHAFT OR FIXTURE
WOULD EXPEL FIXTURE AFT WITH CONSIDERABLE FORCE.

TURE (NOT TO EXCEED PRESSURE SPECIFIED FOR SHAFT
STRETCH TOOL USED) SUFFICIENT TO LOOSEN ROUND NUT
ON HP SHAFT, RELIEVE PRESSURE ON FIXTURE, AND REPEAT
PROCEDURE. ENSURE PROPER SPECIAL TOOLING IS USED.
1. C. (14) Stretch shaft as follows using 293001-4 fixture to obtain dimensional stretch of 0.0132
to 0.0143 inch.
(a) Ensure 291922-2 sleeve is installed on 293001-4 fixture.
(b) Disassemble 293001-4 fixture to separate threaded rod and wrench. Clean
nent. Lubricate threads on threaded rod of fixture with a light coat of anti-seize
lubricant.

MUM OF FIVE AND ONE-FOURTH THREADS IN INTER-
NAL BORE OF HP SHAFT WHEN PERFORMING THE
OF FIXTURE AND PREVENT DAMAGE TO SHAFT.
(c) Thread fixture rod portion of 293001-4 fixture into internal threads of HP shaft
until rod bottoms in shaft, counting turns of thread engagement. A minimum
number of five and one-fourth turns ensures proper installation of rod.
(d) Ensure HP rotating group does not turn, then back fixture rod out one-fourth
turn.
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1. C. (14) (e) Slide wrench portion of fixture forward over fixture rod to engage holes in round
nut.

OF FOUR THREADS WHEN PERFORMING THE FOLLOW-
ING STEP TO ENSURE PROPER INSTALLATION OF FIX-
TURE.
(f) Carefully assemble adapter and cylinder assembly of fixture over fixture rod.
Secure assembly with wing nut on end of fixture rod while holding fixture forward
against rotating group. Ensure wing nut engages a minimum number of four
threads to ensure proper installation of fixture.
(g) Install wing nut to bottomed position.
(h) Use hand pressure to align cylinder assembly of fixture concentrically with fixture

(j) Turn fixture wrench clockwise using 3/8 x 8 inch dowel pin inserted in one of the
fixture wrench insertion holes, to hand tighten round nut.
(k) Slowly relieve hydraulic pressure on fixture and remove fixture.

STEP, DO NOT EXCEED 7450 PSIG ON FIXTURE PRES-
SURE GAGE.
(l) Measure HP shaft stretch to ensure HP shaft has been stretched 0.0132 to
0.0143 inch. If stretch is less than required, repeat Steps (c) through (k) with
hydraulic pressure applied in Step (i) increased 50 psig at each repetition of
procedure until specified shaft stretch is obtained. Do not exceed hydraulic
pressure of 7450 psig on fixture gage.
Check Point 110: C. Verify shaft stretch measurement is within

tolerance.
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NOTE: Hand load the HP rotating group forward (with approximately 15 pounds
1. C. (15) Take measurement from Surface B on aft surface of aft coupling to Surface A on flange
on plenum case using a parallel bar to obtain Dimension XX as shown in Figure 202.
Record Dimension XX on worksheet, Table 203. Ensure measurement is taken from
points marked during removal.
plenum case using a parallel bar to obtain Dimension AA as shown in Figure 202.
Record Dimension AA on worksheet, Table 203. Ensure measurement is taken from
same points marked during removal.
(17) Compare Dimension XX (Step (15)) with Dimension X (Step 1.A.(2)) recorded at re-
moval. Compare Dimension AA (Step (16)) with Dimension A (Step 1.A.(3)) recorded
at removal. Dimensions shall be the same within ±0.004 inch. If components other
than those removed at disassembly are installed, dimensional requirements must be
held within 0.020 inch of measurement recorded at removal.
CAUTION: IF TOOL OTHER THAN 293070-1 CRIMPER IS USED TO DE-

FLECT NUT FLANGE IN THE FOLLOWING STEP, HP SPOOL
BEARINGS MAY BE DAMAGED.
(18) Lock position of round nut by deflecting flange (in area not previously crimped) of round
nut into one of the indentations in aft coupling using 293070-1 crimper.
Check Point 110: D. Verify proper installation of round nut (5, Figure
201).
(19) Using solvent, remove index marks from HPT rotor.
tion Sequence, Steps 2 and 7 through 11, as required.

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2. Inspection/Check

Turbine Rotor Gage Set Allows dimensional measurement of HP rotor 294130-2
assembly.
Blade Erosion Gage Measures leading edge tip erosion. 294945-1
HP Turbine Ring Gage Used with 294130-2 for dimensional measure- 296320-1
ment of HP rotor assembly.
“P” Point Inspection Allows for “P” point measurement of LP turbine 831000-1
Gage Set rotor discs.
Slot Location Gage Set Used with 831000-1 for “P” point measurement 831009-1
of LP turbine rotor discs.

USE CARE WHEN HANDLING ROTOR ASSEMBLY. IF 293009-1

HOLDER IS NOT INSTALLED, BLADES MAY DISENGAGE FROM
ROTOR.
A. Inspection of HPT Rotor Assembly
(1) Inspect rotor assembly for the following.
(a) Perform fluorescent penetrant inspection of HPT rotor assembly.
1 Thoroughly clean the rotor assembly in accordance with 70-00-00, Standard

Practices. If aqueous cleaners are used, dry the rotor assembly in an oven.
Oven temperature and dwell time shall be such that rotor reaches a temper-
ature of 212°F (100°C) or greater to ensure all moisture is boiled off.
2 Fluorescent penetrant inspect rotor assembly in accordance with ASTM

E1417, Type 1, Method D, Level 4, Form a, developer (dry powder). (Refer
to 70-00-00, Standard Practices.) Penetrant dwell time shall be 30 minutes
minimum. Developer dwell time shall be 10 minutes minimum.
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2. A. (1) (a) 3 All indications shall be evaluated by wiping with a cotton tipped applicator or
brush dampened with solvent. An indication may not be wiped more than
two times. Do not permit solvent to flood the surface.
a If an indication reappears, evaluate the indication to the acceptance

criteria immediately.
b If an indication does not reappear, reapply dry powder developer.

Allow a dwell time of 10 minutes minimum and reevaluate.
4 Cracks or relevant linear indications (as defined in ASTM E1316) in blade or

disc are not allowed.
(b) Accomplish additional focused fluorescent penetrant inspection of curvic tooth

radii.
CAUTION: A HEAVY COATING OF NON-AQUEOUS DEVELOP-

ER IS DETRIMENTAL TO THE INSPECTION. APPLY
A THIN, EVEN COAT. IF THE METALLIC LUSTER
OF THE PART IS NOT VISIBLE, THE COATING OF
DEVELOPER IS TOO THICK AND THE PART MUST
BE CLEANED AND PENETRANT REAPPLIED.
NOTE: The non-aqueous developer may be applied without repro-

cessing the part as long as the time constraints of ASTM
E1417 are met.
1 Apply Form d (non-aqueous) developer to curvic area only. Penetrant dwell

time shall be 3 minutes minimum.
CAUTION: IF REJECTABLE CURVIC TOOTH RADIUS INDICA-

TIONS ARE FOUND IN THE FOLLOWING STEPS,
HONEYWELL MUST BE NOTIFIED AND THE HPT
ROTOR RETURNED TO HONEYWELL FOR INVES-
TIGATION.
2 All curvic tooth radii indications shall be evaluated by wiping with a cotton
tipped applicator or brush dampened with solvent. An indication may not be
wiped more than two times. Do not permit solvent to flood the surface.
a If an indication reappears, evaluate the indication to the acceptance

criteria immediately.
b If an indication does not reappear, reapply non-aqueous developer.

Allow a dwell time of 3 minutes minimum and reevaluate.
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2. A. (1) (b) 3 Cracks or relevant linear indications (as defined in ASTM E1316) in curvic
tooth radii are not allowed. (See Figure 203.1.)
4 If rejectable curvic tooth indications are found, notify Honeywell Complete

Customer Care Center, and return rotor for evaluation to:

Distribution Center
(c) Inspect firtree areas of disc and blades using 10X magnification. Indications or
cracks are not acceptable.
(d) Remove all traces of fluorescent penetrant from cooling air passages in blades
using clean tap water. Air dry with compressed air using a safety nozzle.
(e) Inspect disc for nicks, dents, and scratches. Refer to 70-00-00, Standard Prac-
tices, for acceptance criteria.
(f) Inspect for erosion at leading edge tip using 294945-1 gage. Erosion is accept-
able if exposure of cooling hole passage does not extend more than 0.050 inch
from surface established by uneroded top blade surface. (See Figure 204.)
Curvic Tooth Radii Focused Inspection

Figure 203.1
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HPT Blade Inspection

Figure 204
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Reason: To replace TR 72-232 (replaced TR 72-231 (changed procedure for inspecting coated
surfaces on HPT rotor assembly blades, changed Figure 204.1 to add View D-D, added the
words “except as allowed by Figure 204.1” in Step 2.A.(1)(g)1, changed procedure for
inspecting HPT blade coating, and added procedure for inspecting HPT blade for evidence of
exposure to over-temperature)) and to add thermoelectric probe inspection process.
NOTE before Step 2.A.(1)(g) is deleted, Step 2.A.(1)(g) is changed, and Step 2.A.(1)(g1) and Figures 204.1
thru 204.5 are added as follows:
NOTE: Deleted.
2. A. (1) (g) Inspect HPT blade diffused protective coating as follows.
NOTE: The intent of the HPT blade diffused aluminide protective coating
inspection is to determine if the blade parent material has been
exposed.
NOTE: HPT blades are coated with a diffused aluminide protective coating
to protect against oxidation and corrosion. When the coating is
applied during the manufacturing process, it bonds to the parent
material and forms a diffused layer that transitions from top coat
material to parent material. The top coat layer and the diffused
layer provide protection for the blade parent material. During
engine operation the coating may erode or oxidize resulting in a
gradual loss (thinning) of the top coat. In addition, corrosion may
occur between the top coat and diffused layer resulting in the lifting
of the top coat in the form of a corrosion blister, leaving the diffused
layer relatively intact. This results in small clusters of individual
corrosion blisters that will grow in size and eventually merge to form
patches of oxidized or missing coating. (See Figure 204.1.)
Continued oxidation thins the diffused layer until parent material is
exposed.
NOTE: See Figure 204.3 for blade part number and locations on blades to
be inspected for missing coating.
Any coating located outside of the indicated areas shown in Figure

204.3, does not require coating inspection.
Do not mistake coating corrosion blisters with raised or wrinkled

coating caused by over-temperature. (See Figure 204.5.)
1 Visually inspect Zone A for oxidized, corroded or missing protective

coating. Oxidized, corroded or missing protective coating in Zone A
that exposes only the coating diffused layer is acceptable. Oxidized,
corroded or missing protective coating that exposes the parent
material in Zone A is not acceptable.
2. A. (1) (g) 2 Visually inspect Zone B for oxidized, corroded, or missing protective
coating. Oxidized, corroded, or missing protective coating in Zone B
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that exposes coating diffused layer and/or parent material is
acceptable.
NOTE: When evaluating coating loss to determine if the diffused

layer is exposed or if the parent material is exposed, a
visual only inspection may not always provide a reliable
result. (See Figure 204.4 (Sheet 4), Example 3.) If the
depth of the missing coating is in question, the grit blast
and heat tint process in Step 3 and/or the thermoelectric
probe inspection process in Step 3d should be used to
determine the extent of the coating loss. If visual
inspection shows condition of coating is obviously
serviceable, heat tint and/or the thermoelectric probe
inspection process is not needed. (See Figure 204.4
(Sheet 2), Example 1A.) If visual inspection shows
condition of coating is obviously unserviceable, heat tint
and/or the thermoelectric probe inspection process is not
needed. (See Figure 204.4 (Sheet 2), Example 1B.)
3 If the visual inspection does not provide a clear indication of exposed

parent material, perform special cleaning process and heat tint
inspection and/or the thermoelectric probe inspection process on
suspect blades as follows.
NOTE: Only facilities listed in Inspection/Repair Manual, 72-IR-02,

APPENDIX 1 - INSPECTION, Method No. 312A are
approved to perform the Heat Tint procedure. Send the
suspect blades to a facility approved to accomplish the grit
blast/heat tint procedure.
a Process blades in accordance with Inspection/Repair Manual,

72-IR-02, APPENDIX 1 - INSPECTION, Method No. 312A.
b Evaluate processed blades as follows. (See Figures 204.3

and 204.4 (Sheets 1 through 4).)
i. Blades whose protective coating shows only a

Gold/Light Tan color without having areas of darker
contrast are fully coated and are acceptable.
ii. Blades whose protective coating shows only a
Gold/Light Tan color with areas of contrast that are
Tan/Medium Grey, without any Blue/Dark Grey, have
aluminide top coat loss into the coating diffused layer
and are acceptable.
iii. Blades whose protective coating shows any areas of
Blue/Dark Grey, and show contrasting colors
Tan/Medium Grey and Gold/Light Tan are eroded
through all coating layers into parent material and are
not acceptable in Zone A, but are acceptable in Zone
B.
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c Evaluate processed blades with any areas of blue/dark grey
color in Zone A by performing a thermoelectric probe coating
inspection in accordance with Step d.
d If unsure if the parent material is exposed after visual

inspection, with or without performing the grit blast/heat tint
process, thermoelectric probe inspection of suspect blades
may be performed to determine whether parent material is
exposed. Perform thermoelectric probe inspection on suspect
blades in accordance with IRM, 72-IR-02, Appendix 1 -
Inspection, Method No. 313A. Disposition of each suspect
blade shall be based on the results of the thermoelectric
probe inspection.
i. Blades whose thermoelectric probe coating

inspection reading meets the allowable limit are
acceptable.
ii. Blades whose thermoelectric probe coating

inspection reading which do not meet the allowable
limit are not acceptable.
NOTE: The following procedure is intended for use only on blades

where visual or thermoelectric probe inspection of the grit
blasted/heat tinted (processed) blades is inconclusive
(suspect blades). Processed blades that can be accepted
or rejected by visual inspection and/or the thermoelectric
probe inspection process do not need to be included in the
following step.
2. A. (1) (g) 4 If unsure if the parent material is exposed after visual inspection of
the grit blasted/heat tinted blades (suspect blades), metallurgical
evaluation of suspect blades may be performed to determine whether
parent material is exposed. Disposition of the remaining suspect
blades shall be based on the results of the metallurgical evaluation. If
necessary, perform metallurgical evaluation on suspect blades as
follows.
a Sort the suspect blades in order of most severe coating

corrosion/coating loss to least severe, based on the post grit
blast/heat tint visual inspection.
NOTE: The following metallographic procedure should

only be performed by laboratories familiar with
industry standard best practices for the sectioning,
mounting, polishing, etching and evaluation of
coated components.
b Starting with the two blades having the most severe coating
corrosion/coating loss, cross section, mount and prepare the
mounted specimens for optical evaluation of the blade
coating.
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c Evaluate the two prepared specimens through the area of
coating in question at magnification of 500X, or greater, to
determine whether the parent material (see Figure 204.2) is
exposed. If the parent material is not exposed, the remaining
blades, having similar or less severe coating corrosion/
coating loss, may be accepted based on the evaluation of the
two test specimens.
d If either test specimen does indicate the parent material (see

Figure 204.2) is exposed, perform Steps a through d on the
blade(s) having the next less severe coating corrosion/
coating loss. Continue sectioning blades until two specimens
are found that show no exposed parent material (as
applicable). The remaining blades in question, with similar or
less severe coating corrosion/coating loss than the two test
specimens showing no exposed parent material (as
applicable), may be accepted.
2. A. (1) (g) 5 Replace any blades that do not meet the requirements of Step 1, 2, 3,
or 4 in accordance with Approved Repairs.
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Examples of Coating Defects

Figure 204.1
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Examples of Coating Loss (Typical)

Figure 204.2
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HPT Blade Coating Inspection Area

Figure 204.3
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Tint Color Classification

Figure 204.4 (Sheet 1 of 4)
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Example 1

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Example 2

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Example 3

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2. A. (1) (g1) Inspect HPT blade for evidence of exposure to over-temperature as follows.
1 Visually inspect blade for raised or wrinkled coating or evidence of

burning (heavy oxidation). (See Figure 204.5.)
2 Evidence of raised or wrinkled coating or evidence of burning is not

acceptable. Replace blades in accordance with Approved Repairs.
Example of Blade Over-Temperature Wrinkled Coating (Typical)

Figure 204.5
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See TR

NOTE: All blade surfaces are manufactured with a distinct ingrained grid
pattern which is normal and should not be confused with wrinkled
or raised coating.
Turbine blade surfaces are coated. If subjected to an overtem-

perature condition, the coating material may flow which will result
in wrinkled or blistered indication. Foreign material on blades
should not be mistaken for wrinkled or blistered coating material.
2. A. (1) (g) Inspect coated surfaces on HPT rotor assembly blades for raised, wrinkled, and
blistered coating material. Blades with any of these conditions are not accept-
able.
(h) Rub damage on squeeler tip is acceptable if cooling holes are not obstructed.
Remove metal obstructing cooling holes.
NOTE: Blend repair of HPT blade is not authorized.
(i) Inspect for foreign object (impact) damage to HPT blades as follows.
On leading and trailing edges, concave indentations shall not exceed 0.030 inch
diameter by 0.015 inch depth. Displaced material shall not exceed 0.040 inch
diameter by 0.005 inch height.
(j) Replace components in accordance with Approved Repairs, if inspection require-

ments are not met.
(k) Inspect firtree areas of disc and blades using 10X magnification. Indications or
cracks are not acceptable.
(2) Inspect seal (V-seal) rings for damage to sealing surfaces. Inspect for minimum free
height of 0.234 inch.
(3) Perform fluorescent penetrant inspection on front coupling in accordance with

70-00-00, Standard Practices. Any indications or cracks not acceptable.
(4) Perform fluorescent penetrant inspection on seal plate in accordance with 70-00-00,
Standard Practices. Any indications or cracks are not acceptable.
(4a) Inspect seal plate for nicks, dents, and scratches, in accordance with 70-00-00, Stan-
dard Practices, HPT and LPT discs and seal plates.
(5) Perform fluorescent penetrant inspection on aft coupling in accordance with 70-00-00,
Standard Practices. Any indications or cracks not acceptable.
(6) Inspect all curvic coupling teeth for handling/misassembly damage. Refer to 70-00-00,
Standard Practices.
(7) Inspect honeycomb seal diameters mating with knife edge seals for damage, both
axially and on circumference. Refer to 70-00-00, Standard Practices for inspection
requirements.
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2. A. (8) Inspection of clearances on knife edge seal blades on aft coupling (rear seal rotor).
CAUTION: USE CARE WHEN HANDLING COMPONENTS WITH

CURVIC COUPLINGS AND KNIFE EDGE SEALS TO
AVOID DAMAGE. REFER TO 70-00-00, STANDARD
PRACTICES.
(a) Measure outside diameters of all three stepped knife edge seal blades on aft
coupling and record all three measurements as items A2 on data sheet, Table
205.
(b) Measure inside diameters of three stepped honeycomb seals on LPT1 nozzle
(72-50-05) which mates with three stepped knife edge seal blades on aft cou-
pling. Measure honeycomb material at unworn area. Record all three measure-
ments as items A1 on data sheet, Table 205.
(c) Subtract three dimensions recorded as items A2 from three dimensions recorded
as items A1, respectively, to obtain seal clearances. Record as items A3 on data
sheet, Table 205. No clearances (A3) shall be greater than 0.023 inch for all
three measurements.
(9) Inspection of clearances on seal blades of seal plate.
(a) Measure inside diameters of honeycomb seals on HPT nozzle retainer and inner
seal (72-50-07, Figure 202). Measure honeycomb material at unworn area.
Record as Items B1 on data sheet, Table 205.
(b) Measure outside diameters of all three knife edges (aft) on seal plate. Record all
three measurements as Items B2 on data sheet, Table 205.
(c) Subtract three Items B2 from Items B1, to obtain seal rotor honeycomb seal
clearances. Record as Items B3 on data sheet, Table 205. No clearances (B3)
shall be greater than 0.015 inch for all three measurements.
(d) Measure inside diameter of honeycomb seal on HPC diffuser. Measure honey-
comb material of unworn area. Record as Items C1 on data sheet, Table 205.
(e) Measure outside diameter of all three knife edge seal blades on seal plate.
Record all three measurements as Item C2 on data sheet, Table 205.
(f) Subtract three Items C2 from Items C1 to obtain seal plate diameter seal clear-
ances. Record as Item C3 on data sheet, Table 205. Clearance shall be no
more than 0.020 inch for all three measurements.
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Table 205. HPT Data Sheet
LIMIT (IN.) DIM. (IN.) DIM. (IN.) DIM. (IN.)

ITEM DESCRIPTION (MAX) (FORWARD) (CENTER) (AFT)
A1 Seal I.D.
2 Knife O.D.
3 Clearance 0.023
B1 Seal I.D.
2 Knife O.D.
3 Clearance 0.015
C1 Seal I.D.
2 Knife O.D.
3 Clearance 0.020

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2. A. (10) Deleted.
(11) Replace items that do not meet inspection requirements of Steps (1) through (9) or that
are damaged beyond repair limits of Approved Repairs.
(12) Inspect HP shaft internal threads that shaft stretch fixture rod threads into for damage.
Clean up damaged threads using 2.1250-16UN-3B tap.
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Apr 22/05


NOTE: The following procedure requires two areas on the balance rim of the
HPT rotor assembly disc, 180 degrees apart, where material has not
been removed for balancing.
If there are not two areas on balance rim of the HPT rotor assembly
disc, 180 degrees apart, where material has not been removed for
balancing, perform “P” point inspection (Step (14)) in lieu of these pro-
cedures.
2. A. (13) Dimensional inspection of HPT rotor assembly. (See Figure 205.)
CAUTION: 294130-2 GAGE SET IS PRECISION EQUIPMENT AND

CAN BE DAMAGED EASILY. USE EXTREME CARE WHEN
HANDLING GAGE SET TO PREVENT DAMAGE. USE
EXTREME CARE WHEN PLACING GAGE ON CURVIC
COUPLING OF ROTOR ASSEMBLIES TO PREVENT DAM-
AGE OF CURVIC COUPLINGS.
(a) Install gage portion of 294130-2 gage set on aft side of HPT rotor assembly.
Rest gage portion across curvic coupling. Using separate dial indicator, adjust
position of measuring tips of gage portion to set upper flat surface of each mea-
suring tip flush with adjacent rotor surface within 0.0005 inch. Ensure measur-
ing tips do not contact areas of disc where material has been removed for bal-
ancing.
(b) With position of measuring tips established, remove gage portion of gage set
from rotor assembly and install on 296320-1 ring gage (6.620 inches inside
diameter). Position dial indicator on gage set for zero indication at ring gage
inside diameter of 6.620 inches.
(c) Remove gage portion of gage set from ring gage and reinstall on aft side of rotor
assembly with gage portion resting on curvic coupling and upper surface of
measuring tips flush with adjacent surface of rotor. Ensure measuring tips do not
contact areas where material has been removed for balancing. Recheck to be
sure that measuring tips are flush with rotor surface within 0.0005 inch. If ad-
justment of the measuring tips is necessary, recheck gage set dial indicator for
zero indication on ring gage.
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July 31/95


HPT Rotor Assembly Dimensional Inspection

Figure 205
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Table 205A. HPT Rotor Assembly Dimensional and “P” Point

Inspection Data Recording Sheet
Engine Serial No. Facility
Dimensional Inspection
Diameter A
Reference Base Line Dimension −
Balance Rim Diametral Growth Dimension =
Acceptable/Unacceptable
“P” Point Inspection
Blade Position Numbers and Dial Indicator Reading For Positions That Failed
Blade Position No. Dial Indicator Reading
2. A. (13) (d) Record dial indicator reading. Reading is difference measurement between
296320-1 ring gage inside diameter and Diameter A. (See Figure 205.) If read-
ing is less than zero, subtract reading from ring gage inside diameter (6.620
inches). If reading is greater than zero, add reading to ring gage inside diameter
(6.620 inches). If other areas exist where balance material has not been re-
moved, repeat measurement at two more positions on rotor assembly, approxi-
mately equally spaced. Record largest of the measurements. Result is mea-
sured Diameter A. Enter dimension (measured Diameter A), facility performing
measurement, and date performed on Maintenance Record of Life Limited Part
Log Card and Table 205A.
(e) Record on Table 205A reference baseline dimension etched on web area of disc
and/or from Maintenance Record of Life Limited Part Log Card. If reference
baseline dimension cannot be determined by one of these methods, proceed to
Step (f).
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2. A. (13) (f) If reference baseline dimension is not etched on rotor or entered on Life Limited
Part Log of Engine Log Book, and measured Diameter A is 6.610 to 6.630 in-
ches, enter measured Diameter A in life limited part log of engine log book.
Measured Diameter A shall also be electrochemically etched on aft side of rotor
to establish reference baseline dimension for subsequent inspections.
(g) Subtract reference baseline dimension (Step (e) or (f)) from measured Diameter
A (Step (d)). Record difference as balance rim diametral growth dimension on
Table 205A. Dimension shall be the same within 0.010 inch. If requirement is
not met, proceed to Step (h) or (i) as applicable.
(h) Perform the following if the requirement of Step (g) is not met and facility does
not have 831000-1 “P” point inspection gage set and 831009-1 slot location gage
set.
1 Index location of largest Diameter A using silver pencil.
2 If facility has capability to reblade and balance, remove blades in accor-

dance with Approved Repairs. Send disc, data recording sheet (Table
205A), and Life Limited Part Log Card to a facility having required special
capability and tooling for “P” point inspection. Retain blades until results of
“P” point inspection are known, then discard blades from positions that
failed “P” point inspection.
3 If facility does not have capability to reblade and balance, send rotor assem-
bly, data recording sheet (Table 205A), and Life Limited Part Log Card to a
facility having special capability and tooling for “P” point inspection.
(i) Perform the following if the requirement of Step (g) is not met and facility has
831000-1 “P” point inspection gage set and 831009-1 slot location gage set.
1 Perform “P” point inspection in accordance with Step (14).
2 If “P” point inspection is satisfactory, enter largest Diameter A on Mainte-

nance Record of Life Limited Part Log Card to establish new reference
baseline dimension for subsequent inspections.
3 Obliterate existing baseline dimension on web area of disc and electro-

chemically etch new baseline dimension to a maximum depth of 0.001 inch.
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CAUTION: FIXTURES OF 831000-1 GAGE SET AND 831009-1 SLOT LOCA-
TION GAGE SET ARE PRECISION EQUIPMENT AND CAN BE
DAMAGED EASILY. USE EXTREME CARE WHEN HANDLING TO
PREVENT DAMAGE.
USE EXTREME CARE TO PREVENT DAMAGE TO CURVIC COU-

PLINGS AND ROTOR ASSEMBLIES WHEN PREPARING ROTOR
ASSEMBLIES FOR INSPECTION.
NOTE: The “P” point inspection specified in Step (14) shall be performed if a
dimensional inspection (Step (13)) cannot be performed on the HPT
rotor assembly, using 294130-2 gage set, due to not having two loca-
tions 180 degrees apart on the balance rim where material has not
been removed.
2. A. (14) Perform “P” point inspection on HPT rotor disc using 831000-1 gage set and 831009-1
slot location gage set as follows.
(a) If disc and blades are not numbered, number blades and blade positions consec-
utively around disc using silver pencil.
(b) Remove blades in accordance with Approved Repairs.
(c) Place 832044-1 gage assembly on a flat and level surface.
NOTE: Zeroing the dial indicator on the 832044-1 gage assembly esta-
blishes a base reference for actual rotor disc dimension.
Ensure firtree areas are thoroughly clean or inaccurate measure-

ments may result.
(d) Zero dial indicator by placing 832046-1 setmaster assembly on 832044-1 gage
assembly and slowly rotate setmaster assembly (towards dial indicator and down
only) to make contact with the slide head attached to the dial indicator assembly
and obtain furthest reading from zero. Adjust dial indicator to zero, if required.
(See Figure 206.)
(e) Remove setmaster assembly from gage assembly.
(f) Install rotor disc on 832045-1 curvic arbor assembly. Install appropriate clamp
and clamp spacers on curvic arbor assembly. Install 832047-1 nut assembly on
curvic arbor assembly and hand tighten nut. (See Figure 206.)
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NOT SHOWN: CURVIC COUPLING LOCATED ON OTHER SIDE OF ROTOR ASSEMBLY.
HPT Rotor Disc “P” Point Inspection Using 831000-1 Gage Set
and 831009-1 Slot Location Gage Set
Figure 206
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2. A. (14) (g) Place curvic arbor assembly (with rotor disc) on gage assembly.
NOTE: Ensure end stop of slot location gage that sets against edge of
rotor disc is tight and is not damaged in any way. If loose, tight-
en. If damaged, replace slot location gage.
Readings may vary depending on pressure used to tighten

knurled knob. Ensure knob is only tightened finger tight.
Slot location gage should be inserted from same side at each

blade position throughout “P” point inspection.
Ensure firtree areas are thoroughly clean or inaccurate measure-

ments may result.
(h) Insert 832096-1 slot location gage in firtree marked number 1 (Step (a)). Ensure
end stop of slot location gage sets against rotor disc and tighten knurled knob
finger tight.
(i) Slowly rotate disc until ball on slot location gage comes in contact with dial indi-
cator slide head and obtain furthest reading from zero (in a positive or negative
direction). Dial indicator reading greater than -0.002 inch in a negative direction
or +0.002 inch in a positive direction is unacceptable. Record blade position and
unacceptable reading on Table 205A.
(j) Repeat Steps (h) and (i) at each blade position until all positions are checked.
(k) Rotor disc is unacceptable and may not be continued in service if dial indicator
reading recorded in Step (i) is greater than -0.002 inch in the negative direction
or +0.002 inch in the positive direction at one or more blade positions. Record
on Life Limited Part Log Card that “P” point inspection was unsatisfactory and
remove disc from service. Scrap blades removed from positions that were great-
er than +0.002 inch when “P” point inspection was performed. Return disc and
Life Limited Part Log Card to the following address for engineering investigation.

Distribution Center
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Nov 30/06


HPT Rotor Seal Plate Dimensional Inspection

Figure 207
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July 31/95


CAUTION: ENSURE BLADES INSTALLED IN THE FOLLOWING STEP
WERE NOT REMOVED FROM POSITIONS THAT FAILED
“P” POINT INSPECTION (STEP (11)). THESE BLADES
HAVE BEEN SUBJECT TO UNACCEPTABLE STRESS.
2. A. (14) (l) If the requirement of Step (i) is met at all blade locations on disc, record on Main-
tenance Record of Life Limited Part Log Card that “P” point inspection was ac-
ceptable, facility performing inspection, date performed, and hours and cycles on
disc. Install serviceable blades in accordance with Approved Repairs. Ensure
blades being installed were not removed from positions that were greater than
+0.002 inch when “P” point inspection was performed.
(15) Inspect round nut for cracks.
(a) Inspect flange of nut for cracks caused by crimping.
1 Cracks greater than 0.150 inch not acceptable.
2 Cracks 0.150 inch or less can be blend repaired in accordance with Ap-
proved Repairs if the following criteria is met.
a A maximum of two blend repairs are allowed.
b Blend repair(s) cannot result in the edge of a blend to be within 0.250

inch of another blend.
NOTE: The minimum width of a blend repair should be calcu-

lated before blending to determine if blend will meet
the requirement of Step 3.
c The minimum width of a blend repair must equal at least four times the
depth.
d Visually inspect cracks and distortion in body of nut and for fretting of
nut threads. Cracks, distortion in body of nut, or thread damage is not
acceptable.
e Perform fluorescent penetrant inspection in accordance with 70-00-00,

Standard Practices. Cracks are not acceptable, except in nut flange.
(16) Replace items that do not meet inspection requirements of Steps (1) through (13) or
that are damaged beyond repair limits of Approved Repairs.
(17) Inspect HP shaft internal threads that shaft stretch fixture rod threads into for damage.
Clean up damaged threads using 2.1250-16UN-3B tap.
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2. B. Additional Inspection Requirements When Performing Overspeed Inspection
(1) Inspect HPT rotor seal plate for the following.
(a) Perform fluorescent penetrant inspection in accordance with 70-00-00, Standard

Practices. Any indications or cracks are not acceptable.
(b) Measure Diameter A, Figure 207. Diameter A shall be 8.415 to 8.425 inches.
UP833486
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July 31/95



Carburetor cleaner (Chem-Dip) Berryman Products Inc, 3800 E Randol Mill Rd,
Arlington, TX 76011
90749
(2) Remove aluminum particles from HPT rotor blades by soaking in solution of sodium
hydroxide mixed 20 percent by weight with water.

201 5 Round Nut X X X

10 Aft Coupling X X
15 HPT Rotor Assembly X (Refer to Para-
graph 3.B for
additional clean-
ing methods.)
20 Seal Ring X X X
25 Seal Plate X X X
30 Front Coupling X X
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3. B. Additional Cleaning Procedures for HPT Rotor
(1) Clean rotor.
(a) Using either paint and carbon remover or carburetor cleaner, clean rotor using a
stiff plastic fiber bristled brush.
(b) Remove cleaning solution from rotor (15, Figure 201) using solvent.
(c) Air-water power flush rotor using alternately hot and cold water, ensuring com-
plete removal of cleaning solution. Pay particular attention for fir tree areas.
(d) Allow rotor to air-dry.

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4. Approved Repairs

Rotating Assembly Adapts engine parts to balancing machine. 289905-1/-2
Balancing Kit
Tie Bolt Arbor Used to adapt front coupling, seal plate, and 290566-19
HP turbine rotor assembly to an O.D. cylindri-
cal grinder.
Cap Assembly Used to measure rotor assembly leakage rate. 293750-1

Air pressure regulator (0 to 100 psi) Commercially available
Flow measuring section (H-735 with Threaded Daniel Industries Inc, 9720 Katy Rd, P.O. Box
Ends) 29097, Houston, TX 77024
Grinding wheel (Norton, Type 32A60K5VBE, Kennametal Abrasives, 2950 W Thomas Rd,
16” x 2”) Phoenix, AZ 85017
Mercury manometer (0 to 100 inches) Commercially available
(Two required)
Orifice (0.750 inch 304 Stainless Steel) Daniel Industries Inc, 9720 Katy Rd, P.O. Box
29097, Houston, TX 77024
Orifice plate holder (DS) Daniel Industries Inc, 9720 Katy Rd, P.O. Box
29097, Houston, TX 77024
O.D. cylindrical grinder with 12 inch swing Commercially available
Pneumatic plumbing and fittings Commercially available
(Fabricate and install as required.)
Thermocouple (J14E-304-SST1/4-4-0L) Thermo Electric Co Inc, 109 Fifth St, Saddle
(with Mating Connector and J-calibration Brook, NJ 07662
Extension Wire for Indicator Connection)
Temperature indicator (Minimite II Thermo Electric Co Inc, 109 Fifth St, Saddle
Model 31109 with Scale No. 7551-85) Brook, NJ 07662
Water manometer (0 to 100 inches) Commercially available
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June 9/06


4. A. Repair of HPT Rotor Assembly

USE CARE WHEN INSTALLING ROTOR ASSEMBLY. IF

293009-1 HOLDER IS NOT INSTALLED, BLADES MAY DISEN-
GAGE FROM ROTOR.
NOTE: Repairs specified in Paragraph 4.A to be accomplished only by facili-

ties having required special capability and tooling.
(1) Remove blades to replace discrepant blades or rotor as follows. (See Figure 208.)
(a) Index blades to be replaced with position on rotor to allow selection of replace-
ment blades of proper weight.
(b) Press out blades requiring replacement. If required, use aluminum or nylon
tipped drift with caution at base of blade to drive out blade.
(c) Weigh blades removed and mark weight on blade to nearest 0.10 gram.
(d) If all blades have been removed, perform force check balance of rotor. Mark
heavy point and record unbalance in grams for use in selecting blades during
assembly. Perform fluorescent penetrant inspection of rotor in accordance with
NOTE: Engine performance is greatly affected by amount of clearance

between HPT blade tips and surrounding shroud. It is desirable
to keep this clearance small, but not so small as to cause blades
to rub on shroud as parts expand during engine run. (Refer to
72-50-05, Step 1.B.(1).) When selecting replacement blades in
Step (e), engine performance may be improved by selecting
blades which are as uniform in length as possible.
To avoid premature scrapping of rotor, minimize grinding of rotor

to achieve balance. Select blades carefully by weight and install
for minimum unbalance.
(e) If not all blades are being replaced, length of each new blade shall be within
+0.004/-0.010 inch of respective removed blade. Weight of each new blade
shall be within ±10 grams of respective removed blade.
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Apr 28/00


5. BLADE 10. ROTOR
HPT Rotor Assembly

Figure 208
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July 31/95


CAUTION: WHEN INSTALLING REPLACEMENT BLADES, USE CARE
NOT TO PRESS BLADE WITH EXCESSIVE FORCE (DO
NOT EXCEED 10 TO 15 POUNDS) ONCE BLADE IS
SEATED ON ROTOR TO PREVENT BENDING TANG ON
FORWARD SIDE OF BLADE BASE.
NOTE: Metal spray material on firtree area of blades is to control leak-

age through firtree. If a blade or blades are removed from rotor
assembly during handling, reinstall, and perform leakage check
in accordance with Approved Repairs. If rotor assembly fails
leakage check, respray firtree area of blades in accordance with
Inspection/Repair Manual, 72-IR-02.
If installing new or replacement blade, note part number and

Casting Identifier Code (Figure 209) for recording on Mainte-
nance Record of Life Limited Parts Log Card.
4. A. (1) (f) If all blades have been removed, proceed as follows.
1 Line up new blades and removed blades which are to be reinstalled, in

ascending order of weight.
2 Record on Life Limited Part Log Card new or replacement blade part num-
ber, followed by Casting Identifier Code (if stamped on blade, see Figure
209), date and rotor cycles.
3 Install blades as required to correct initial unbalance of rotor then take first
pair of blades from top of lineup of blades and install in opposing positions
on rotor (180 degrees apart).
4 Working clockwise on rotor, continue installing blade pairs (from top of blade
lineup) in opposing positions around rotor adjacent to last installed blades.
(g) Press in blades with appropriate tooling. Do not exceed 10 to 15 pounds of

force. Direct a flow of clean compressed air across firtree area of blade as it is
pressed into place, to remove sheared off metal spray material.
(h) Using a height gage, check height of all blade bases at sealing surface diameter.
Height of blade bases shall not vary more than 0.004 inch from highest to low-
est.
(i) Perform check balance of rotor assembly. Refer to Steps (4)(a) and (4)(b).
Obtain optimum balance by relocating blades as required, without grinding rotor.
Balance by grinding shall not be attempted if single-plane centerline unbalance
exceeds 0.30 ounce-inch.
(j) Perform leak check in accordance with Step (3) and balance rotor assembly in
accordance with Step (4).
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Aug 23/02


NOTE: Not all turbine blades will have a Casting Identifier Code. Casting Identifier
Code will be only Alpha characters.
HPT Blade Casting Identifier Code

Figure 209
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July 31/95


4. A. (2) Grind squeeler tips of HPT blades to reduce excessive squeeler tip taper, or to achieve
required blade length specified in Step (1)(e), as follows.
(a) Install HP shaft front coupling with seal plate on HPT rotor assembly using index-
ing marks, or with high point marks (V or I) on mating curvic couplings 180 de-
grees apart.
(b) Install 290702-1 and 290701-1 couplings on curvic couplings of assembly. Se-
cure assembly with 290566-18 tie bolt, or equivalent tie bolt of sufficient length,
and 290565-1 nut.
(c) Install assembly between centers on an O.D. cylindrical grinder with 12 inch
swing.
(d) Using grinding wheel, set grinding wheel speed to 3000 to 3500 surface feet per
minute, and work speed to 50 to 100 surface feet per minute.
(e) Deleted.
CAUTION: REDUCE FEED RATE WHEN BLADE CHATTER OCCURS

DURING GRINDING.
(f) Adjust feed rate to 0.001 inch maximum per pass for initial rough grind.
(g) Set traverse speed to 0.0001 to 0.0005 inch per revolution of the work.
NOTE: Do not grind squeeler tips down to platforms of blades.
(h) Grind to reduce squeeler tip taper to less than 0.003 inch from leading edge to
trailing edge of blades, or to reduce blade runout to less than 0.004 inch.
Squeeler tips ground down to platforms of blades are not acceptable.
(i) Adjust feed rate to 0.0003 inch maximum per pass for finish grind.
(j) Deburr squeeler tips, do not break sharp edges, and remove metal obstructing
cooling holes.
(k) Remove assembly from grinding machine and from couplings, tie bolt, and nut.
Remove HP shaft front coupling with seal plate from rotor assembly.
NOTE: Do not submerge rotor assembly when cleaning.
(l) Using clean tap water, rinse rotor assembly and cooling air passages. Do not
submerge rotor assembly. Air dry with low pressure compressed air using a
safety nozzle.
(m) Perform leak check in accordance with Step (3), and balance rotor assembly in
accordance with Step (4).
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Nov 26/03


CAUTION: THERE ARE DIFFERENT FLOW LIMITS FOR THE TWO AP-
PROVED HPT COOLING AIR FLOW LEAK METHODS. USING
THE INCORRECT FLOW LIMIT FOR THE PROCEDURE BEING
USED COULD RESULT IN THE ACCEPTANCE OF A ROTOR
ASSEMBLY HAVING A HIGHER THAN ALLOWABLE HPT COOL-
ING AIR FLOW LEAK RATE. THIS COULD RESULT IN HPT
BLADE RUPTURE AND SUBSTANTIAL SECONDARY DAMAGE
TO THE TURBINE SECTION.
NOTE: There are different approved methods for measuring HPT cooling air
flow leakage outlined in the following steps. The first methods (pre-
ferred) are outlined in the Inspection/Repair Manual, 72-IR-02, AP-
PENDIX 2 − REPAIR, Method No. 421 and 422, and both of these
methods measure corrected airflow (corrected for ambient conditions).
The second method (alternate) outlined in Step 4.A.(3a) measures
uncorrected airflow and has a different airflow limit than the corrected
airflow method.
The alternate method outlined in Step 4.A.(3a) will be removed as an

approved method in future revisions of this manual. It is temporarily
being included as an approved method in order to provide facilities
time to upgrade to the new corrected flow equipment.
4. A. (3) Perform cooling air leakage check in accordance with Inspection/Repair Manual,
72-IR-02, APPENDIX 2 − REPAIR, Method No. 421 and 422. When using Method No.
421 and 422, the acceptable corrected flow range is 0.0 lb/min to 2.61 lb/min.
(3a) (Alternate Method) Perform cooling air leakage check.
(a) Lubricate O-ring of 293750-1 cap assembly which mates with internal bore of
rotor assembly to assist assembly.
(b) Install rubber stoppers supplied with 293750-1 cap assembly in cooling air inlet
hole at base of each blade.
(c) Secure rotor assembly in 293750-1 cap assembly. Tighten retaining bolt of cap
assembly to 150 inch-pounds torque.
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Nov 30/06


4. A. (3a) (d) Construct leakage flow test setup as shown on Figure 210.
NOTE: Maintain a record of the data required in the following steps.

(Refer to Table 209.)
(e) Adjust pressure regulator to provide pressure indication of 40.7 (±0.2) (inches of
mercury gage) on PI manometer.
Table 209. Cooling Air Leakage Data Sheet for HPT Rotor Assembly
Date: Technician:
Rotor Assembly PN:
Ambient Pressure (in. Hg gage):
PO (in. Hg absolute)
Delta P (in. water)
T1 (degrees Rankine)
PI (in. Hg gage) 40.7 ±0.2
PO x Delta P x 17.35 = (Sigma Delta P)

T1 (Delta P (in. water))
Leakage Flow = (5.0 pounds per
minute maximum)
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4. A. (3a) (f) Record pressure (inches of water) indicated by Delta P manometer (across
orifice of flow measuring section).
(g) Record pressure (inches of mercury absolute) indicated by PO manometer.
(h) Record temperature indication (degrees Rankine) from T1 thermocouple. (Fahr-
enheit temperature indications are converted to degrees Rankine by adding 460
degrees Fahrenheit.)
(i) Calculate Sigma Delta P as follows:
Sigma Delta P = PO x Delta P x 17.35
T1
Cooling Air Leakage Flow Test

(Test Setup)
Figure 210
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Nov 30/06


NOTE: The following uncorrected flow limits are to be used for this flow
procedure only.
4. A. (3a) (j) Determine leakage flow from Figures 211 and 211.1 using Sigma Delta P calcu-
lated in previous step and PO value recorded in Step (g). Leakage flow shall not
exceed 5.0 pounds per minute. If leakage flow is within limit, terminate check by
performing Step (k). If leakage is greater than 5.0 pounds per minute, determine
cause and correct as follows.
1 Shut off air supply to test setup and remove rotor assembly from 293750-1
cap assembly.
2 Tape machine edge of 293750-1 cap assembly which mates with blade
bases on rotor assembly (surface for sealing cooling air). Tape will serve as
a gasket in subsequent steps to eliminate leakage past sealing surface on
rotor assembly.
3 Repeat Step (3a) with tape installed on 293750-1 cap assembly. If leakage
flow is still excessive, leakage through firtree area of one or more blades on
rotor assembly is too great. If leakage flow is within limit with tape installed,
sealing surface diameter formed by blade bases is too uneven. Correct
either defect by replacing blades. (When checked with a height gage,
height of all blade bases at sealing surface diameter shall not vary more
than 0.004 inch from highest to lowest. Prior to replacing blade, carefully
push blade up and inspect blade base for any loose metal spray material.
Remove loose material with clean compressed air. Then recheck height.)
4 Repeat Step (3a) following any blade replacement (with tape removed from
cap assembly) to ensure requirements are met.
(k) Shut off air supply to test setup. Remove rotor assembly from test setup and
from 293750-1 cap assembly. Remove rubber stoppers from rotor assembly.
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(Leakage Flow Calculation)
Figure 211
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Nov 30/06



(Leakage Flow Calculation)
Figure 211.1
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Nov 30/06


REPAIRED LIMITS
DIM. AA 0.020 inch minimum
DIA C 6.620 inch
HPT Rotor Assembly
(Balancing)
Figure 212
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July 31/95


4. A. (4) Balance rotor assembly. (See Figure 212.)
(a) Install 290702-1 and 290701-1 couplings on rotor assembly curvic couplings,
secure with 290566-3 tie bolt and 290565-1 nut (component of 289905-1/-2
rotating assembly balancing kit), and install in standard balancing machine.
CAUTION: DO NOT BALANCE ASSEMBLY BY REMOVING ROTOR

MATERIAL UNLESS INITIAL UNBALANCE REQUIRE-
MENTS HAS BEEN MET BY RELOCATING BLADES. TWO
AREAS AT LEAST ONE INCH WIDE AND 180 DEGREES
APART MUST REMAIN WITHOUT MATERIAL REMOVAL,
TO PERMIT DIMENSIONAL INSPECTION OF ROTOR
ASSEMBLY.
NOTE: If any blade replacement is required in the following step, repeat

Step (3a) to ensure cooling air leakage is within limits after blade
replacement.
(b) Check balance to determine that single-plane center line unbalance is less than
0.30 ounce-inch. If requirement is not met, blades must be repositioned to meet
requirements before proceding with final balance steps.
(c) If requirements of Step (b) have been met, balance rotor assembly on curvic
couplings to an accuracy of 0.110 ounce-inch in Plane A and 0.110 ounce-inch
in Plane B. After meeting balance requirements for Planes A and B, single-plane
centerline unbalance of rotor assembly must be 0.029 ounce-inch or less.
Material may be removed for balancing in areas shown in Figure 212. Two areas
at least one inch wide and 180 degrees apart must remain without material
removal. All places where material is removed for balancing shall fair smoothly
and leave no corners or edges sharper than 0.125 inch radius and have a sur-
face finish of 63 microinches or better.
(d) Remove rotor assembly from standard balancing machine, and from couplings,
tie bolt, and nut.
(5) Inspect HPT blades and disc for nicks, dents, and scratches. Blades with nicks, dents,
or scratches are not acceptable. For discs with nicks, dents, or scratches, refer to
70-00-00, Standard Practices, for acceptance criteria.
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4. B. Repair of Round Nut
(1) Blend cracks on flange of nut to remove damaged material when repair can be accom-
plished within the following limits. (See Figure 213.)
(a) Crack is 0.150 inch or less.
(b) A maximum of two blend repairs are allowed.
(c) Blend repair(s) cannot result in the edge of a blend to be within 0.250 inch of
another blend.
NOTE: The minimum width of a blend repair should be calculated before

blending to determine if blend will meet the requirement of Step
(d).
(d) The minimum width of a blend repair must equal to at least four times the depth.
Repair of Round Nut

Figure 213
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UP833486
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HPT NOZZLE ASSEMBLY INSTALLATION

Power Section Stacking Used to check for correct stacking of seg- 296797-1/-2
Gage mented flange.

CARBON.
*Arkansas polishing stone (White) Norton Co, Coated Abrasive Div, 10th Ave and
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35. SEAL RING (PISTON RING SEAL) 45. HPT NOZZLE ASSEMBLY
40. BOLT
HPT Nozzle Assembly Installation

Figure 201
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1. A. Removal of HPT Nozzle Assembly
CAUTION: WHEN COMPONENTS ARE BEING REPLACED AS A RESULT

OF MALFUNCTION (I.E., HPT BLADE FAILURE, HP IMPELLER
BLADE FAILURE, MISASSEMBLY DAMAGE, ETC), INSPECT
(72-00-00, INSPECTION/CHECK). ALSO REMOVE SURGE
BLEED VALVE AND PERFORM MAGNETIC PARTICLE INSPEC-
TION ON SURGE BLEED VALVE POPPET (REFER TO 76-10-01).
NOTE: During removal, if the anti-rotation ring and the HP turbine nozzle
segment tangs are binding, perform a fluorescent penetrant inspection
of the anti-rotation ring in accordance with 70-00-00, Standard Prac-
tices.

Sequence, Steps 1 through 5, 10, and 11, as required.
(2) Remove piston ring seal from air seal support of HPT nozzle assembly. (See Figure
201.)
(3) Remove bolts securing HPT nozzle assembly, then remove nozzle assembly. Discard
bolts.
(4) Mark relative positions of HPT nozzle assembly components, vane segment ring, tran-
sition liner, retaining flange segment, nozzle segment, retainer and inner seal and
airseal support, using silver pencil to aid reassembly. Remove and discard bolts and
key washers, then separate HPT nozzle assembly components. (See Figure 202.)
(5) Check nuts on diffuser for security, stripped, or damaged threads. Some radial move-
ment is acceptable. Stripped or damaged threads are not acceptable. Refer to
Approved Repairs for nut replacement.
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HPT Nozzle Assembly

Figure 202
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CAUTION: WHEN REPLACEMENT COMPONENTS ARE BEING INSTALLED AS
A RESULT OF MALFUNCTION (I.E., HPT BLADE FAILURE, HP IM-
PELLER BLADE FAILURE, MISASSEMBLY DAMAGE, ETC), INSPECT
(72-00-00, INSPECTION/CHECK) AND SURGE BLEED VALVE POP-
PET (76-10-01).

PLINGS AND KNIFE EDGES TO AVOID DAMAGE. REFER TO
70-00-00, STANDARD PRACTICES, COMPONENT HANDLING.
values.
1. B. Installation of HPT Nozzle Assembly
(1) Assemble HPT nozzle assembly. (See Figure 202.)
(a) Place transition liner on a bench with smaller diameter surface down.
(b) Mate retainer and inner seal with vane segment ring with forward sides down.
Temporarily secure parts through aligned holes using three Bolts, Part No.
AN3−3A and Nuts, Part No. MS35650-304 equally spaced apart on bolt hole
circle. Tighten nuts to 20 inch-pounds torque.
(c) Place assembled retainer and inner seal and vane segment ring inside transition
liner.
CAUTION: WHEN PERFORMING THE FOLLOWING STEPS ENSURE

RETAINING FLANGE SEGMENTS ARE ORIENTED SO
WELDED NUTPLATES WILL FACE AWAY FROM NOZZLE
SEGMENTS.
(d) Place each retaining flange segment in liner with step in nutplate of retaining
flange segment facing flange in transition liner.
KEY TO FIGURE 202
15. BOLT 40. TRANSITION LINER

20. KEY WASHER 45. VANE SEGMENT RING
25. AIR-SEAL SUPPORT (ANTI ROTATION RING)
30. NOZZLE SEGMENT 50. RETAINER AND INNER SEAL
35. RETAINING FLANGE SEGMENT
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NOTE: The following steps may not install nozzle segments in positions
indexed at disassembly of HP turbine nozzle assembly.
If HPT nozzles have AE (effective flow area) values that are not
legible, reflowing and remarking is required.
During installation, do not install the anti-rotation ring and the HP

turbine nozzle segment tangs if any binding is noted. Refer to
Service Bulletin TFE731-72-3602 if any binding is noted.
1. B. (1) (e) Install nozzle segments.
1 Establish required positions for nozzle segments within HPT nozzle assem-
bly to achieve desired total AE value as follows. Record results on data
sheets, Figures 203 and 203.1.
a Assign nozzle segment position numbers by the AE identified on the

segments. Assign position No. 1 to segment with highest AE. Contin-
ue assignment of position numbers to remaining segments in order by
the highest AE, assigning position No. 18 to segment with lowest AE.
b Using silver pencil index each nozzle segment with assigned position
numbers. Record AE and part number of segments in position assign-
ment column data sheet.
c Add AE values listed in position assignment column to determine total

effective flow area of the HPT nozzle assembly.
d Record part number and AE value of each segment in build columns

according to assigned position.
e Determine and record DELTA AE, the difference between effective area
AE values of adjacent segments.
2 Evaluate sequence of nozzle segments recorded on data sheet to ensure

the AE value of adjacent segments shall not vary more than 0.040 square-
inch. However, if required, due to a shortage of assets, a maximum varia-
tion of 0.070 square-inch is allowed at two locations only.
3 Install nozzle segments in positions illustrated on data sheet in accordance

with position numbers recorded, with tabs on inboard side of segments
engaged in slots of assembled airseal ring and nozzle support. Arrange-
ment of segments established by data sheet provides a high-to-low-to-high
progression of AE values in the segment circle for optimum airflow charac-
teristics.
4 Using solvent or degreaser, remove index marks.
5 Retain completed data sheet with engine log book.

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ENGINE SERIAL NO. DATE
POSITION ASSIGNMENT
POSITION NO. EFFECTIVE AREA (AE)
HIGH 1
10
11
12
13
14
15
16
17
LOW 18
TOTAL AE
Data Sheet and Position Number Locations for Installation of Nozzle Segments
Figure 203
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BUILD
EFFECTIVE EFFECTIVE
NO. PART NO. AREA (AE) DELTA AE NO. PART NO. AREA (AE) DELTA AE
*1 *1
3 2
5 4
7 6
9 8
11 10
13 12
15 14
17 16
*18 *18
DELTA AE = DIFFERENCE OF EFFECTIVE AREA (AE) OF ADJACENT NOZZLE SEGMENTS.

*NOTE: Positions 1 and 18 are listed twice to check the DELTA AE of adjacent nozzle segments.
AUTHORIZED SIGNATURE
Data Sheet and Position Number Locations for Installation of Nozzle Segments
Figure 203.1
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1. B. (1) (f) Position retainer and inner seal on nozzle segments. Make certain tabs on
nozzle segments are engaged in support and seal assembly.
(g) Coat threads of new bolts used with key washers with anti-seize compound and
install new key washers and new bolts through assembled parts and into
threaded holes of flange segments. Tighten bolts to 40 inch-pounds torque.
Bend tabs of key washers against flats of bolt heads.
CAUTION: FAILURE TO COMPLY WITH THE FOLLOWING STEP CAN

RESULT IN EXTENSIVE TURBINE DAMAGE.
(h) Position 296797-1 [Pre SB TFE731-72-3579] or 296797-2 [Post SB

TFE731-72-3579], stacking gage between liner and segmented flange. (See
Figure 204.) Moving gage between all the nutplates of each segmented flange,
ensure that the gage does not go under the flange at any location. If gage goes
under any part of the flange, components are incorrectly assembled, disas-
semble and repeat Steps (a) through (g).
(i) Verify and record on data sheet, Table 202A, that gage does not go under seg-
mented flange at any location.
(j) Verify and record on data sheet, Table 202A, that segmented flange is installed
properly. Flange should be touching nozzle segment and nutplate should be
facing transition liner. (See Figure 204.)
(k) Verify and record on data sheet, Table 202A, positive retaining flange segment
retention using a light and observing with mirror.
Check Point 95: A. [Pre SB TFE731-72-3579] Verify that

296797-1 stacking gage does not enter
space between liner and segmented
flange.
B. [Post SB TFE731-72-3579] Verify that

296797-2 stacking gage does not enter
space between liner and segmented
flange.
Check Point 100: A. Verify total AE of nozzle segments (30,

Figure 202) meets total AE required, if
available.
B. Verify nozzle segments (30) are installed in

proper positions as determined by AE of
each nozzle segment.
C. Verify positive retaining flange segment

(35) retention using light and observing
with mirror.
D. Verify HPT nozzle assembly is assembled

and identified properly.
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Typical HPT Nozzle Assembly Inspection

Figure 204
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Table 202A. HPT Nozzle Assembly Inspection Data Sheet

VERIFICATION ASSEMBLED BY VERIFIED BY

[Pre SB TFE731-72-3579] Verify that
296797-1 stacking gage does not go under
flange at any location.
[Post SB TFE731-72-3579] Verify that

296797-2 stacking gage does not go under
flange at any location.
Verify that segmented flange is installed
correctly.
Verify positive retaining flange segment
retention using light and observing with mirror.
1. B. (1) (l) Install piston ring seal in outer groove in airseal support. (See Figure 201.)
(m) Ensure that piston ring seal is free floating in airseal support prior to installation
of diffuser. If piston ring seal does not rotate freely, disassemble and remove
high spots and carbon buildup, using Arkansas polishing stone.
(2) Coat threads of new bolts (40, Figure 201) with anti-seize compound. Remove three
Nuts, Part No. MS35650-304 and Bolts, Part No. AN3-3A used to attach retainer and
inner seal assembly to vane segment ring. Secure assembled parts to HPC diffuser on
engine with new bolts (40). Tighten bolts (40) in sequence of index numbers shown in
Figure 205 to 60 inch-pounds torque.
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HPT Nozzle Assembly Installation Dimensional

Inspection and Mounting Bolts Tightening Sequence (Typical)
Figure 205
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1. B. (3) Measure and record dimensional stackup of HPT nozzle assembly installation as fol-
lows. (See Figure 205.)
(a) Take measurement from plenum case Surface A to support and seal assembly
Surface D at four locations separated by approximately 90 degrees. Record as
Dimension C.
(b) Dimension C (four locations) shall not be less than 6.961 inches, and any two
measurements located 90 degrees apart shall be with 0.015 inch.
Check Point 105: A. Verify proper torque of new bolts (40, Fig-
ure 205).
B. Verify Dimension C is within specified

limits.
C. Verify proper installation of key washer (20,

Figure 202) and vane segment ring (45).
D. Verify HPT nozzle assembly (Figure 202) is

completed and accepted, and AE data is
recorded, if available.
tion Sequence, Steps 1, 2, and 7 through 11, as required.
2. Inspection/Check
A. Inspection of HPT Nozzle Assembly
(1) Inspect nozzle segments for the following. (See Figure 206.)
(a) Cracks.
1 Leading edge cracks are not acceptable.
2 Multiple non-intersecting cracks on the remainder of the nozzle segment not

exceeding 3/8 inch length are acceptable.
CAUTION: TO PREVENT CRACKING DO NOT ATTEMPT TO

STRAIGHTEN VANES WITH DAMAGE SPECIFIED IN THE
FOLLOWING STEPS.
(b) Foreign object damage that causes vane deflection aft of discharge cooling slots
and does not exceed 0.062 (1/16 ) inch is acceptable if the following require-
ments are met.
1 Vane discharge cooling slot gap is not reduced or restricted.
2 Perform fluorescent penetrant inspection in accordance with 70-00-00,

Standard Practices. Cracks within the limits specified in Step (a) are
acceptable.
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HPT Nozzle Segment (Typical)

Figure 206
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2. A. (1) (c) Foreign object damage on inner and outer platforms acceptable, but shall be
stoned to remove high spots. Platform erosion is acceptable.
(d) Build-up of material on inner platform at base of leading edge of vane is accept-
able and may be stoned off.
(e) Evidence of burning into base metal not acceptable. Eroded coating acceptable.
(f) Foreign object damage that causes airfoil surface depressions greater 0.005
inch deep forward of discharge cooling slots not acceptable.
(g) Nozzle segments that do not meet inspection requirements of Steps (e) and (f)
may be returned to manufacturer for evaluation and possible repair.
(h) Bent inner platform anti-rotation tangs are not acceptable. Refer to Approved
Repairs for repair of bent tangs.
(2) Inspect nozzle segment for rub damage. Light rub damage is acceptable.
(3) Inspect retainer and inner seal honeycomb seal diameters mating with knife edge
seals, both axially and on circumference. Refer to 70-00-00, Standard Practices for
inspection requirements. A repair is available for restoration of damaged honeycomb
material. Due to critical process control requirements which must be maintained during
the repair process this repair is authorized to be performed only at the following
Honeywell authorized repair facility.
Klock
4215 Burns Rd
Palm Beach Garden, FL 33410
Part to be repaired may be shipped directly to the identified repair facility or to the
following.

Distribution Center
(4) Inspect inner transition liner.

Practices. Cracks not acceptable.
(b) Visually inspect liner dimples for fret (wear). Fret is acceptable if remaining wall
thickness 0.025 inch minimum.
(5) Inspect vane segment ring as follows.

(b) Visually inspect for warpage and distortion. Warpage or distortion is not accept-
able.
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2. A. (6) Inspect piston ring seal.
(a) Visually inspect for cracks. Cracks are not acceptable.
NOTE: The following step applies only to the one piece piston ring seal.
The two piece piston ring seal consists of an inner ring and outer
ring and does not require an end gap in the free state.
(b) [One Piece Piston Ring Seal] Inspect for loss of spring tension. Gap between
ends shall not be less than 1/8 inch in a free state. (See Figure 207.) A repair is
available to restore end gap. Due to critical process control requirements which
must be maintained during repair process, this repair is authorized to be per-
formed only by Honeywell. Send parts to be repaired to the following.

Distribution Center
(7) Visually inspect air seal support. Cracks are not acceptable.
(8) Visually inspect nozzle support. Cracks are not acceptable.
(9) Visually inspect retaining flange. Cracks are not acceptable.
(10) Visually inspect flange nutplates. Loose nutplates or damaged threads are not accept-
able.
(11) If damage to parts visually inspected in accordance with Steps (6) through (10) is evi-
dent or suspected, perform fluorescent penetrant inspection in accordance with
(12) Replace items that do not meet inspection requirements and are damaged beyond
repair limits of Approved Repairs.
One Piece Piston Ring Seal Gap Measurement

Figure 207
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(2) Remove aluminum particles from nozzle segments and transition liner by soaking in
solution of sodium hydroxide mixed 20 percent by weight with water.

201 35 Piston Seal Ring X X X

40 Bolt X X X
202 25 Air Seal Support X X

30 Nozzle Segment X X
35 Retaining Flange Segment X X
40 Transition Liner X X
45 Vane Segment Ring X X
50 Retainer and Inner Seal Assembly X X
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Apr 28/00


4. Approved Repairs

Nutplate Wrench Set Used to install nuts on diffuser. 293328-1
NOTE: See Figure 208 for component location during the following procedures.
A. Replacement of Damaged Nut on HPC Diffuser
(1) Remove outer transition liner (15) in accordance with 72-40-03.
CAUTION: USE EXTREME CARE TO AVOID DAMAGING THE HPC DIFFUS-

ER OR HPC IMPELLER WHEN REMOVING DAMAGED NUT.
ENSURE NUT IS NOT DROPPED INTO ENGINE DURING RE-

MOVAL OF NUT. IF NUT IS DROPPED INTO ENGINE AN UN-
SCHEDULED CORE ENTRY MAY BE REQUIRED.
NOTE: Use a protective cover (rubber mat preferred) to protect HPC impeller
from being damaged during removal of nut.
(2) Remove damaged nut (55, Figure 208) from HPC diffuser as follows.
(a) Remove damaged nut using a 3/4 inch slave bolt with a large washer. Thread
bolt with washer into nut being replaced, several threads of engagement is re-
quired.
(b) Ensure protective covering is used to protect HPC impeller from being damaged,
then tap on head of bolt to drive nut out.
(c) Unthread removed nut from slave bolt, then remove slave bolt and washer.
Ensure nut is not dropped into engine.
(3) Install new nut on HPC diffuser and secure with 293328-1 nutplate wrench set.
(4) Install outer transition liner in accordance with 72-40-03, Installation.
B. Repair of Bent Anti-Rotation Tangs on Inner Platform of Nozzle Segments
(1) Straighten bent anti-rotation tangs.
tices. Cracks are not acceptable.
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15. OUTER TRANSITION LINER 60. HP DIFFUSER

55. NUT 95. PLENUM CASE
Replace Damaged Nuts on Diffuser

Figure 208
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Apr 22/05



UP833486
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Apr 22/05


CHAPTER 72 − ACCESSORY DRIVES SECTION
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
ACCESSORY DRIVES SECTION 72-60-00

General 1
ACCESSORY AND TRANSFER GEARBOX INSTALLATION 72-60-01
Removal and Installation of Complete Accessory and
Transfer Gearbox Module 202
Removal and Installation of Tower Shaft Housing,
Forward Mounting Struts, and Support Strut 209
Removal and Installation of Splined Shaft and Gearbox
Hardware 211
Removal and Installation of Transfer Gearbox 217
Removal and Installation of Accessory Drive Gearbox 222
Blend Repair of Tower Shaft Housing 233
Replacement of Damaged Oil Transfer Tube Seals 233
UP833486
72-CONTENTS ACCESSORY DRIVES SECTION

Page 1
Nov 26/03

CHAPTER/
SECTION/
ENGINE 72-00-00
ACCESSORY DRIVES SECTION (CONT)
ACCESSORY DRIVE GEARBOX ASSEMBLY 72-60-02

Removal of External Components 202
Removal of Splined Adapters 203
Removal of Air-Oil Seals 203
Removal of Accessory Gearbox Cover 203
Disassembly of Accessory Drive Housing Assembly 209
Assembly of Accessory Drive Housing Assembly 212
Assembly of Accessory Gearbox Cover 216
Installation of Air-Oil Seals 216
Installation of Splined Adapters 217
Installation of External Components 217
UP833486

Page 2
Aug 23/02

CHAPTER/
SECTION/
ENGINE 72-00-00
ACCESSORY DRIVE GEARBOX ASSEMBLY (CONT) 72-60-02

Repair of Corrosion Damaged Areas on Accessory Drive
Housing Assembly and Accessory Gearbox Cover 231
Replacement of Pressed-In Oil Filter Element Support 235
Replacement of Loose, Worn, or Damaged Bushings in
Accessory Drive Gearbox Housing 237
Replacement of Loose, Worn, or Damaged Studs and
Inserts in Accessory Drive Gearbox Housing 237
Replacement of Loose, Worn, or Damaged Pins in
Accessory Drive Gearbox Cover 237
Replacement of Loose, Worn, or Damaged Studs and
Inserts in Accessory Drive Gearbox Cover 238
Replacement of Loose, Worn, or Damaged Sleeves in
Housing Support Assembly 238
Replacement of Worn or Deteriorated Elastomeric
Bushings in Housing Support and Mount Assembly 238
Repair of Chip Detector Adapter, Oil Jet, and Oil Jet Plug 238
Repair of Housing Support and Mount Assembly 238
Repair of Seal Retainer 238
Repair of Air-Oil Separator 238
Repair of Leaking Air-Oil Seal 239
Replacement of Seal Rotor 241
Storage Instructions 244
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Page 3
Aug 23/02

CHAPTER/
SECTION/
ENGINE 72-00-00
TRANSFER GEARBOX ASSEMBLY 72-60-03

Disassembly of Transfer Gearbox Assembly 203
Assembly of Transfer Gearbox Assembly 209
Repair of Corrosion Damaged Areas on Gearbox Housing 227
Replacement of Loose, Worn, or Damaged Pin in Transfer
Gearbox Housing Assembly 229
Replacement of Loose, Worn, or Damaged Studs and Inserts
in Transfer Gearbox Housing Assembly 229
Replacement of Damaged Nameplate 231
Storage Instructions 234
UP833486

Page 4
Aug 23/02

ACCESSORY DRIVES SECTION − DESCRIPTION AND OPERATION
1. General
The accessory drives section consists of the accessory drive gearbox assembly, the transfer shaft
and tubes, the transfer gearbox assembly, and the tower shaft and housing, which are used as a
mechanical power takeoff to drive the engine accessories. All of the components of the accessory
drives section are contained in the accessory and transfer gearbox installation. The accessory
drive and transfer gearboxes can be removed or installed on the engine as a module. If desired,
either the accessory drive gearbox or the transfer gearbox may be removed and installed sepa-
rately. The lube and scavenge oil pump and the fuel control assembly are mounted on the rear
side of the accessory drive gearbox while the forward face of the gearbox provides three drives for
airframe-furnished accessories.
The mechanical power available from the HPC shaft is transmitted by the use of bevel gears and
the tower shaft coupled to the transfer gearbox. Through bevel gears in the transfer gearbox and
the transfer shaft, mechanical power is transferred to the accessory drive gearbox for use in driv-
ing the accessories.
forming maintenance on the engine Accessory Drives Section.

Chapter/
Section/
1 Disconnect engine wiring harness from fuel control connectors and 72-00-02
N2 transducer
2 Oil fittings from accessory drive gearbox 79-20-06
3 Fuel tubes from fuel pump 73-10-04
4 Fuel tubes from flow divider to oil temperature regulator 73-10-02
5 Oil temperature regulator (fuel/oil cooler) oil tubes 79-20-07
6 Tubes from oil tank to oil pump and accessory drive gearbox 79-10-01
7 Fuel and P3 sensing line installation 73-10-02
8 Vent tube, oil pump and chip detector installation 79-20-03
9 Fuel system installation 73-20-01
10 Vent tube from transfer gearbox cover 79-20-03
UP833486
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July 31/95


performing maintenance on the engine Accessory Drives Section.

Chapter/
Section/
2 Vent tube, oil pump and chip detector installation 79-20-03
5 Oil temperature regulator (fuel/oil cooler) oil tubes 79-20-07
6 Fuel tubes to flow divider and oil temperature regulator 73-10-02
7 Fuel tubes to fuel pump 73-10-04
8 Oil fittings to accessory drive gearbox 79-20-06
9 Connect engine wiring harness to fuel control connectors and N2 72-00-02
transducer
UP833486
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July 31/95


ACCESSORY AND TRANSFER GEARBOX INSTALLATION

Transfer Tube Removes transfer tube. 291473-1
Mechanical Puller
Seal Pilot Installs seal. 291474-1
Seal Driver Installs seal. 291475-1

Grease (Aeroshell No. 17) (MIL-G-21164C) Shell Oil Co, Aviation Sales Div, P.O. Box 910,
Grease (Aeroshell 22) (MIL-PRF-81322) Shell Oil Co, Aviation Sales Div, P.O. Box 910,
Grease (Mobil 28) (MIL-PRF-81322) Mobil Oil Corp, Beaumont Refinery, P.O. Box
3311, Interstate 10, Beaumont, TX 77704
Grease (Mobil 29) (MIL-G-81827) Mobil Oil Corp, Beaumont Refinery, P.O. Box
(Molybdenum-Disulphide) 3311, Interstate 10, Beaumont, TX 77704
Primer (MIL-S-22473, Grade T) Commercially available
Retaining compound (Loctite 620) (Green) Henkel Loctite Corp, 1001 Trout Brook Crossing,
Retaining compound (Loctite 640) Henkel Loctite Corp, 1001 Trout Brook Crossing,
(MIL-R-46082, Type II) (Green) Rocky Hill, CT 06067
Solvent (Shell 360) Shell Oil Co, Aviation Sales Div, P.O. Box 910,
UP833486
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NOTE: Refer to 70-00-00, Standard Practices for conical seal/ring seal installation
instructions.
1. A. Removal and Installation of Complete Accessory and Transfer Gearbox Module
(1) Remove accessory and transfer gearbox module. (See Figure 201.)
(a) Remove components in accordance with 72-60-00, Table 1, Component Remov-

al Sequence, Steps 1 through 9.
(b) Remove tube assemblies, conical seals, and tee connected to oil jets on acces-
sory drive and transfer gearboxes.
(c) Remove bolts and washers securing forward mounting struts to engine.
(d) Remove cotter pin, washer and headed pin securing support strut to engine.
(e) Remove nuts and washers used on bolts securing tower shaft housing to transfer
gearbox. (Bolts may not be removed until tower shaft housing is removed.)
(f) Remove nuts, washers, and bolts securing module to engine; remove module.
Remove shouldered shaft from tower shaft housing.
NOTE: Ensure that thickness of shims removed in the following step are
recorded. A record of shim thickness is required for reassembly.
(g) Remove shims and packings from transfer gearbox upper face. Record thick-
ness of shims removed.
(h) Remove nut, washer and bolt securing support strut mount bracket to engine
support housing.
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CAUTION: WHEN REPLACING ACCESSORY DRIVE GEARBOX ENSURE
ELASTOMERIC BUSHINGS ARE NOT BOTTOMED OUT OR
DEFORMED. ADJUST PLUMBING, ASSOCIATED FITTINGS
AND/OR SUPPORT STRUTS AS REQUIRED.
NOTE: Refer to 70-00-00, Standard Practices for conical seal/ring seal instal-
lation instructions.
Conical seals illustrated in Figure 201 may be used during installation

to preclude leakage at the option of the user.
Add frictional drag (run-down) torque of self-locking devices to recom-

mended values.
1. A. (2) Install accessory and transfer gearbox module. (See Figure 201.)
(a) If transfer gearbox removed from engine has been replaced, determine shims
required on transfer gearbox using removed transfer gearbox.
1 Measure dimension from top edge of oil jet hole at horizontal centerline of
gearbox (Figure 203, bore where oil jet is installed) to mounting flange
mating surface on transfer gearbox being replaced. Record as Dimension
A.
2 Measure dimension from top edge of oil jet hole (Figure 203, bore where oil
jet is installed) to mounting flange mating surface on transfer gearbox being
installed. Record as Dimension B.
3 If Dimension B is less than Dimension A, add shim thickness equal to differ-

ence dimension to shims removed at removal.
4 If Dimension B is greater than Dimension A, subtract shim thickness equal

to difference dimension from shim removed at removal.
Check Point 240: A. Audit recorded Dimensions A and B.
B. Verify calculations and shims.
C. Record shims.
UP833486
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Nov 26/03


Accessory Drive and Transfer Gearbox Module

Figure 201
UP833486
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July 31/95


KEY TO FIGURE 201
5. TUBE 95. NUT

10. CONICAL SEAL 100. WASHER
15. TEE 105. BOLT
20. TUBE ASSEMBLY 110. BOLT
30. BOLT 120. BUSHING
35. WASHER 125. NUT
40. NUT 130. WASHER
55. COTTER PIN 145. NUT
60. WASHER 150. WASHER
65. HEADED PIN 155. BOLT
70. HEADED PIN 160. GEARBOX BRACKET
75. SUPPORT STRUT 165. SHIM
80. NUT 170. SHOULDERED SHAFT
85. ROD END BEARING 175. PACKING
90. ROD END BEARING 180. PACKING
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NOTE: Integral seal shims are of laminated construction; and may be
peeled to obtain the thickness required for installation. Only one
laminated integral seal shim may be installed.
1. A. (2) (b) Install laminated integral seal shim using following criteria.
1 Install thickness of laminated integral seal shim recorded in Step (1)(g) if

original transfer gearbox and tower shaft housing are to be reinstalled.
2 If replacement transfer gearbox is to be installed, install a laminated integral

seal shim and, if required, peel to thickness previously determined in Step
(a).
3 If replacement tower shaft housing was installed, install a laminated integral

seal shim and, if required, peel to thickness determined in Step 1.B.(3)(d).
4 If both a replacement transfer gearbox and tower shaft housing are to be

installed, use a laminated integral seal shim and, if required, peel to thick-
ness determined in Step 1.B.(3)(d) plus add or subtract, as applicable,
difference of shim thickness as determined in Step (a).
(c) Install new packings on transfer gearbox input shaft and flange mating with tower
shaft housing.
(d) If removed install support strut mount bracket (140, Figure 201) to engine sup-
port housing, secure with bolt (135), washer (130) and nut (125). Do not tighten
nut at this time.
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1. A. (2) (e) Loosen nut (105) securing housing support (Figure 201, 72-60-02) to accessory
drive gearbox. Install shouldered shaft in tower shaft housing. Position module
on engine with mounting flanges aligned with engine support housing flanges,
tower shaft housing, and shouldered shaft aligned with input shaft of module.
(See Figure 201.)
(f) Install bolts, washers, bushings and nuts securing module to engine support
housing, ensuring bolt (105) is installed through support strut mount bracket
(140).
(g) Tighten nuts (95) to 90 inch-pounds torque. Tighten nut (125) securing support
strut mount bracket. Tighten nut (105) securing housing support (Figure 201,
72-60-02) to accessory drive gearbox mount to 60 inch-pounds torque.
(h) Secure transfer gearbox to tower shaft housing, seal, and retainer plate (Figure
202) with bolts, nuts, and washers (Figure 201). Tighten nuts (40) to 100 inch-
pounds torque.
(i) Position support strut into bracket (140) and secure with headed pin, washer and
cotter pin.
(j) Position forward mounting struts on engine and secure with bolts and washers.
Tighten bolts (30) to 70 inch-pounds torque. If loosened, tighten nuts (35, 45,
Figure 202) against rod ends to 100 inch-pounds torque. Struts must be free to
rotate without binding. Adjust length if required.
(k) Install tube assemblies and tee to oil jets on accessory drive and transfer gear-
boxes. (See Figure 201.)
(l) Install components in accordance with 72-60-00, Table 2, Component Installation

(m) Visually check accessory drive gearbox mount assemblies to ensure elastomeric
bushings are not bottomed out or deformed. Adjust plumbing, associated fittings
and/or support struts as required.
UP833486
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July 31/95


Tower Shaft Housing and Forward Mounting Struts

Figure 202
UP833486
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1. B. Removal and Installation of Tower Shaft Housing, Forward Mounting Struts, and Support
Strut
(1) Remove tower shaft housing and forward mounting struts. (See Figure 202.)
(a) Remove accessory and transfer gearbox module from engine. Refer to Para-
graph 1.A.
(b) Remove nuts, screws, and washers securing support bracket to strut assembly.
(c) Remove nuts, screws, and washers securing mounting strut assemblies to ac-
cessory drive gearbox.
(d) If replacement of rod-end bearings is required, remove rod-end bearings and

nuts.
(e) Remove bottom panel in accordance with 79-20-09.
(f) Remove nuts and washers securing tower shaft housing to studs on engine and
remove tower shaft housing, seal, retainer plate, and gasket. Remove bolts from
lower flange of tower shaft housing.
(g) Remove oil transfer tube with 291473-1 puller.
(h) [Pre SB TFE731-72-3455] Remove four packings from oil transfer tube.
(i) [Post SB TFE731-72-3455] Remove two packings from outer grooves of oil
transfer tube.
KEY TO FIGURE 202
5. NUT 60. WASHER

10. WASHER 65. GASKET
15. SCREW 70. OIL TRANSFER TUBE
20. SCREW * 75. PACKING
25. SUPPORT BRACKET ** 76. SEAL
30. ROD-END BEARING ** 77. PACKING
35. NUT 80. RETAINER PLATE
40. ROD-END BEARING 85. SEAL
45. NUT 90. TOWER SHAFT HOUSING
50. STRUT (MOUNTING) 100. BOLT
55. NUT
*[5BR-1C, 5BR-2C, PRE SB TFE731-72-3455]

**[POST SB TFE731-72-3455]
UP833486
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1. B. (2) Remove support strut. (See Figure 201.)
graph 1.A.
(b) Remove cotter pin, washer and headed pin securing support strut to gearbox
bracket. Remove support strut.
(c) If replacement of rod-end bearings is required, remove rod-end bearings and nut.
(d) Remove nuts, washers and bolts securing gearbox bracket to accessory drive
gearbox cover mating flange. Remove gearbox bracket.
mended values.
(3) Install tower shaft housing and forward mounting struts. (See Figure 202.)
(a) [Pre SB TFE731-72-3455] Install four new packings (75) on oil transfer tube
(70).
(b) [Post SB TFE731-72-3455] Install two new packings (77) in outer grooves of oil
transfer tube (70).
(c) Install oil transfer tube.
(d) If tower shaft housing removed from engine has been replaced, calculate shim
thickness for shims installed on upper face of transfer gearbox (Step 1.A.(2)(b)).
1 Measure over-all height of tower shaft housing being replaced. Record as

Dimension A.
2 Measure over-all height of tower shaft housing to be installed. Record as

Dimension B.
3 If Dimension B is less than Dimension A, add shim thickness equal to differ-

ence dimension to thickness of shims removed at removal.
4 If Dimension B is greater than Dimension A, subtract shim thickness equal

to difference dimension from thickness of shims removed at removal.
Check Point 240: A. Audit Dimensions A and B.
C. Record shims.
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NOTE: Igniter lead clamp installation does not require a washer.
1. B. (3) (e) Position seal, retainer plate, and bolts on lower flange of tower shaft housing.
Install gasket and tower shaft housing with assembled parts on engine. Attach
clamp securing igniter leads to stud used to secure tower shaft housing. Secure
tower shaft housing with washers and nuts. Tighten nuts (55, Figure 202) to 50
inch-pounds torque.
(f) If removed, install nuts and rod-end bearings on mounting struts.
(g) Attach assembled mounting struts to accessory drive gearbox and support
bracket with screws, nuts, and washers. Tighten screws (15, 20), to 35 inch-
pounds torque.
(h) Tighten nuts (35, 45) securing rod-end bearings to 100 inch-pounds torque.
(i) Install bottom panel in accordance with 79-20-09.
(j) Install accessory and transfer gearbox module on engine. Refer to Step 1.A.(2).
(4) Install support strut. (See Figure 201.)
(a) Install gearbox bracket (160) to gearbox cover mating flange with bolts, washers
and nuts. Tighten nuts (145) to 60 inch-pounds torque.
(b) If removed, install nut and rod-end bearings on support strut.
(c) Attach support strut to gearbox bracket with headed pin, washer and cotter pin.
(d) Adjust support strut rod-end bearings to desired length.
(e) Install accessory and transfer gearbox module on engine. Refer to Step 1.A.(2).
C. Removal and Installation of Splined Shaft and Gearbox Hardware
(1) Remove splined shaft and gearbox hardware. (See Figure 203.)
graph 1.A.
(b) Remove tower shaft housing and forward mounting struts. Refer to Paragraph
1.B.
UP833486
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Splined Shaft and Gearbox Hardware Installation

Figure 203
UP833486
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KEY TO FIGURE 203
5. NUT * 95. PLUG

10. TUBE RETAINER *100. PLUG
15. TRANSFER SHAFT COVER TUBE 105. SHAFT
20. PACKING 110. PACKING
25. NUT 115. SEAL
30. NUT 120. PLUG
35. WASHER 125. PACKING
40. OIL JET 130. NUT
45. PACKING 135. WASHER
50. PACKING 140. SUPPORT BRACKET
55. NUT 145. PLUG
65. TRANSFER GEARBOX COVER 155. OIL DRAIN PLUG
75. RETAINING RING 165. ACCESS DRIVE GEARBOX
85. THRUST WASHER 170. TRANSFER GEARBOX

UP833486
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1. C. (1) (c) Remove nuts and washers securing oil jet, then remove oil jet and packings.
(d) Remove nut and retainer securing transfer shaft cover tube to accessory drive
gearbox. Slide transfer shaft cover tube into transfer gearbox to clear accessory
drive gearbox. Remove nuts and washers securing transfer gearbox cover, then
remove cover and packing. Remove thrust washer and retaining ring. Withdraw
splined shaft with packing from splines of accessory drive gearbox to separate
gearboxes. Remove packing from shaft.
(e) Remove plug and packing from transfer gearbox cover.
(f) Remove transfer shaft cover tube with packings and seal. Remove packings and
seal. If seal was previously installed in transfer shaft cover tube with compound,
remove all compound residue.
(g) Remove splined shaft from transfer gearbox forward bore.
(h) Remove oil drain plug and packing from accessory drive gearbox and drain oil
into suitable container.
(i) Remove nuts and washers, then remove support brackets.
(j) Remove plug and packing.
CAUTION: SPLINES OF SPLINED ADAPTERS IN STARTER-GENERATOR

AND ALTERNATOR GEARSHAFTS DO NOT REQUIRE GREASE.
mended values.
(2) Install splined shaft and gearbox hardware. (See Figure 203.)
(a) Pack spline cavity and recessed surface of hydraulic pump drive spline on for-
ward face of accessory drive gearbox with one of the lubricants (grease) listed in
Table 202.
(b) Install oil drain plug and packing. Tighten oil drain plug (155) to 160 inch-
pounds torque.
(c) If removed, install new packing on plug and install plug. Tighten plug (120) to 65
UP833486
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1. C. (2) (d) Install seal in transfer shaft cover tube.
1 Thoroughly clean mating surfaces of seal and transfer shaft cover tube with
solvent to remove all oil residue. Dry parts.
2 Coat mating surfaces of seal and transfer shaft cover tube with primer, then
allow primer to dry for 10 to 15 minutes.
3 Coat mating surfaces of seal and transfer shaft cover tube with compound.
Support transfer shaft cover tube and press seal into bore of transfer shaft
cover tube using 291475-1 driver.
4 Heat cure compound with 427°C (800°F) heat gun for 1 minute, or cure
compound at room temperature for 3 hours.
(e) Install packings on transfer shaft cover tube.
(f) Install transfer shaft cover tube with packings and seal in accessory drive gear-
box. Use 291474-1 pilot to guide seal over mating shaft in accessory drive
gearbox.
(g) Install new packing on splined shaft.
(h) Install splined shaft in transfer gearbox from forward bore. Install thrust washer
(with slotted side toward splined shaft) and retaining ring in bevel gear bore of
transfer gearbox to secure splined shaft.
Check Point 245: A. Verify proper installation of thrust washer

(85) and retaining ring (75).
(i) Install new packings on oil jet; install oil jet in transfer gearbox and secure with
nuts and washers. Tighten nuts (25, 30) to 25 inch-pounds torque.
(j) Install transfer gearbox cover with packing, then secure with nuts and washers.
Tighten nuts (55) to 30 inch-pounds torque.
NOTE: Plug, Part No. 3000064-11/-18, is self-locking and will not require
lockwire. When installing the plug, the initial run-down torque is
to be added to the final torque.
(k) [Post SB TFE731-72-3604] Install plug and packing in test port at bottom of
transfer gearbox cover. Tighten plug to 85 to 90 inch-pounds torque, plus
run-down torque.
(l) Position splined shaft inside cover tube. Install splined shaft so that shaft is
engaged in internal splines of accessory drive gearbox shaft, and cover tube fits
into opening of transfer gearbox.
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1. C. (2) (m) Install retainer on stud and secure transfer shaft cover tube with nut. Tighten nut
(n) Install support brackets and secure with washers and nuts. Tighten nuts (130) to
70 inch-pounds torque.
(o) Install tower shaft housing and forward mounting struts. Refer to Paragraph 1.B.
(p) Install accessory and transfer gearbox module. Refer to Step 1.A.(2).
UP833486
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instructions.
1. D. Removal and Installation of Transfer Gearbox
(1) Remove transfer gearbox. (See Figure 204.)
(a) Disconnect engine wiring harness from N2 transducer in accordance with

72-00-02.
(b) Remove fuel and P3 sensing lines installation in accordance with 73-10-02.
(c) Remove fuel system installation in accordance with 73-20-01.
(d) Remove tube assemblies, conical seals, and tee connector between transfer
gearbox and accessory drive gearbox.
(e) Remove vent tube assembly, packing and retainer from transfer gearbox cover in
(f) Remove nut and retainer securing oil scavenge tube and slide oil scavenge tube
into transfer gearbox to clear lube and scavenge pump.
(g) Remove nuts and washers securing transfer gearbox cover and packing, then
remove transfer gearbox cover and packing.
(h) Remove nuts and washers securing oil jet, then remove oil jet with packings.
(i) Remove retaining ring and thrust washer from bore of bevel gear within transfer
gearbox. Disengage splined shaft from splines of accessory drive gearbox.
(j) Remove nut and retainer securing transfer shaft cover tube to accessory drive
gearbox and slide tube into transfer gearbox to clear accessory drive gearbox.
NOTE: Ensure thickness of shims removed is recorded. A record of

originally installed shim thickness is required for reassembly.
(k) Remove nuts and washers used on bolts securing transfer gearbox to engine.
(Bolts will remain with tower shaft housing lower flange.) Remove shims and
packings from transfer gearbox upper face. Record thickness of shims removed.
Remove shouldered shaft from tower shaft housing on engine.
(l) Remove transfer shaft cover tube with packings and seal, splined shaft with
packing from transfer gearbox forward bore, and oil scavenge tube with pack-
ings. Remove packings and seal. If seal was previously installed in transfer
shaft cover tube with compound, remove all compound residue.
UP833486
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July 31/95


Transfer Gearbox and Accessory Drive Gearbox

Figure 204
UP833486
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July 31/95


KEY TO FIGURE 204
5. TUBE ASSEMBLY 105. PACKING

10. CONICAL SEAL 110. NUT
15. TEE 115. RETAINER
20. TUBE ASSEMBLY 120. NUT
30. NUT 130. BOLT
35. RETAINER 135. SHOULDERED SHAFT
40. NUT 140. SHIM
50. TRANSFER GEARBOX COVER 150. PACKING
55. PACKING 155. TRANSFER SHAFT COVER TUBE
60. NUT 160. PACKING
65. NUT 165. SEAL
70. WASHER 170. OIL SCAVENGE TUBE
85. OIL JET 185. OIL DRAIN PLUG
90. RETAINING RING 190. PACKING
95. THRUST WASHER 255. PLUG
100. SPLINED SHAFT 260. PACKING
UP833486
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CAUTION: WHEN REPLACING TRANSFER GEARBOX ENSURE ELAS-
TOMERIC MOUNT BUSHINGS ON ACCESSORY DRIVE GEAR-
BOX MOUNTS ARE NOT BOTTOMED OUT OR DEFORMED.
ADJUST PLUMBING, ASSOCIATED FITTINGS AND/OR SUP-
PORT STRUTS AS REQUIRED.

mended values.
1. D. (2) Install transfer gearbox. (See Figure 204.)
(a) Install new packings on transfer gearbox shouldered shaft and flange mating with
tower shaft housing. Install new packings on oil scavenge tube. Packing may be
coated with grease to facilitate installation.
NOTE: Integral seal shims are of laminated construction and may be

peeled to obtain the thickness required for installation. Only one
laminated integral seal shim may be installed.
(b) Determine thickness of shim required.
1 If same gearbox is being reinstalled, use thickness of shim recorded at

removal.
2 If replacement gearbox is being installed, use thickness of shim determined

in Step 1.A.(2)(a).
(c) Install shim on transfer gearbox.
(d) If assembled, remove nuts, washers, transfer gearbox cover, and packing from
transfer gearbox. Remove nuts, washers, oil jet, and packings.
UP833486
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July 31/95


1. D. (2) (e) Slide splined shaft through forward bore of bevel gear in transfer gearbox and
install packing. Position splined shaft fully aft in transfer gearbox. Slide oil scav-
enge tube into transfer gearbox.
(f) Install seal in transfer shaft cover tube.
(g) Install packings on transfer shaft cover tube. Install cover tube with seal and
packings into accessory drive gearbox using 291474-1 pilot. Secure cover tube
with nut and retainer. Tighten nut (110) to 27 inch-pounds torque.
(h) Install shouldered shaft in tower shaft housing. Install transfer gearbox on tower
shaft housing with forward end of splined shaft inside cover tube and cover tube
engaged in transfer gearbox. Secure transfer gearbox with nuts, bolts, and
washers. Tighten nuts (120) to 100 inch-pounds torque.
(i) Slide splined shaft forward to engage accessory drive gearbox splines. Install
thrust washer (with slotted side toward splined shaft) and new retaining ring in
bore of bevel gear of transfer gearbox.
(j) Install packings on oil jet and install oil jet. Secure oil jet with nuts and washers.
Tighten nuts (60, 65) to 25 inch-pounds torque.
(k) Install packing and transfer gearbox cover on transfer gearbox and secure with
nuts and washers. Tighten nuts (40) to 30 inch-pounds torque.
(l) Slide oil scavenge tube forward to engage accessory drive gearbox and secure
with nut and retainer. Tighten nut (30) to 27 inch-pounds torque.
UP833486
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Apr 28/00


1. D. (2) (m) Install tube assemblies and tee between accessory drive gearbox and transfer
gearbox.
(n) Install vent tube, packing and retainer to transfer gearbox cover in accordance
with 79-20-03.
(o) Install fuel system installation in accordance with 73-20-01.
(p) Install fuel and P3 sensing line installation in accordance with 73-10-02.
(q) Visually check accessory drive gearbox mount assemblies to ensure elastomeric
(r) Connect engine wiring harness to N2 transducer in accordance with 72-00-02.
instructions.
E. Removal and Installation of Accessory Drive Gearbox
(1) Remove accessory drive gearbox. (See Figure 204.)

(b) Remove oil drain plug and packing from accessory drive gearbox and drain oil
into a suitable container.
(c) Remove tube assemblies, conical seals, and tee connector between transfer
gearbox and accessory drive gearbox.
(d) Remove nuts and washers securing transfer gearbox cover and packing. Re-
move cover and packing.
(e) Remove nuts and washers securing oil jet, then remove oil jet with packings.
(f) Remove retaining ring and thrust washer from bore of bevel gear within transfer
gearbox. Withdraw splined shaft with packing from splines of accessory drive
gearbox.
(g) Remove nut and retainer securing transfer shaft cover tube to accessory drive
gearbox and slide tube into transfer gearbox to clear accessory drive gearbox.
UP833486
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July 31/95


1. E. (1) (h) Remove nuts, washers, and bolts securing accessory drive gearbox to engine
and remove accessory drive gearbox.
(i) Remove plug and packing.
(j) Remove forward mounting struts. Refer to Paragraph 1.B.
(k) Remove transfer shaft cover tube, then remove packings and seal. If seal was
previously installed in transfer shaft cover tube with compound, remove all com-
pound residue.
(l) Remove packing from splined shaft.
CAUTION: SPLINES OF SPLINED ADAPTERS IN STARTER-GENERATOR

AND ALTERNATOR GEARSHAFTS DO NOT REQUIRE GREASE.
WHEN INSTALLING ACCESSORY DRIVE GEARBOX ENSURE

ELASTOMERIC BUSHINGS ARE NOT BOTTOMED OUT OR
DEFORMED. ADJUST PLUMBING, ASSOCIATED FITTINGS
AND/OR SUPPORT STRUTS AS REQUIRED.

mended values.
(2) Install accessory drive gearbox. (See Figure 204.)
(a) Pack spline cavity and recessed surface of hydraulic pump drive spline on for-
ward face of accessory drive gearbox with one of the lubricants (grease) listed in
Table 202.
(b) Install forward mounting struts. Refer to Paragraph 1.B.
(c) Install plug with packing. Tighten plug (255) to 65 to 70 inch-pounds torque.
(d) Install oil drain plug with packing. Tighten oil drain plug (185) to 160 inch-
pounds torque.
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1. E. (2) (e) Install seal in transfer shaft cover tube.
(f) Install packings on transfer shaft cover tube. Install transfer shaft cover tube with
packings and seal in accessory drive gearbox using 291474-1 pilot.
(g) Loosen nut securing accessory drive gearbox housing support (Figure 201,
72-60-02) to gearbox.
(h) Install accessory drive gearbox on engine and secure with bolts, washers, bush-
ings and nuts. Tighten nuts (95, Figure 201, 72-60-01) to 100 to 120 inch-
pounds torque. Tighten nut (105, Figure 201, 72-60-02) on accessory drive
gearbox housing support to 60 inch-pounds torque. Ensure a Component
Maintenance/Modification Record Card (Form No. PX-3107-78) is initiated for
accessory drive gearbox. Refer to Service Bulletin TFE731-72-3397.
(i) Install new packing on splined shaft. Slide splined shaft forward to engage
accessory drive gearbox splines. Install thrust washer (with slotted side toward
splined shaft) and new retaining ring in bore of bevel gear of transfer gearbox.
(j) Install packings on oil jet, then install oil jet. Secure oil jet with nuts and washers.
Tighten nuts (60, 65, Figure 204, 72-60-01) to 27 inch-pounds torque.
(k) Install packing and transfer gearbox cover, then secure with nuts and washers.
Tighten nuts (40) to 30 inch-pounds torque. Position mounting struts on engine
and secure with bolts and washers. Tighten bolts (30, Figure 201) to 70 inch-
pounds torque. If loosened, tighten nuts (35, 45, Figure 202) against rod ends
UP833486
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Nov 26/03


1. E. (2) (l) Position support strut into engine mount (140, Figure 201) and secure with
headed pin, washer, and cotter pin.
(m) Install vent tube to transfer gearbox cover in accordance with 79-20-03.
(n) Install removed components in accordance with 72-60-00, Table 2, Component

Installation Sequence, Steps 1 through 10, as required.
(o) Install tube assemblies and tee between accessory drive gearbox and transfer
gearbox.
(p) Secure transfer shaft cover tube with nut and retainer. Tighten nut (110, Figure
204) to 27 inch-pounds torque.
(q) Visually check accessory drive gearbox mount assemblies to ensure elastomeric
UP833486
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July 31/95


2. Inspection/Check

Spline Wear Indication Tooling used to indicated accessory drive 831412-1
Kit (Consists of gearbox gearshaft spline wear.
831412-11/-13/-15/
-17/-19/-21 gages)

values.
A. Inspection of Accessory and Transfer Gearbox Module
(1) Inspect gear teeth of vertical and horizontal bevel gearshafts in accordance with
72-60-03.
(2) Inspect drive splines of vertical and horizontal bevel gearshafts in accordance with
72-60-03.
(3) Inspect shouldered shaft (Figure 201) splines for evidence of wear (0.006 inch maxi-
mum permissible).
(4) Inspect gearshaft drive splines, splined adapters, and air-oil seal on accessory drive
gearbox. (See Figures 202 and 203, 72-60-02.)
(a) The following components require removal prior to performing a Major Periodic
Inspection (MPI).
1 Remove fuel tubes from fuel pump in accordance with 73-10-04.
2 Remove fuel system installation in accordance with 73-10-02.
3 Remove hydraulic pump, starter-generator, and alternator, as required, in

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Aug 23/02


2. A. (4) (b) Remove splined adapters from the starter-generator and alternator gearshafts,
as required, in accordance with 72-60-02.
(c) Use clean compressed air to dry gearshaft drive splines.
(d) Clean grease from fuel pump gearshaft on accessory drive gearbox using sol-
vent.
NOTE: Accessory drive gearbox gearshaft drive splines may be mea-

sured for wear or checked for wear using the 831412-1 spline
wear indicator kit. If the 831412-1 tooling is available, proceed to
Step (f).
(e) Inspect the accessory drive gearbox gearshaft drive splines for wear.
1 Inspect the fuel pump, hydraulic pump, starter-generator, and alternator

gearshaft drive splines on the accessory drive gearbox for wear.
NOTE: When inspecting for gearshaft spline wear, depth can be

determined by comparing maximum wear area on spline
with end where there is no wear. The “no wear” area is
normally at extreme aft end of spline where there is no
engagement with mating spline of accessory.
2 Maximum allowable depth of internal spline wear, measured at pitch line

(contact area) of tooth, is 0.010 inch.
3 If inspection requirements are not met, remove and replace gearshaft(s) in

NOTE: The following procedure can be used in lieu of procedures speci-

fied in Step (e) to check for gearshaft spline wear.
(f) Use 834412-1 spline wear indication kit to inspect the accessory drive gearbox
gearshaft drive splines for wear.
1 Check the fuel pump gearshaft drive splines for wear using 834412-11
gage. If gage can be inserted into gearshaft, the gearshaft is worn and not
acceptable for continued use.
2 Check the hydraulic pump gearshaft drive splines for wear using 834412-13
gage. If gage can be inserted into gearshaft, the gearshaft is worn and not
acceptable for continued use.
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Apr 28/00


2. A. (4) (f) 3 Check the starter-generator gearshaft drive splines for wear using
834412-19 gage. If gage can be inserted into gearshaft, the gearshaft is
worn and not acceptable for continued use.
4 Check the alternator gearshaft drive splines for wear using 834412-21 gage.
If gage can be inserted into gearshaft, the gearshaft is worn and not accept-
able for continued use.
5 If inspection requirements are not met, remove and replace gearshaft(s) in

(g) Inspect the starter-generator and alternator splined adapters.
1 Visually inspect splined adapters for evidence of cracking. Cracking is not

acceptable.

2 Visually inspect internal splines of splined adapters for wear and deforma-
tion. Wear or deformation of splines is acceptable provided it does not
exceed 0.020 inch depth, measured at the pitch line (contact area) of the
teeth.
3 Visually inspect the external splines of splined adapters for wear and de-
formation. Wear or deformation is not acceptable.
4 If inspection requirements are not met, replace splined adapters in accor-

NOTE: There are no lubrication requirements for the splined

adapter.
(h) Install splined adapters in accordance with 72-60-02.
(i) Visually inspect air-oil seals for leakage. Refer to 72-60-02, Approved Repairs
for repair of air-oil seals.
UP833486
72-60-01 Page 228

July 31/95


NOTE: If 831411-1 tooling is available, seal rotors (92 and 162, Figure
203) can be removed without disassembly of the accessory drive
gearbox.
2. A. (4) (j) If air-oil seals are removed, visually inspect installed seal rotors (92 and 162,
Figure 203).
1 Visually inspect for galling and spalling. Galling and spalling are not accept-
able.
2 Visually inspect sealing surface for scoring and burning. Scoring and burn-
ing are not acceptable.
3 Visually inspect for obvious damage.
4 If inspection requirements are not met, replace seal rotors using 831411-1
tooling in accordance with Approved Repairs, 72-60-02.
(k) After performing a Major Periodic Inspection (MPI), install the following compo-
nents.
1 Pack spline cavity and recessed surface of hydraulic pump drive splines on
forward surface of accessory drive gearbox with grease specified in Table
202.
2 Install fuel system installation in accordance with 73-10-04.
3 Install fuel tubes on fuel pump in accordance with 73-10-04.
4 Install hydraulic pump, starter-generator, and alternator, as required, in

UP833486
72-60-01 Page 229

July 31/95


2. B. Inspection of Tower Shaft Housing, Forward Mounting Struts, and Support Strut
(1) Visually inspect tower shaft housing for cracks. (See Figures 201 and 202.) Cracks
not acceptable.
(2) Visually inspect tower shaft housing seal and retainer plate for cracks and serviceabili-
ty. Cracks not acceptable.
(3) Visually inspect struts and rod-end bearings for cracks and serviceability. Cracks not
acceptable.
(4) Replace items if inspection requirements of Steps (1) through (3) are not met.
(5) Inspect tower shaft housing for corrosion. If corrosion is evident, treat in accordance
with 72-00-00, Cleaning/Painting, Cleaning Method No. 6.
(6) Inspect tower shaft housing for evidence of chafing with bottom panel. Refer to Ap-
proved Repairs, if housing shows evidence of chafing.
C. Inspection of Splined Shaft and Gearbox Hardware (See Figure 203)
(1) Dimensionally inspect splined shaft. Wear step (near root) exceeding 0.006 inch on
any spline is not acceptable.
(2) Visually inspect spline shaft. Cracks are not acceptable.
(3) If damage is suspected or evident, perform magnetic particle inspection in accordance

with 70-00-00, Standard Practices. Cracks are not acceptable.
NOTE: The following inspection procedure is required when performing a

Major Periodic Inspection (MPI).
(4) Visually inspect thrust washer (85).
(a) Contact marks are acceptable.
(b) Positive wear step(s) are not acceptable.
NOTE: Replacement of retaining ring is required if thrust washer does not

meet inspection requirements.
(5) Replace items that do meet inspection requirements of Steps (1) through (4).
D. Inspection of Transfer Shaft Cover Tube and Seal
(1) Visually inspect tube. Cracks, dents, corrosion or damaged sealing surfaces are not
acceptable. (See Figure 204.)
(2) Inspect seal for damage.
(3) Replace parts if inspection requirements of Steps (1) and (2) are not met.
UP833486
72-60-01 Page 230

Apr 28/00


2. E. [Post SB TFE731-72-3455] Inspection of Oil Transfer Tube Seals
(1) If applicable, inspect oil transfer tube seals for obvious damage such as cracks, tears,
or excessive wear. (See Figure 202.)
(2) If damage to transfer tube seals is evident or suspected, replace seals in accordance
F. Inspection of Damaged Paint or Corrosion on Gearbox Housings
Inspect accessory drive gearbox and transfer gearbox housings for damaged paint and evi-
dence of corrosion. Refer to 72-60-02 (accessory drive gearbox) or to 72-60-03 (transfer
gearbox) for touch-up painting or repair of corrosion.
CAUTION: METHANOL (METHYL OR WOOD ALCOHOL) SHALL NOT BE

USED AS A CLEANING AGENT WHEN CLEANING MAGNESIUM
HOUSINGS OF ACCESSORY DRIVE AND TRANSFER GEAR-
BOXES. PROLONGED CONTACT OF METHANOL WITH UN-
PROTECTED MAGNESIUM COMPONENT WILL DESTROY
COMPONENT. USE OF METHANOL WITH MAGNESIUM COM-
PONENTS IS AUTHORIZED ONLY AS SPECIFICALLY
INSTRUCTED FOR REPAIR OF CORRODED SURFACES.
Clean parts as specified in Table 205 in accordance with cleaning methods in 72-00-00,
Cleaning/Painting.
UP833486
72-60-01 Page 231

Nov 26/03



201 5 Tube Assembly X

15 Tee X
20 Tube Assembly X
165 Shim X X
170 Shouldered Shaft X X
202 70 Oil Transfer Tube X

80 Retainer Plate X X
85 Seal X X
90 Tower Shaft Housing X X
203 15 Transfer Shaft Cover Tube X

40 Oil Jet X
65 Transfer Gearbox Cover X X
85 Thrust Washer X X
105 Splined Shaft X X
204 5 Tube Assembly X

15 Tee X
20 Tube Assembly X
50 Transfer Gearbox Cover X X
85 Oil Jet X
100 Splined Shaft X X
140 Shim X X
155 Transfer Shaft Cover Tube X
170 Oil Scavenge Tube X
UP833486
72-60-01 Page 232

July 31/95


4. Approved Repairs

Seal Installation Pilot Kit Used to install seal on oil transfer tube. 831183-1
Transfer Tube Seal Used to install seals on oil transfer tube. 831492-1/-2
Installer
Seal Installer Ring Used to prevent the rolling of seal when instal- 831492-7
ling seal on oil transfer tube.
A. Blend Repair of Tower Shaft Housing
Blend chafed areas on tower shaft housing to remove any sharp edges. Refer to 79-20-09,
Approved Repairs, for rework of bottom panel to prevent further chafing of tower shaft hous-
ing.
B. Replacement of Damaged Oil Transfer Tube Seals
(1) [Pre SB TFE731-72-3455] Replace oil transfer tube seals.
(a) Using good shop practices, remove damaged seals being careful not to damage
oil transfer tube.
CAUTION: FOR PROPER SEALING, SEALS MUST BE INSTALLED

WITH THE CLOSED SIDE TOWARD THE END(S) OF
TOWER SHAFT OIL TRANSFER TUBE (OPEN SIDE ON
EACH SEAL WILL BE FACING EACH OTHER).
(b) Using 831183-7/-9 seal installation pilot (component parts of 831183-1 kit), install
seals in the outer groove of oil transfer tube. Ensure closed side of seals are
facing ends of tower shaft oil transfer tube.
(c) To ensure proper fit of seals in grooves, heat tower shaft oil transfer tube with
seals installed to 162 to 190°C (325 to 375°F) for one-half hour and allow to air
cool.
UP833486
72-60-01 Page 233

Nov 26/03


4. B. (2) [Post SB TFE731-72-3455] Replace oil transfer tube seals.
CAUTION: FOR PROPER SEALING, SEALS MUST BE INSTALLED

WITH THE OPEN SIDE ON EACH SEAL FACING EACH
OTHER.
NOTE: The new seal installation tooling has one leg that fits over the first
groove to allow positioning of seals on the tower shaft oil transfer
tube inner grooves.
(a) Position 831492-1 transfer tube seal installer in the end of the tower shaft oil
transfer tube as shown in Figure 205 and install one seal in the inner groove of
the tower shaft oil transfer tube. Ensure open side of seal is facing the end of
tower shaft oil transfer tube where the other seal will be installed.
(b) Install one seal in the other inner groove of the tower shaft oil transfer tube as
follows.
1 Position 831492-2 transfer tube seal installer in the end of the tower shaft oil
transfer tube as shown in Figure 205.
2 Install seal on the transfer tube installer. Ensure open side of seal is facing
the end of tower shaft oil transfer tube where the other seal is installed.
NOTE: Due to the larger diameter of 831492-2 transfer tube seal

installer, a 831492-7 seal installer ring is used in the fol-
lowing step to prevent rolling of seal.
3 Using 831492-7 seal installer ring, move seal into the other inner groove on
the tower shaft oil transfer tube.
4 Remove transfer tube seal installers.
5 To ensure proper fit of seals in grooves, heat tower shaft oil transfer tube
with seals installed in a preheated temperature controlled oven to 162 to
190°C (325 to 375°F) for one-half hour, and then allow to air cool to room
temperature.
6 After the tower shaft oil transfer tube cools to room temperature, install new
packing in each of the outer grooves. (See Figure 206.)
UP833486
72-60-01 Page 234

Nov 26/03


[Post SB TFE731-72-3455]
Oil Transfer Tube Seal Installation
Figure 205
UP833486
72-60-01 Page 235

Nov 26/03


[Post SB TFE731-72-3455]
Oil Transfer Tube Packing Installation
Figure 206
UP833486
72-60-01 Page 236

Nov 26/03


ACCESSORY DRIVE GEARBOX ASSEMBLY

Seal Installation and Removes and installs seal on fuel control gear- 289801-1/-2
Removal Driver shaft and hydraulic pump gearshaft.
Seal Installation Pilot Guides seal over gearshaft. 289802-1/-3
Bearing Driver Installs bearings. 289806-1
Bearing Driver Installs bearings. 289807-1/-2
Torque Wrench Adapter Adapts bearing retainer nut for standard torque 289817-1/-2
wrench.
Bearing Removal Puller Removes bearings. 289903-1
and Adapter
Bearing Removal Puller Removes bearings. 289904-1/-2
and Adapter
Seal Retainer Mechanical Removes seal retainers. 291280-1
Puller
Splined Adapter Removes and installs splined adapter from 296818-1
Installation and gearshaft.
Removal Tool
Rotor Gearshaft Puller Supports gearshaft and removes rotor. 298119-1
Assembly
Seal Rotor and Splined Removes and installs rotor seals. Removes 831411-1
Adapter Removal/ splined adapters from gearshafts.
Installation Kit (Consists
of 831411-11 Seal Puller,
831411-13 Seal Installer,
and 831411-15 Spline
Puller)
72-60-02
UP833486
Page 201
Apr 28/00



Alternator/starter-generator gearshaft air-oil Snap-On Tool Corp, 2801 80th St, Kenosha, WI
seal puller (Snap-On CG45-6 Collett, 53140
Snap-On CG45-4 Expanding Rod, Snap-On
CJ97-3 Slide Hammer, Snap-On CJ105-4A
Slide Screw)
Grease (DC-111 Silicone) Dow Corning Corp, P.O. Box 995, 3901 S
Grease (MIL-PRF-23827) Commercially available
NOTE: Refer to 72-60-01 for Removal/Installation of accessory drive gearbox on

engine.
1. A. Removal of External Components (See Figure 201)
(1) Remove nut and washer securing chip detector adapter then remove chip detector
adapter with two packings.
(2) Remove breather pressurizing valve with attached seal and packing in accordance with
79-20-02.
(3) Remove oil filter and cover components in accordance with 79-20-01.
(4) Remove oil filter by-pass indicator valve installation in accordance with 79-30-01.
(5) Remove nuts and washers securing two oil jets. Remove oil jet plug with packing then
oil jets with packings.
(6) Remove nut, washers, and bolt securing housing support then remove housing sup-
port.
(7) Remove bolts and washers securing mount assembly then remove mount assembly.
(8) Do not remove identification plate or attaching screws unless necessary to replace
parts.
72-60-02
UP833486
Page 202
June 9/06


1. B. Removal of Splined Adapters (See Figure 202)
(1) Remove retaining rings (55, 100) and splined adapters (60, 105) with packings (if
installed) from starter-generator and alternator gearshafts using 296818-1 installation
and removal tool or 831411-15 puller (component of 831411-2 kit).
(2) If installed remove packings from adapter.
(3) If installed remove packings from internal splines on gearshafts.
C. Removal of Air-Oil Seals (See Figure 202)
(1) Remove screws and washers securing starter-generator gearshaft air-oil seal. Remove
air-oil seal using air-oil seal puller. Remove packing from air-oil seal.
(2) Remove screws and washers securing alternator gearshaft air-oil seal. Remove air-oil
seal using air-oil seal puller. Remove packing from air-oil seal.
D. Removal of Accessory Gearbox Cover (See Figure 202)
(1) Remove screws and washers securing assembled seal retainer, packing, and fuel
control and pump gearshaft aft seal.
(2) Remove seal retainer with assembled items using 291280-1 puller.
(3) Remove packing from seal retainer.
NOTE: Removal of fuel control and pump gearshaft aft seal from seal retainer
is not required unless damage is indicated by inspection.
(4) Remove fuel control and pump gearshaft aft seal from seal retainer using 289801-1
driver.
72-60-02
UP833486
Page 203
May 11/07


Accessory Drive Gearbox Assembly

Figure 201
72-60-02
UP833486
Page 204
July 31/95


KEY TO FIGURE 201
5. OIL DRAIN PLUG 92. [POST SB TFE731-79-3055]

10. PACKING OIL JET
15. NUT 95. PACKING
25. CHIP DETECTOR ADAPTER 102. [POST SB TFE731-79-3055]
PACKING
30. PACKING
105. NUT
35. PACKING
110. WASHER
40. NUT (MS21043-3)
115. BOLT
45. NUT (PART NO. S28297-10)
120. WASHER
50. WASHER
*124. SLEEVE
55. OIL JET
125. HOUSING SUPPORT
60. PACKING
*126. ELASTOMERIC BUSHING
65. PACKING
130. BOLT
70. NUT
135. WASHER
75. WASHER
140. MOUNT ASSEMBLY
80. OIL JET PLUG
160. SCREW
85. PACKING
165. IDENTIFICATION PLATE
90. OIL JET
72-60-02
UP833486
Page 205
Nov 26/03


Accessory Gearbox Cover

Figure 202
72-60-02
UP833486
Page 206
May 11/07


KEY TO FIGURE 202
5. SCREW 90. PACKING

10. WASHER 100. RETAINER RING
15. SEAL RETAINER 105. SPLINED ADAPTER
20. PACKING 110. PACKING (DELETED)
25. FUEL CONTROL AND PUMP 115. PACKING (DELETED)
GEARSHAFT AFT SEAL 117. SPLINED ADAPTER
30. SCREW (3075356-1/-2/-3) (DELETED)
35. WASHER 120. SCREW
40. SEAL RETAINER 125. WASHER
45. PACKING 130. AIR-OIL SEAL
50. FUEL CONTROL AND PUMP 135. PACKING
GEARSHAFT FORWARD SEAL 145. NUT
55. RETAINING RING 150. NUT
60. SPLINED ADAPTER 155. WASHER
65. PACKING (DELETED) 160. BOLT
70. PACKING (DELETED) 165. WASHER
72. SPLINED ADAPTER 170. NUT
(3075356-1/-2/-3) (DELETED)
175. WASHER
75. SCREW
180. ACCESSORY GEARBOX COVER
80. WASHER
85. AIR-OIL SEAL
72-60-02
UP833486
Page 207
May 11/07


1. D. (5) Place gearbox on bench with accessory gearbox cover facing up.
(6) Remove nuts, washers, and bolts securing accessory gearbox cover to aft section of
gearbox.
CAUTION: SEPARATE ACCESSORY GEARBOX COVER WITH CARE TO

AVOID DROPPING PORTIONS OF THE GEARTRAIN AND/OR
GEARSHAFT BEARINGS.
NOTE: Gearshaft bearings may remain with accessory gearbox cover when
cover is removed.
(7) Separate accessory gearbox cover from aft section using screws in ports provided on
cover. Tap cover with soft face mallet (or equivalent) while turning screws in a jack-
screw manner. Remove cover and screws when separation is completed. Put acces-
sory drive gears and aft section aside until cover disassembly is completed.
(8) Remove screws and washers securing assembled seal retainer, packing, and fuel
control and pump gearshaft forward seal.
(9) Remove seal retainer with assembled items using 291280-1 puller.
(10) Remove packing from seal retainer.
NOTE: Removal of fuel control and pump gearshaft forward seal from seal
retainer is not required unless damage is indicated by inspection.
(11) Remove fuel control and pump gearshaft forward seal from seal retainer using
289801-1 driver.
72-60-02
UP833486
Page 208
Apr 28/00


1. E. Disassembly of Accessory Drive Housing Assembly (See Figure 203)
(1) Remove gasket from mating flange of accessory drive housing assembly.
(2) Remove fuel control and pump gearshaft with assembled parts from accessory drive
housing assembly. Do not remove plug from gearshaft unless damage is indicated by
inspection. If removal is necessary, replace plug in accordance with good shop prac-
tice.
(3) Using arbor press and 289903-1 puller and adapter, remove bearings from fuel control
and pump gearshaft.
(4) Remove oil pump gearshaft with assembled parts from accessory drive housing as-
sembly. Do not remove plug from gearshaft unless damage is indicated by inspection.
If removal is necessary, replace plug in accordance with good shop practice.
(5) Using arbor press and 289903-1 puller and adapter, remove bearing (75) from oil pump
gearshaft. Using arbor press and 289904-1 puller and adapter, remove bearing (70)
from oil pump gearshaft.
(6) Remove alternator gearshaft with assembled parts from accessory drive housing as-
sembly. Do not remove plug from gearshaft unless damage is indicated by inspection.
If removal is necessary, replace plug in accordance with good shop practice.
(7) Using arbor press and 289904-1 puller and adapter, remove bearing (100) from alterna-
tor gearshaft.
(8) Using arbor press and 298119-1 puller assembly, remove seal rotor (92) from alternator
gearshaft.
(9) Using arbor press and 289904-2 puller and adapter, remove bearing (95) from alterna-
tor gearshaft.
(10) Remove air-oil separator gearshaft with assembled parts from accessory drive housing
assembly. Do not remove plug from gearshaft unless damage is indicated by inspec-
tion. If removal is necessary, replace plug in accordance with good shop practice.
(11) [Pre SB TFE731-72-3605] Bend out nut lock key to allow rotation of nut. Using
289817-1 or 289817-2 torque wrench adapter with suitable handle, remove nut and nut
lock key from air-oil separator gearshaft.
(12) [Pre SB TFE731-72-3605] Remove air-oil separator and key from air-oil separator
gearshaft.
(13) [Post SB TFE731-72-3605] Remove air-oil separator from air-oil separator gearshaft.
(a) Remove bolts and washers from air-oil separator housing.
(b) Disassemble air-oil separator by removing cover plate and element from inside
housing.
72-60-02
UP833486
Page 209
Nov 26/03


Accessory Drive Housing Assembly

Figure 203
72-60-02
UP833486
Page 210
Apr 28/00


KEY TO FIGURE 203
30. GASKET 125. BEARING

40. FUEL CONTROL AND PUMP *130. AIR-OIL SEPARATOR
GEARSHAFT *132. KEY
45. PLUG **134. BOLT
50. BEARING **135. WASHER
60. OIL PUMP GEARSHAFT **136. PLATE-COVER
65. PLUG **137. AIR-OIL SEPARATOR ELEMENT
70. BEARING **138. AIR-OIL SEPARATOR HOUSING
75. BEARING 140. BEARING
85. ALTERNATOR GEARSHAFT 150. STARTER-GENERATOR
90. PLUG GEARSHAFT
92. ROTOR SEAL 155. PLUG
95. BEARING 160. BEARING
100. BEARING 162. ROTOR SEAL
105. AIR-OIL SEPARATOR GEARSHAFT 165. BEARING
110. PLUG 175. ACCESSORY DRIVE HOUSING
115. NUT LOCK KEY ASSEMBLY
120. NUT
*[PRE SB TFE731-72-3605]
**[POST SB TFE731-72-3605]
72-60-02
UP833486
Page 211
Nov 26/03


1. E. (14) Remove starter-generator gearshaft with assembled parts from housing assembly. Do
not remove plug from gearshaft unless damage is indicated by inspection. If removal is
necessary, replace plug in accordance with good shop practice.
(15) Using arbor press and 289904-1 puller and adapter, remove bearings from air-oil sepa-
rator gearshaft.
(16) Using arbor press and 289904-1 puller and adapter, remove bearing (160) from starter-
generator gearshaft.
(17) Using arbor press and 298119-1 puller assembly, remove rotor seal (162) from starter-
(18) Using arbor press and 289904-2 puller and adapter, remove bearing (165) from starter-
NOTE: All internal gearbox components shall be coated with engine lubricating oil
(72-00-00, Servicing, Table 301) at assembly.

values.
F. Assembly of Accessory Drive Housing Assembly (See Figure 203)
(1) Place housing assembly on clean paper covered bench. Inspect housing assembly
cavity to ensure no foreign matter is present. Wet gear teeth of gearshafts with engine
lubricating oil (72-00-00, Servicing, Table 301).
(2) Using 289807-1 bearing driver, install aft bearing (160) on starter generator gearshaft.
Using 289807-2 bearing driver, install forward bearing (165) on starter-generator gear-
shaft. Ensure bearings bottom against shoulders on gearshaft.
(3) Inspect contact surface of assembled starter/generator gearshaft and rotor seal (162)
for burrs, contact damage, and cleanliness prior to installing rotor seal.
WARNING: USE PROTECTIVE GLOVES WHEN HANDLING HEATED

PARTS.
(4) Heat rotor seal (162) at 350°F (177°C) for three to four minutes then using 289807-2
bearing driver, install rotor seal on starter-generator gearshaft. Ensure rotor seal bot-
toms against inner race of bearing (165). Allow to cool to room temperature.
72-60-02
UP833486
Page 212
July 31/95


1. F. (5) Using 289807-2 bearing driver, install forward bearing (165) on starter-generator gear-
shaft. Ensure bearing bottoms against shoulder on gearshaft.
(6) Hand press starter-generator gearshaft in place in housing assembly. If required,

rotate gearshaft to engage teeth.
(7) Assemble air-oil separator gearshaft assembly.
(a) Using 289807-2 bearing driver, install forward bearing on unthreaded end of
air-oil separator gearshaft. Ensure bearing bottoms against shoulder on gear-
shaft.
(b) [Pre SB TFE731-72-3605] Install key in slot of air-oil separator gearshaft. Align
keyway on air-oil separator with key and press air-oil separator in place of gear-
shaft.
(c) [Post SB TFE731-72-3605] Assemble air-oil separator. (See Figure 203.)
1 Insert element (137) on plate (136).
2 Position housing (138) over the element and plate and secure with washer
(135) and bolt (134).
NOTE: If bolts are more than finger tight, the assembled air-oil
separator will not fit onto the shaft properly.
3 Tighten bolts finger tight.
NOTE: The five piece air-oil separator will not require the installa-
tion of key (132) to secure it to the air-oil separator idler
spur gearshaft. When the bolts holding the air-oil separa-
tor together are torqued to 50 inch-pounds, the pressure
exerted on the gearshaft will hold the air-oil separator in
place.
4 Install air-oil separator assembly onto air-oil gearshaft.
(d) Using 289807-2 bearing driver, install aft bearing on air-oil separator gearshaft.
(e) Place nut lock key in slot of threaded end of air-oil separator gearshaft and install
nut on threads. Using 289817-1 or 289817-2 torque wrench adapter, tighten nut
(120) to 250 to 500 inch-pounds torque. Loosen nut (120), then re-apply 250
to 500 inch-pounds torque to ensure proper seating and to align nut lock key
with a slot on nut. Bend nut lock key to lock nut in position.
(f) [Post SB TFE731-72-3605] Tighten air-oil separator bolts to 50 inch-pounds

torque.
(8) Hand press air-oil separator gearshaft into housing assembly. If required, tap gearshaft
lightly with soft face mallet to seat in place.
(9) Using 289807-1 bearing driver, install aft bearing (100) on alternator gearshaft. Using
289807-2 bearing driver, install forward bearing (95) on alternator gearshaft. Ensure
bearings bottom against shoulders on gearshaft.
72-60-02
UP833486
Page 213
Nov 26/03


1. F. (10) Inspect contact surface of assembled alternator gearshaft and rotor seal (92) for burrs,
contact damage, and cleanliness prior to installing rotor seal.
WARNING: USE PROTECTIVE GLOVES WHEN HANDLING HEATED PARTS.
(11) Heat rotor seal (92) at 177°C (350°F) for 3 to 4 minutes then using 289807-2 bearing
driver, install rotor seal on alternator gearshaft. Ensure rotor seal bottoms against inner
race of bearing (95). Allow to cool to room temperature.
(12) Hand press alternator gearshaft in place in housing assembly. If required, tap gear-
shaft lightly with soft face mallet to seat in place.
(13) Using 289806-1 bearing driver, install aft bearing (75) on oil pump gearshaft. Using
289807-2 bearing driver, install forward bearing (70) on oil pump gearshaft. Ensure
bearings bottom against shoulders on gearshaft.
(14) Hand press oil pump gearshaft in place in housing assembly. If required, tap gearshaft
lightly with soft face mallet to seat in place.
(15) Using 289806-1 bearing driver, install bearings on fuel control and pump gearshaft.
Ensure bearings bottom against shoulders on gearshaft.
(16) Hand press fuel control and pump gearshaft in place in accessory drive housing as-
sembly. If required, tap gearshaft lightly with rawhide mallet to seat in place.
(17) Install gasket on mating flange of housing assembly.
72-60-02
UP833486
Page 214
Aug 23/02


Torque Sequence
Figure 204
72-60-02
UP833486
Page 215
July 31/95


values.
1. G. Assembly of Accessory Gearbox Cover (See Figure 202)
(1) Install accessory gearbox cover on housing assembly.
(2) Install washers and nut on studs of housing assembly at flange mating with accessory
gearbox cover to secure cover in place. Install bolts, washers, and nuts at through-hole
locations. Tighten all nuts hand tight only.
(3) Tighten bolts and nuts at mating flange of housing assembly and accessory gearbox
cover in the sequence of index numbers shown in Figure 204. Tighten nuts (145, 150
and 170, Figure 202) to 80 inch-pounds torque.
(4) If removed at disassembly, install forward and aft seals for fuel control and pump gear-
shaft in seal retainers using 289801-1 seal driver. Install seals with closed side of seal
shell facing toward mating shoulder of seal retainer.
(5) Lightly coat packings for seal retainers with grease (MIL-PRF-23827) and install pack-
ings on seal retainers.
(6) Carefully install assembled packing, seal retainer, and forward seal for fuel control and
pump gearshaft using 289802-1 pilot. Secure seal retainer with screws and washers.
Tighten screws (30) to 25 inch-pounds torque.
(7) Carefully install assembled packing, seal retainer, and aft seal for fuel control and pump
gearshaft using 289802-3 pilot. Secure seal retainer with screws and washers. Tight-
en screws (5) to 25 inch-pounds torque.
H. Installation of Air-Oil Seals (See Figure 202)
Lubricate packings with clean engine oil and install on air-oil seals for alternator and starter-
generator gearshaft then carefully install assembled air-oil seals. Secure air-oil seals with
washers and screws. Tighten screws (75, 120) to 25 inch-pounds torque.
72-60-02
UP833486
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1. I. Installation of Splined Adapters (See Figure 202)
(1) Install splined adapters (60, 105) in alternator and starter-generator gearshafts using
296818-1 installation and removal tool.
(2) Secure splined adapters (60, 105) with retaining rings (55, 100).
values.
J. Installation of External Components (See Figure 201)
(1) Apply a liberal coat of silicone grease to mount mating surface on gearbox then install
mount assembly and secure with bolts and washers. Tighten bolts (130) to 80 inch-
pounds torque.
(2) Install housing support and secure with bolt, washers, and nut. Tighten nut (105) to 60
inch-pounds torque.
(3) Lightly coat packings for oil jets and oil jet plug with engine lubricating oil (72-00-00,
Servicing, Table 301) and install packing(s) on oil jet plug and oil jets.
(4) Install oil jets and oil jet plug and secure with washers and nuts. Tighten nuts (40, 45,
70) to 30 inch-pounds torque.
(5) Lightly coat packings for chip detector adapter with engine lubricating oil (72-00-00,
Servicing, Table 301) and install packings on adapter.
(6) Install chip detector adapter and secure with nut and washer. Tighten nut (15) to 30
inch-pounds torque.
(7) Install oil filter by-pass indicator valve installation in accordance with 79-30-01.
(8) Install oil filter and cover components in accordance with 79-20-01.
(9) Install breather pressurizing valve installation in accordance with 79-20-02.
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2. Inspection/Check

Spline Wear Indicator Kit Tooling used to indicated accessory drive 831412-1
(Consists of gearbox gearshaft spline wear.
831412-11/-13/-15/
-17/-19/-21 gages)

Soft rubberized abrasive (Brightboy No. Brightboy Abrasives Inc, 7754 Arjons Dr,
ST70AL0512 or ST70AL0801) San Diego, CA 92126-4391
A. Accessory Drive Gearbox Assembly Components
(1) Inspect drive splines of accessory drive gearbox shafts and splined adapters.
(a) Clean drive splines of accessory drive gearbox shafts in accordance with
Cleaning/Painting.
NOTE: Accessory drive gearbox gearshaft drive splines may be mea-

sured for wear or checked for wear using the 831412-1 spline
wear indicator kit. If the 831412-1 tooling is available, proceed to
Step (c).
(b) Inspect the accessory drive gearbox gearshaft drive splines for wear.
1 Inspect the fuel pump, hydraulic pump, starter-generator, and alternator

gearshaft drive splines on the accessory drive gearbox for wear.

2 Maximum allowable depth of internal spline wear, measured at pitch line

(contact area) of tooth, is 0.010 inch.
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NOTE: The following procedure can be used in lieu of procedures speci-
fied in Step (b) to check for gearshaft spline wear.
2. A. (1) (c) Use 834412-1 spline wear indication kit to inspect the accessory drive gearbox
gearshaft drive splines for wear.
1 Check the fuel pump gearshaft drive splines for wear using 834412-11
spline gage. If gage can be inserted into gearshaft, the gearshaft is worn
and not acceptable for continued use.
2 Check the hydraulic pump gearshaft drive splines for wear using 834412-13
3 Check the starter-generator gearshaft drive splines for wear using

834412-19 spline gage. If gage can be inserted into gearshaft, the gear-
shaft is worn and not acceptable for continued use.
4 Check the alternator gearshaft drive splines for wear using 834412-21
(d) Inspect the starter-generator and alternator splined adapters.
1 Visually inspect splined adapters for evidence of cracking. Cracking is not

acceptable.

2 Visually inspect internal splines of splined adapters for wear and deforma-
tion. Wear or deformation of splines is acceptable provided it does not
exceed 0.020 inch depth, measured at the pitch line (contact area) of the
teeth.
3 Visually inspect the external splines of splined adapters for wear and de-
formation. Wear or deformation is not acceptable.
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2. A. (2) Check all gear teeth for evidence of excessive wear, polish, pitting and chipping. Gear
teeth wear shall not exceed the following limits.
(a) Wear depth at end of contact pattern shall not exceed 0.003 inch.
(b) Polish or shiny areas with original surface texture removed is permissible over
entire contact pattern to maximum depth of 0.001 inch.
(c) Micropitting or frosting shall not exceed 85 percent of tooth contact surface. Any
tooth with a pit greater than 0.002 inch in depth or 0.020 inch in diameter is not
acceptable.
(d) Chipped tips that accumulatively do not remove more than 30 percent of tooth tip
are acceptable, but shall be stoned to remove burrs.
(e) Chipped edges that accumulatively do not remove more than 10 percent of
active profile are acceptable, but shall be stoned to remove burrs.
(3) Inspect bearings.
(a) Do not remove bearings from gearshaft.
(b) Clean bearings and gearshaft assembly in accordance with 72-00-00, Cleaning/
(c) Inspect bearings for evidence of foreign material, spalling of balls, and indica-
tions of overtemperature (purple discoloration).
(d) Inspect for evidence of rotation of inner race on gearshaft (i.e. bearing inner race
loose on gearshaft).
(e) Check for indication of roughness by holding outer race with gearshaft pointed
up and rotating gearshaft. Repeat procedure with gearshaft pointed down. If
roughness is indicated, repeat Steps (b) and (e).
(f) Bearings that do not meet the inspection requirements of Steps (c) through (e)
shall be replaced in accordance with Removal/Installation.
(4) Check threaded parts for stripped, galled, or crossed threads. Replace part if dam-
aged.
(5) Visually check all parts for cracks. No cracks are permitted.
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2. A. (6) Visually check all parts for evidence of discoloration caused by overheating. Discolor-
ation that can be removed with soft rubberized abrasive is not caused by overheating
and is not cause for rejection. Replace part if discoloration, caused by overheating, is
present.
(7) Visually inspect Diameters A through E illustrated on Figure 205 on accessory gearbox
cover (Figure 202). Evidence of bearing outer race rotation is not cause for rejection.
If wear is evident, inspect diameters dimensionally. Diameter A shall not exceed
1.6555 inches. Diameters B, C, D and E shall not exceed 2.1675 inches.
(8) Visually inspect Diameters A through E illustrated on Figure 206 on accessory drive
housing assembly (Figure 203). Evidence of bearing outer race rotation is not cause
for rejection. If wear is evident, inspect diameters dimensionally. Diameters A and D
shall not exceed 1.6555 inches. Diameters B, C and E shall not exceed 2.1675 in-
ches.
(9) Replace any parts not meeting inspection requirements of Steps (1) through (8).
(10) Visually inspect pressed-in filter element support (in bore for oil filter element compo-
nents) for looseness, scratches, nicks, or cracks. Refer to Approved Repairs if damage
is evident.
(11) Visually check accessory drive housing assembly and accessory gearbox cover for
damaged paint and corrosion. Refer to Cleaning/Painting for touch-up of damaged
paint where no corrosion is evident. Refer to Approved Repairs for repair of corrosion
damage.
(12) Refer to 79-30-01 for inspection instructions for oil filter by-pass indicator valve.
(13) Check accessory gearbox cover for loose, worn, or damaged pin, studs and inserts.
Refer to Approved Repair for replacing loose, worn, or damaged pins, studs and in-
serts.
(14) Check accessory drive gearbox housing for loose, worn, or damaged studs, inserts and
bushings. Refer to Approved Repairs for replacing loose, worn, or damaged studs,
inserts and bushings.
(15) Check housing support and mount assembly for loose, worn, or damaged sleeves and
deteriorated elastomeric bushings. Refer to Approved Repairs for replacing loose,
worn, or damaged sleeves and deteriorated elastomeric bushings.
(16) Visually check identification plate legibility. Replace plate if not legible.
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2. A. (17) Visually check chip detector adapter for cracks, nicks or burrs. Check screen for dam-
age. If screen is damaged or cracks are evident, replace adapter. Refer to Approved
Repairs for repair of nicks and burrs.
(18) Visually check oil jet for cracks, nicks, burrs and nozzle for obstructions. If damage is
suspected or indicated, perform fluorescent penetrant inspection in accordance with
70-00-00, Standard Practices. Cracks are not permitted. Remove any obstructions.
Refer to Approved Repairs for repair of nicks and burrs.
(19) Visually check oil jet plug for cracks, warping, nicks, scratches and burrs. Cracks and
warping are not permitted. Refer to Approved Repairs for repair of nicks, burrs and
scratches.
(20) Visually check housing support for cracks, distortion, twisting, nicks, scratches and
burrs. If damage is indicated or suspected, perform fluorescent penetrant inspection in
accordance with 70-00-00, Standard Practices. Cracks are not permitted. Refer to
Approved Repairs for repair of nicks, burrs and scratches.
(21) Visually check mount assembly for cracks, distortion, twisting, nicks, scratches and
burrs. If indicated or suspected, perform fluorescent penetrant inspection in accor-
dance with 70-00-00, Standard Practices. Cracks are not permitted. Refer to Ap-
proved Repairs for repair of nicks, scratches and burrs.
(22) Visually check seal retainers for cracks, scratches, nicks, and distortion. Cracks and
distortion are not permitted. Refer to Approved Repairs for repair of scratches and
nicks.
(23) Visually check retainer ring for distortion. Distortion is not permitted.
(24) Visually check air-oil separator for cracks, nicks and scratches. Cracks are not per-
mitted. Refer to Approved Repairs for repair of nicks and scratches.
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Accessory Gearbox Cover

Figure 205
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Accessory Drive Housing Assembly

Figure 206
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2. A. (25) Inspect rotor seals.
(a) Visually inspect for varnish and coking. Varnish or coking not acceptable. Refer
to Cleaning/Painting for cleaning procedures.
(b) Visually inspect for unusual metal disturbance, such as galling or spalling. Gal-
ling or spalling not acceptable.
(c) Visually inspect face and back for uniform clamping pattern. Clamping pattern
shall be uniform.
(d) Visually inspect rotor seals for burrs and foreign particle embedding. Burrs or
foreign particle embedding not acceptable.
(e) Visually inspect sealing surface for scoring and burning. Scoring or burning not
acceptable.
(f) Replace rotor seals if inspection requirements of Steps (a) through (e) are not
met.
(26) Refer to 79-20-02 for inspection instructions of breather pressurizing valve.
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223-6N-01, St Paul, MN 55144-1000
Glendale, CA 91209
Heights, NJ 07922
CAUTION: METHANOL (METHYL OR WOOD ALCOHOL) SHALL NOT BE

USED AS A CLEANING AGENT WHEN CLEANING MAGNESIUM
ACCESSORY DRIVE GEARBOX HOUSING AND ACCESSORY
GEARBOX COVER. PROLONGED CONTACT OF METHANOL
WITH UNPROTECTED MAGNESIUM COMPONENT WILL DE-
STROY COMPONENT. USE OF METHANOL WITH MAGNESIUM
COMPONENTS IS AUTHORIZED ONLY AS SPECIFICALLY
(2) Clean all bearings in accordance with 72-00-00, Cleaning/Painting, Cleaning Method
No. 15.
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SEAL SURFACE.
3. A. (3) Clean rotor seals.
NOTE: Alternate cleaning procedures of Step (b) may be used in lieu of

cleaning procedures in Step (a).
(a) Soak rotor in solution of three to five pounds of rust stripper in one gallon of
distilled or de-ionized water for 15 to 30 minutes maximum.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP, ENSURE

ROTOR SEAL IS FLUSHED THOROUGHLY WHILE
CLEANING TO PREVENT SCORING FACE OF ROTOR
SEAL WITH CARBON PARTICLES. CLEAN IN DIRECTION
OF ROTATION ONLY, NOT ACROSS ROTATING SURFACE
OR LEAK PATH MAY OCCUR.
(b) (Alternate Procedure) Clean rotor seal surface with abrasive while flushing with
solvent. While cleaning, flush rotor seal continuously to wash away carbon
particles which may score face of rotor seal.

No. No. Nomenclature 1 2 5 6 7 8 9 10 12
201 5 Oil Drain Plug X X X X

25 Chip Detector Adapter X X X X
55 Oil Jet X X X X
80 Oil Jet Plug X X X X
90 Oil Jet X X X X X
124 Sleeve X X
125 Housing Support X X
140 Mount Assembly X X
202 15, 40 Seal Retainer X X X X

85, 130 Air-Oil Seal X X X X
60, 105 Splined Adapter X X X
180 Accessory Gearbox Cover X X X X
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Table 206. Cleaning Methods (Cont)

No. No. Nomenclature 1 2 5 6 7 8 9 10 12
203 40, 60, Gearshaft X X X

85, 105,
150
130 Air-Oil Separator X X X X
175 Accessory Drive Housing X X X X
Assembly
3. B. Touch Up of Non-Corroded Damaged Painted Surfaces of Accessory Drive Housing Assem-

bly and Accessory Gearbox Cover
(1) Treat any exposed base metal (magnesium) in accordance with 72-00-00, Cleaning/
(2) Touch up bare metal on surfaces with wipe coat of green epoxy-amine primer.
(a) Prepare green epoxy-amine primer by mixing equal parts by volume of base and
activator. Allow mixed green epoxy-amine primer to stand for 45 minutes before
application.
(b) Apply green epoxy-amine primer, then wipe while wet to prevent buildup.
(c) Air-dry green epoxy-amine primer for a minimum of 30 minutes, then heat-cure
with portable hot air gun for 1 hour at temperature of 80 to 107°C (175 to 225°F).
(3) Touch up bare metal on surfaces with full coat of green epoxy-amine primer.
activator. Allow mixed green epoxy-amine primer to stand for 45 minutes before
application.
(b) Apply one coat of green epoxy-amine primer by brushing or spraying.
(c) Air-dry green epoxy-amine primer for a minimum of 30 minutes, then heat cure
with portable hot air gun for 1 hour at temperature of 80 to 107°C (175 to 225°F).
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3. B. (4) Touch up damaged gloss light green epoxy-amine paint.
(a) Remove damaged gloss light green epoxy-amine paint and blend edges of dam-
aged areas with abrasive paper.
(b) Treat any exposed base metal (magnesium) in accordance with 72-00-00,
Cleaning/Painting, Cleaning Method No. 7.
(c) Apply green epoxy-amine paint as specified in Step (3) to a thickness of 0.001
inch.
(d) Prepare gloss light green epoxy-amine paint by mixing equal parts by volume of
base and activator. Allow mixed gloss light green epoxy-amine paint to stand for
45 minutes before application.
(e) Apply one coat of gloss light green epoxy-amine paint 0.002 to 0.003 inches
thick by either brushing or spraying.
(f) Air-dry gloss light green epoxy-amine paint for a minimum of 30 minutes, then
heat cure with portable hot air gun for 1 hour at temperature of 80 to 107°C (175
to 225°F).
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4. Approved Repairs

Rotor Seal and Splined Removes and installs rotor seals. Removes 831411-1
Adapter Removal/ splined adapters from gearshafts.
Installation Kit (Consists
of 831411-11 Seal Puller,
831411-13 Seal Installer,
and 831411-15 Spline
Puller)

Aluminum oxide or silicon coated abrasive cloth 3M Abrasive Systems Div, 3M Center, Building
(ANSI B74.18) 223-6N-01, St Paul, MN 55144-1000
Clear epoxy-amine paint (Base DC-733-Clear Griggs Paint Inc, 3635 S 16th St, Phoenix, AZ
and Activator C-1178) 85040-1305
Lint-free cloth Commercially available
A-A-59105)
Glendale, CA 91209
Primer (MIL-S-22473, Grade N) Commercially available
Retaining compound (Loctite 620) (Green) Henkel Loctite Corp, 1001 Trout Brook Crossing,
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Retaining compound (Loctite 640) Henkel Loctite Corp, 1001 Trout Brook Crossing,
(MIL-R-46082, Type II) (Green) Rocky Hill, CT 06067
Sand paper (210 grit) Commercially available
4. A. Repair of Corrosion Damaged Areas on Accessory Drive Housing Assembly and Accessory
Gearbox Cover
WARNING: METHANOL IS TOXIC AND FLAMMABLE. USE IN WELL-

VENTILATED AREA. AVOID BREATHING FUMES OR LONG
CONTACT WITH SKIN TO PREVENT DAMAGE TO PHYSICAL
HEALTH. KEEP AWAY FROM FLAME TO AVOID FIRE HAZARD.
CAUTION: PROLONGED CONTACT OF METHANOL WITH UNPROTECTED

MAGNESIUM COMPONENT WILL DESTROY COMPONENT.
USE OF METHANOL WITH MAGNESIUM COMPONENTS IS
AUTHORIZED ONLY AS SPECIFICALLY INSTRUCTED FOR
NOTE: Do not dilute methanol with water or use water (including distilled
water) to wash any exposed base metal. Water will cause spreading
of corrosion.
(1) Mechanically remove all corrosion by gently wire brushing or sanding. Clean exposed
base metal and surrounding area by flushing or swabbing with methanol to remove all
traces of dirt, oil, and foreign elements, and to drive out any residual moisture.
(2) Dry all areas to be treated with portable hot air gun for 5 minutes. Do not allow temper-
ature of surface being repaired to exceed 177°C (350°F) to prevent scorching any
surrounding painted surfaces.
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4. A. (3) Obtain 1 gallon of touch-up solution (Dow 1). If desired, touch-up solution may be
mixed from commercially available chemicals.
(a) Mix 1.5 pounds of sodium dichromate and 1.5 pints of nitric acid with enough
demineralized or distilled water to make 1 gallon of solution.
(b) Stir solution vigorously for 15 minutes, then allow solution to stand for 1 to 2
minutes before use.
CAUTION: TOUCH-UP SOLUTION (DOW 1) SHALL NOT BE ALLOWED TO

CONTACT ANODIZED SURFACES. A RAPID DETERIORATION
OF THE COATING WILL OCCUR.
(4) Apply touch-up solution (Dow 1) to exposed base metal using an acid resistant brush.
(5) Thoroughly dry areas with portable hot air gun for 5 minutes, holding temperature of
surface being repaired to a maximum of 177°C (350°F).
(6) Obtain 1 gallon of touch-up solution (Dow 19). If desired, touch-up solution may be
(a) Mix 1.3 ounces of chromic acid flake and 1 ounce of calcium sulfate with enough
(b) Sir solution vigorously for 15 minutes before use.
(7) Swab treated area with touch-up solution (Dow 19). Wipe off excess solution 5 minutes
after application.
(8) Apply clear epoxy-amine paint to treated areas.
(a) Prepare clear epoxy-amine paint by mixing equal parts by volume of base resin
and catalyst. Allow mixed clear epoxy-amine paint to stand for 45 minutes be-
fore application.
(b) Apply a coat of clear epoxy-amine paint 0.0005 to 0.0008 inches thick by brush-
ing or spraying.
(c) Allow clear epoxy-amine paint to cure for 72 hours at room temperature or let air
dry for a minimum of 30 minutes then bake for 1 hour at 80 to 107°C (175 to
225°F).
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4. A. (9) When repair area is on surface with a wipe-coat of green epoxy-amine primer only,
reapply green epoxy-amine primer.
activator. Allow mixed primer to stand for 45 minutes before application.
(b) Apply one coat of green epoxy-amine primer, then wipe surface while wet to
prevent buildup.
(c) Heat-cure green epoxy-amine primer for a minimum of 30 minutes with portable
hot air gun at temperature of 135 to 149°C (275 to 300°F).
(10) When repair area is on surface with gloss light green epoxy-amine paint, reapply gloss
light green epoxy-amine paint.
(a) Prepare green epoxy-amine primer as specified in Step (9)(a).
(b) Apply one coat of green epoxy-amine primer 0.001 inch thick by brushing or
spraying.
(c) Heat-cure green epoxy-amine primer for a minimum of 30 minutes with portable
hot air gun at temperature of 135 to 149°C (275 to 300°F).
(d) Prepare gloss light green epoxy-amine paint by mixing equal parts by volume of
base and activator. Allow mixed gloss light green epoxy-amine paint to stand for
45 minutes before application.
(e) Apply one coat of gloss light green epoxy-amine paint 0.002 to 0.003 inches
thick by either brushing or spraying.
(f) Heat-cure gloss light green epoxy-amine paint for a minimum of 30 minutes with
portable hot air gun at temperature of 79 to 107°C (175 to 225°F).
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10. STUD 45. BUSHING

15. STUD 50. FILTER ELEMENT SUPPORT
20. INSERT 55. STUD
25. STUD 65. STUD
30. STUD 70. INSERT
40. INSERT 75. HOUSING
Accessory Drive Gearbox Housing

Figure 207
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4. B. Replacement of Pressed-In Oil Filter Element Support (See Figure 207)
(1) Blend minor surface damage with abrasive cloth and oil. Mask parts as required during
blending to ensure no contamination is allowed to enter oil ports of housing. Ensure all
contamination caused by blending is completely removed after repair.
(2) Remove and replace filter element support that is cracked or damaged beyond repair of
Step (1).
(a) Pull damaged or loose filter element support from housing.
(b) Using a lint-free cloth, clean mating surfaces of housing and support with sol-
vent.
(c) Apply primer (MIL-S-22473, Grade N) to mating surfaces of housing and support.
Allow primer to dry for 1 to 5 minutes.
(d) Place replacement filter element support in dry ice until ready for installation.
(e) Heat bore of housing with portable hot air gun. Coat OD surfaces of chilled
support which will contact housing with retaining compound, then press support
into housing with rotating motion.
(f) Wipe excess retaining compound from the housing and support.
(3) Repair loose filter element support.
(a) Remove loose filter element support from housing.
(b) Using a lint-free cloth, clean mating surfaces of housing and support with sol-
vent.
(c) Apply primer (MIL-S-22473, Grade N) to mating surfaces of housing and support.
Allow primer to dry for 1 to 5 minutes.
(d) Apply retaining compound to surfaces of housing and support.
(e) Insert support into housing with a rotating motion. Hold support in a final position
for one to two minutes.
(f) Wipe excess retaining compound from the housing and support.
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20. STUD 35. INSERT 50. INSERT

25. STUD 40. PIN 55. COVER
30. STUD 45. STUD
Accessory Drive Gearbox Cover

Figure 208
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CAUTION: EXERCISE CARE NOT TO DAMAGE HOUSING WHILE REMOVING
BUSHING.
4. C. Replacement of Loose, Worn, or Damaged Bushings in Accessory Drive Gearbox Housing
(1) Press loose, worn or damaged bushing from housing. (See Figure 207.)
(2) Clean hole that bushing was removed from, using solvent. Allow solvent to evaporate
completely.
(3) Prepare green epoxy-amine primer by mixing equal parts by volume of base and acti-
vator. Allow mixed green epoxy-amine primer to stand for 45 minutes before applica-
tion.
(4) Apply a thin coat of green epoxy-amine primer to sides of hole to receive new bushing.
Press new bushing into position flush with surface of housing, while green epoxy-amine
primer is still wet. Wipe off excess green epoxy-amine primer.
(5) Allow green epoxy-amine primer to cure for 4 to 6 hours at room temperature or bake
for 1 hour at 82 to 135°C (180 to 275°F).
D. Replacement of Loose, Worn, or Damaged Studs and Inserts in Accessory Drive Gearbox
Housing
Replace loose, worn, or damaged studs and inserts in accordance with 70-00-00, Standard
Practices. (See Figure 207.)

PIN.
E. Replacement of Loose, Worn, or Damaged Pins in Accessory Drive Gearbox Cover (See
Figure 208)
(1) Remove loose, worn, or damaged pin from housing.
(2) Clean hole that pin was removed from, using solvent. Allow solvent to evaporate com-
pletely.
tion.
(4) Apply a thin coat of green epoxy-amine primer to sides of hole to receive new pin.
Press new pin into housing to a depth sufficient to allow pin to extend 0.240 to 0.260
inch above surface of housing while green epoxy-amine primer is still wet. Wipe off
excess green epoxy-amine primer.
(5) Allow green epoxy-amine primer to cure for 4 to 6 hours at room temperature or bake
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4. F. Replacement of Loose, Worn, or Damaged Studs and Inserts in Accessory Drive Gearbox
Cover (See Figure 208)
Replace loose, worn, or damaged studs and inserts in accordance with 70-00-00, Standard
Practices.
G. Replacement of Loose, Worn, or Damaged Sleeves in Housing Support Assembly (See

Figure 201)
(1) Press out old sleeve.
(2) Press in new sleeve to a depth of 0.000 to 0.010 inch below housing support assembly
surface.
(3) Remove minor nicks, scratches and burrs using abrasive cloth.
H. Replacement of Worn or Deteriorated Elastomeric Bushings in Housing Support and Mount

Assembly (See Figure 201)
(1) Press out old bushing.
(2) Press in new bushing until steel shim washer surface contacts support or mount as-
sembly surface.
I. Repair of Chip Detector Adapter, Oil Jet, and Oil Jet Plug
Remove minor nicks, scratches and burrs with abrasive cloth using care to preserve mating
surfaces.
J. Repair of Housing Support and Mount Assembly
Remove minor nicks, scratches and burrs using abrasive cloth.
K. Repair of Seal Retainer
Remove minor nicks and scratches with abrasive cloth and light engine oil using care to
prevent damaging mounting surface. Touch up anodizing or hand anodize in accordance with
MIL-A-8625.
L. Repair of Air-Oil Separator
Remove minor nicks and scratches using abrasive cloth and engine oil. Touch up anodizing
or anodize in accordance with MIL-A-8625.
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4. M. Repair of Leaking Air-Oil Seal
CAUTION: HANDLE AIR-OIL SEAL WITH CARE TO AVOID INADVERTENT

DISASSEMBLY.
(1) Disassemble air-oil seal. (See Figure 209.)
(a) Place air-oil seal on a clean flat surface with seal nose facing upward.
CAUTION: HANDLE SEAL NOSE WITH CARE TO PREVENT DAM-

AGE. AVOID CONTACTING SEALING SURFACE OF SEAL
NOSE.
(b) Grasp outside of air-oil seal. Depress and twist seal nose to unlock from behind
tabs in cup of air-oil seal.
(c) Lift and remove seal nose with O-ring from cup.
(d) Remove O-ring from seal nose and discard O-ring.
(e) Remove flat washer and two springs from cup.
(f) Clean parts in accordance with 72-00-00, Cleaning/Painting, Cleaning Method

No. 2.
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5. SEAL NOSE 20. SPRING (QUANTITY 2)

10. O-RING 25. CUP
15. FLAT WASHER
Air-Oil Seal
Figure 209
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4. M. (2) Assemble air-oil seal.
(a) Place cup of air-oil seal on a clean flat surface with opening facing upward.
(b) Install two springs in cup.
(c) Install flat washer with rounded edges facing out (away from springs) on top of
springs in cup.
(d) Lubricate new O-ring with a light coat of engine oil, and install in seal nose.
CAUTION: HANDLE SEAL NOSE WITH CARE TO PREVENT DAM-

AGE. AVOID CONTACTING SEALING SURFACE OF SEAL
NOSE.
(e) Align slots in outer diameter of seal nose with tabs in cup. Carefully insert seal
nose with O-ring into cup to ensure O-ring is not pinched during assembly.
(f) Depress seal nose to check for free movement. If seal nose remains in de-
pressed position, disassemble in accordance with Step (1) and repeat proce-
dure.
(g) Depress and twist seal nose to lock behind tabs in cup. Spring pressure should
be sufficient to hold seal nose against tabs.
N. Replacement of Seal Rotor
(1) Remove seal rotor (92 or 162, Figure 203) from an assembled accessory drive gearbox
using 831411-11 remover (component of 831411-1 removal and installation kit). (See
Figure 210.)
(a) Separate clamp halves. (See Figure 210.)
(b) Install one clamp half over seal rotor on applicable accessory drive gearbox
gearshaft. Clamp half inner lip should engage aft recess of seal rotor.
(c) Position threaded shaft and pilot assembly on accessory drive gearbox gear-
shaft. Pilot assembly should sit on end of gearshaft.
(d) Install second clamp half over seal rotor. Clamp half inner lip should engage aft
recess of seal rotor.
72-60-02
UP833486
Page 241
Apr 28/00


4. N. (1) (e) Make sure clamp half alignment pins fit together securely, then position lock ring
to midpoint over clamp halves.
(f) Slowly tighten threaded shaft until seal rotor is removed from gearshaft.
(g) Loosen threaded shaft.
(h) Remove lock ring from clamp halves, then remove one clamp half.
(i) Remove threaded shaft and pilot assembly.
(j) Carefully remove second clamp half and seal rotor from accessory drive gear-
box.
(2) Install seal rotor (92 or 162, Figure 203) in an assembled accessory drive gearbox
using 831411-13 installer (component of 831411-1 removal and installation kit). (See
Figure 210.)
(a) Remove driver (Figure 210) from finger clamp assembly, then remove cylinder.
(b) Make sure clamp spreader is loose and no pressure is applied to finger clamp
assembly.
(c) Position finger clamp assembly into accessory drive gearbox gearshaft until it
bottoms out and is engaged in recess in bottom of gearshaft spline.
(d) With finger clamp assembly installed, hold the nut and turn threaded shaft of
finger clamp spreader counterclockwise until snug.
(e) Position the seal rotor (92 or 162, Figure 203) on the end of the applicable ac-
cessory drive gearshaft.
NOTE: When installing the cylinder, setscrew in cylinder must be aligned

with slot in finger clamp assembly.
(f) Install cylinder with teflon seal side facing toward seal rotor.
(g) Screw (clockwise) the driver onto the finger clamp assembly until hand tight.
Continue tightening, using the 3/8 inch cutouts in the driver, until it can no longer
be tightened. This indicates the seal rotor has bottomed out against the inner
race of the bearing.
(h) Remove the driver from the cylinder, then remove the cylinder.
(i) Hold the nut and turn threaded shaft of finger clamp assembly clockwise until
finger clamp assembly can be removed from gearshaft. Remove finger clamp
assembly.
72-60-02
UP833486
Page 242
Apr 28/00


Seal Rotor Replacement Tooling

Figure 210
72-60-02
UP833486
Page 243
Apr 28/00


5. Storage Instructions

Hanover, NJ 07936
(Royco HF-825))
*Barrier material (MIL-PRF-121) Commercially available
*Desiccant (MIL-D-3464, Type I) Commercially available
*pH Neutral paper (MIL-P-17667) Commercially available
CAUTION: WHEN PERFORMING THE FOLLOWING STEP, ANY SUBSTITUTE

FOR ASSEMBLY FLUID MAY NOT BE COMPATIBLE WITH ENGINE
OIL AND IF USED, COULD CAUSE BLOCKAGE OF OIL PASSAGES,
OIL SCREENS, ETC, IN THE LUBRICATING SYSTEM RESULTING IN
ENGINE DAMAGE DUE TO LACK OF LUBRICATION.
A. Prepare Unit for Storage
(1) If accessory drive gearbox is to be stored for 10 days or more, do not service with oil,
but insure that customer connection splines are coated with assembly fluid.
(2) Cover all openings with plastic caps.
(3) Wipe external surfaces with clean, lint-free cloth.
(4) Wrap unit in pH Neutral paper.
NOTE: Cushion protruding gearshafts and corners to prevent puncture of

barrier material.
(5) Pack with desiccant and wrap in appropriate size barrier material.
B. Observe Storage Conditions
(1) Store unit in an area away from excessive heat, dust, moisture and corrosive fumes.
(2) Storage temperature should not exceed 38°C (100°F) and shall not exceed 52°C
(125°F).
(3) Humidity need not be controlled beyond the prevention of moisture collecting on the
unit.
72-60-02
UP833486
Page 244
Nov 26/03


TRANSFER GEARBOX ASSEMBLY

Bearing Puller Removes bearings from gearshaft. 289797-1
Bearing Driver Presses roller bearing onto gearshaft. 289804-1
Bearing Driver Presses roller bearing onto gearshaft. 289806-1
Bearing Driver Presses bearing onto gearshaft. 289807-1/-2
Shim Checking Gage Enables calculation of Dimension B. 289814-1
Gearshaft Holder Holds and prevents rotation of gearshaft while 289816-1/-2
nut is removed.
Torque Wrench Adapter Adapts torque wrench to gearshaft nut. 289817-1/-2
Shaft Locking Load Loads gearshaft (vertical) for backlash mea- 289819-1
Simulator surement.
Backlash Checking Load Loads gearshaft (horizontal) for backlash mea- 289820-1/-2
Simulator surement.
Bearing Puller Removes bearing from gearshaft. 289836-2
Load Simulator Bevel Loads gearshaft (vertical) for backlash mea- 831439-1
Gearshaft (Vertical) surement.

Hanover, NJ 07936
(Royco HF-825))
Torque wrench adapter (SNAP-ON FRES-14) Commercially available
UP833486
72-60-03 Page 201

Nov 26/03


Transfer Gearbox Assembly (Typical)

Figure 201
UP833486
72-60-03 Page 202

Apr 28/00


NOTE: Refer to 72-60-01 for Removal/Installation of transfer gearbox assembly on
engine.
1. A. Disassembly of Transfer Gearbox Assembly (See Figures 201 and 202)
(1) Remove N2 transducer in accordance with 77-10-05.
(2) Remove nuts (55, Figure 201) and washers (60) securing transfer gearbox cover (65,
75, or 85) then remove cover and packing (80). Discard packing.
(3) If required, remove plug (50, 70, or 90) from transfer gearbox cover (65, 75, 85). Re-
move packing (51, 71, or 91) from plug.
(4) [5BR-1C/-2C, Post SB TFE731-72-3575] [Pre SB TFE731-72-3604] If required, re-

move bolt (81) from plug (82). Remove plug (82) from transfer gearbox cover (75).
Remove packing (76) from plug (82).
KEY TO FIGURE 201
5. NUT ***71. PACKING

10. WASHER ***75. TRANSFER GEARBOX COVER
15. OIL JET CLEANOUT PLUG (AFT) ***76. PACKING
20. OIL JET CLEANOUT PLUG 80. PACKING
(FORWARD) ***81. BOLT
25. PACKING ***82. PLUG
30. OIL JET NOZZLE (AFT) #85. TRANSFER GEARBOX COVER
35. OIL JET NOZZLE (FORWARD) #90. PLUG
40. PACKING #91. PACKING
45. PACKING 95. NUT
**50. PLUG 100. NUT
**51. PACKING 105. WASHER
55. NUT *115. TUBE
60. WASHER 120. CARRIER (FORWARD BEARING)
**65. TRANSFER GEARBOX COVER 125. SHIM
***70. PLUG 130. PACKING
**[5BR-1C, 5R-2C, PRE SB TFE731-72-3575]
***[5BR-1C, 5R-2C, POST SB TFE731-72-3575] [PRE SB TFE731-72-3604]
#[POST SB TFE731-72-3604]
UP833486
72-60-03 Page 203

Nov 26/03


Transfer Gearbox Assembly

Figure 202
UP833486
72-60-03 Page 204

Nov 26/03


1. A. (5) Remove nut (5, Figure 201) and washer (10) securing aft oil jet nozzle (30) compo-
nents then remove aft oil jet cleanout plug (15), oil jet nozzle (30), and packings (25,
40, 45). Discard packings.
(6) Remove nut (5) and washer (10) securing forward oil jet nozzle (35) components then
remove oil jet cleanout plug (20), oil jet nozzle (35), and packings (25, 40, 45). Discard
packings.
(7) Remove nuts (95) and washers (105) securing forward bearing carrier (120). Move
forward bearing carrier (120) forward approximately 1/4 inch but do not remove. Push
horizontal bevel gearshaft (110, Figure 202) forward to clear bearing support (25).
(8) Remove screws (5) and washers (10) securing bearing retainer (15) and shims (20) on
shoulder of gearbox housing assembly (125 or 126). Remove retainer and shims.
Record number and thickness of shims (20) as shim pack Y for use at reassembly.
(9) Remove vertical bevel gearshaft (65) with assembled parts, bearing support (25) and
shims (20) installed beneath bearing support. Record number and thickness of shims
(20) as shim pack X for use at reassembly.
(10) Remove vertical bevel gearshaft (65) with assembled parts from bearing support (25)
with brass drift.
KEY TO FIGURE 202
5. SCREW 70. NUT

10. WASHER 75. KEY
15. BEARING RETAINER 80. BEARING
20. SHIM 85. PACKING
25. BEARING SUPPORT 90. SPACER (SPEED PICKUP)
30. NUT (UPPER SLOTTED) 95. SCREW
35. KEY 100. WASHER
40. NUT (LOWER SLOTTED) 105. BEARING (REAR)
45. KEY 110. BEVEL GEARSHAFT (HORIZONTAL)
50. BEARING (LOWER) 115. SCREW
55. BEARING (THRUST) *120. NAMEPLATE
60. BEARING (UPPER) #121. NAMEPLATE
62. PACKING **125. HOUSING ASSEMBLY
65. BEVEL GEARSHAFT (VERTICAL) ***126. HOUSING ASSEMBLY
*[PRE SB TFE731-72-3638 AND PRE SB TFE731-72-3650]

**[PRE SB TFE731-72-3638]
***[POST SB TFE731-72-3638]
#[POST SB TFE731-72-3638 OR POST SB TFE731-72-3650]
UP833486
72-60-03 Page 205

Nov 26/03


1. A. (11) Disassemble vertical bevel gearshaft assembly.
(a) Straighten tab of key (35, Figure 202) and remove upper slotted nut (30) using
torque wrench adapter. Remove and discard key (35) and packing (62).
(b) Remove thrust bearing (55) and upper bearing (60) using 289797-1 bearing
puller.
(c) Straighten tab of key (45) and remove lower slotted nut (40) using torque wrench
adapter. Remove and discard key.
(d) Remove lower cylindrical roller bearing (50) using 289901-1 bearing puller.
(12) Disassemble horizontal bevel gearshaft installation. (See Figures 201 and 202.)
NOTE: Do not remove tube (115, Figure 201) from bearing carrier (120).
(a) If installed, remove nuts (95) and washers (105) securing bearing carrier (120).
Remove bearing carrier and shims (125). Remove and discard packing (130).
(b) Straighten tab of key (75, Figure 202) and remove nut (70) securing horizontal
bevel gearshaft (110) using 289817-1 (for nut with 10 castellations) or 289817-2
(for nut with 14 castellations) torque wrench adapter and 289816-1 gearshaft
holder. Remove and discard key (75).
(c) Remove bearing (80) using 289836-2 puller. Remove and discard packing (85).
(d) Slide out horizontal bevel gearshaft (110) and remove screws (95) and washers
(100) securing rear bearing (105) outer race. Remove rear bearing outer race.
(e) Remove rear bearing (105) inner race and spacer (90) from horizontal bevel
gearshaft (110) using 289902-1 puller.
(13) [Pre SB TFE731-72-3638] If required to replace damaged nameplate (120), remove

screws (115) securing nameplate and remove nameplate.
(14) [Post SB TFE731-72-3638] If required to replace damaged nameplate (121), refer to

Repair.
UP833486
72-60-03 Page 206

Nov 26/03


1. A. (15) [5BR-1C/-2C, Post SB TFE731-72-3575] [Pre SB TFE731-72-3604] If required, dis-
assemble transfer gearbox cover vent valve as follows. (See Figure 202.1.)
(a) Remove screws securing baffle (10) and vent valve (15) to transfer gearbox
cover (40).
(b) Remove baffle (10) and vent valve (15) from transfer gearbox cover (40).
(c) Remove packing (20) from vent valve (15). Discard packing.
5. SCREW 30. INSERT

10. BAFFLE 35. INSERT
15. VENT VALVE 40. TRANSFER GEARBOX COVER
20. PACKING
[5BR-1C/-2C, Post SB TFE731-72-3575] [Pre SB TFE731-72-3604]

Transfer Gearbox Cover Assembly
Figure 202.1
UP833486
72-60-03 Page 207

Nov 26/03


1. A. (16) [Post SB TFE731-72-3604] If required, disassemble transfer gearbox cover vent valve
as follows. (See Figure 202.2.)
(a) Remove screws (5) securing vent valve (10) to transfer gearbox cover (35).
(b) Remove vent valve (10) from transfer gearbox cover (35)
(c) Remove packing (15) from vent valve (10). Discard packing.
5. SCREW 25. INSERT

10. VENT VALVE 30. INSERT
15. PACKING 35. TRANSFER GEARBOX COVER
[Post SB TFE731-72-3604]
Transfer Gearbox Cover Assembly
Figure 202.2
UP833486
72-60-03 Page 208

Nov 26/03


values.
1. B. Assembly of Transfer Gearbox Assembly
(1) Establish Dimension B value for use when mounting transfer gearbox on engine. (See
Figure 203.)
(a) Measure Dimension D on transfer gearbox housing and record.
(b) Record dimension stamped on 289814-1 shim checking gage as Dimension F.
(c) Install 289814-1 shim checking gage in transfer gearbox housing.
(d) Measure depth between face of gearbox housing and 289814-1 shim checking
gage and record as Dimension W.
(e) Add Dimensions F and W. Subtract Dimension D from total to obtain dimension
from centerline of 289814-1 shim checking gage to transfer gearbox mounting
flange and record as Dimension B.
(f) Tag transfer gearbox housing with Dimension B.
(2) Assemble horizontal bevel gearshaft installation. (See Figure 202.)
(a) Place 289816-1 gearshaft holder in arbor press and install horizontal bevel gear-
shaft (110) on holder with bevel gear facing down.
(b) Using 289807-1 driver, press rear bearing inner race (105) onto horizontal bevel
gearshaft with inner race part number down. Ensure race is bottomed against
shoulder of gearshaft.
(c) Install spacer (90) on horizontal bevel gearshaft (110). Heat spacer in oven at
177 ±3°C (350 ±5°F) for 5 minutes prior to installing.
UP833486
72-60-03 Page 209

Apr 28/00


Transfer Gearbox Dimension B Measurements

Figure 203
UP833486
72-60-03 Page 210

Apr 28/00


1. B. (2) (d) Install outer race of rear bearing in housing assembly (125 or 126) and secure
with washers (100) and screws (95). Tighten screws (95) to 40 inch-pounds
torque.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP SUBSTI-

TUTE FOR ASSEMBLY FLUID OR ALTERNATE AS-
SEMBLY FLUID MAY NOT BE COMPATIBLE WITH ENGINE
OIL AND IF USED, COULD CAUSE BLOCKAGE OF OIL
PASSAGES, OIL SCREENS, ETC IN THE LUBRICATING
SYSTEM RESULTING IN ENGINE DAMAGE DUE TO LACK
OF LUBRICATION.
(e) Install rollers on rear bearing inner race using assembly fluid or alternate assem-
bly fluid to hold rollers in place.
(f) Install new packing (85) in housing assembly (125 or 126).
(g) Lower housing assembly (125 or 126) with assembled parts over horizontal
bevel gearshaft (110), rear bearing inner race and rollers. Ensure rollers are not
dislodged.
(h) With horizontal bevel gearshaft on 289816-2 holder, press bearing (80) onto
gearshaft using 289807-1 bearing driver. Ensure bearing (80) is seated against
spacer (90) and puller groove faces away from spacer.
(i) Lubricate threads of nut (70) and horizontal bevel gearshaft (110) with anti-seize
lubricant.
(j) Install key (75) in horizontal gearshaft keyway and install nut (70). Tighten nut
(70) to 800 inch-pounds torque using 289817-1 (for nut with 10 castellations) or
289817-2 (for nut with 14 castellations) and 289816-1 gearshaft holder. Loosen
nut (70) and retighten to 400 to 800 inch-pounds torque to properly align key
(75) and nut (70).
(k) Bend tab of key (75) to lock nut (70).
(l) Check horizontal gearshaft for freedom of rotation and housing assembly for
foreign material.
Check Point 210: A. Verify locking key installed and bent to

retain nut (70).
B. Assure horizontal bevel gearshaft (110)

rotates freely.
UP833486
72-60-03 Page 211

Aug 23/02


1. B. (3) Assemble vertical bevel gearshaft assembly. (See Figure 202.)
(a) Install lower bearing (50) with outer race retaining lip facing away from vertical
bevel gearshaft (65) teeth.
(b) Press lower bearing (50) onto vertical bevel gearshaft (65) using 289804-1 driver
and an arbor press. Ensure bearing bottoms against gearshaft shoulder.
(c) Install key (45) and lower slotted nut (40) on vertical bevel gearshaft. Tighten nut
(40) to 75 inch-pounds torque while holding gearshaft with torque wrench
adapter. Loosen nut (40) and retighten to specified torque.
(d) Bend tab of key (45) to lock nut (40). If key does not align to properly lock nut,
retighten to 75 ±15 inch-pounds torque to provide proper key alignment.
(e) Press upper bearing (60) onto vertical bevel gearshaft using 289806-1 driver and
an arbor press. Ensure inner race seats firmly against gearshaft shoulder.
(f) Using 289806-1 driver and arbor press, press thrust bearing (55) into vertical
bevel gearshaft (65), seating it firmly against upper bearing. Make sure thrust
bearing inner race side marked with “Thrust” faces down, towards upper bearing
(60), and the notch on outer race is facing end of gearshaft.
(g) Install key (35) and upper slotted nut (30) on vertical bevel gearshaft. Tighten
nut (30) to 300 inch-pounds torque while holding gearshaft with torque wrench
adapter. Loosen nut and retighten to specified torque.
(h) Bend tab of key (35) to lock nut (30). If key does not align to properly lock nut,
retighten nut as close as possible to 300 inch-pounds torque to provide proper
key alignment.
Check Point 215: A. Verify locking keys installed and bent to

retain upper and lower slotted nuts (30,
40).
B. Verify vertical bevel gearshaft rotates free-

ly.
UP833486
72-60-03 Page 212

May 11/07


NOTE: If new bearing support (Figure 202) is to be installed, perform Steps
(4) through (8) to determine new required thickness for shim packs Y
and X recorded at disassembly. If same bearing support is to be
reinstalled, begin assembly with Step (6).
1. B. (4) Using bearing support (25) and bearing retainer (15) removed from transfer gearbox,
make the following measurements and calculations. (See Figure 204.)
(a) Measure depth of center bearing support shoulder from top of bearing support
flange. Record as Dimension A.
(b) Measure thickness of bearing support flange and record as Dimension B.
(c) Measure height of step on under side of upper bearing retainer. Record as
Dimension D.
(d) Calculate and record Dimension C using shim pack X thickness recorded at
disassembly and Dimension A and B recorded in Steps (a) and (b).
Dimension C = A − (B + X)
(5) Repeat Step (4) using replacement bearing support (25) to be installed. If new Dimen-
sion C is not the same as Dimension C obtained using bearing support removed from
unit, adjust thickness of shim pack X as required to obtain difference dimension of
0.001 inch.
Check Point 220: Verify calculations at shim pack X.
(6) Install vertical bevel gearshaft and assembled parts (Figure 204) in bearing support to
be installed on transfer gearbox assembly.
CAUTION: ENSURE THAT CENTER BEARING ON VERTICAL BEVEL

GEARSHAFT IS IN CONTACT WITH BEARING SUPPORT
SHOULDER BEFORE PROCEEDING.
NOTE: If the bearing support removed at disassembly is to be reinstalled,

ensure bore for lower bearing is dimensionally inspected prior to reas-
sembly in accordance with Inspection/Check.
(7) If a replacement bearing support is to be installed, install shim pack X, determined in

Step (5), and bearing support, with assembled parts, in transfer gearbox housing.
(8) If the bearing support removed at disassembly is to be re-installed, install shim pack X,
noted at disassembly, and bearing support, with assembled parts in transfer gearbox
housing, then assemble shim pack Y using the required thickness dimension recorded
at disassembly.
UP833486
72-60-03 Page 213

Apr 28/00


20. BEARING RETAINER 40. BEARING SUPPORT

25. SHIM
Transfer Gearbox Shimming Measurements

Figure 204
UP833486
72-60-03 Page 214

Aug 23/02


1. B. (9) If a replacement bearing support is installed, calculate required thickness dimension for
shim pack Y. (See Figure 205.)
(a) Measure depth to outer race on upper bearing of vertical bevel gearshaft. Re-
cord depth as Dimension E.
(b) Compare Dimension C recorded in Step (4) of bearing support removed at disas-
sembly with Dimension C recorded in Step (5) of replacement bearing support.
1 If Dimension C is greater on replacement part, reduce shim pack Y thick-

ness by amount of difference dimension. Record thickness of shim pack Y
to be used.
2 If Dimension C is less on replacement part, increase shim pack Y thickness

by amount of difference dimension. Record thickness of shim pack Y to be
used.
(c) Check for correct shim thickness for replacement part using Dimension D re-
corded in Step 1.B(4)(c), Dimension E recorded in Step 1.B.(9)(a), and Dimen-
sion Y determined in Step (b)1 or (b)2 using the following formula:
E - D + Y = 0.002 ±0.002 inch
(d) If calculation of Step (c) is within tolerance, a loose fit of 0.000 to 0.004 inch is
assured between Dimensions D and E.
Check Point 225: A. Verify recorded Dimension E.
B. Verify calculation of shim pack Y.
(e) Install shim pack Y thickness determined in Step (8) or (9).

UP833486
72-60-03 Page 215

Nov 26/03


Transfer Gearbox Shimming Measurements

Figure 205
UP833486
72-60-03 Page 216

Apr 28/00


1. B. (10) Install bearing retainer (15, Figure 202) over vertical bevel gearshaft (65) and secure to
shoulder of transfer gearbox housing with screws (5) and washers (10). Tighten
screws (5) to 40 inch-pounds torque.
(11) Push horizontal bevel gearshaft (110) into place to engage vertical bevel gearshaft
(65). Push forward bearing carrier (120, Figure 201) against transfer gearbox housing
and secure with washers (105) and nuts (95, 100). Tighten nuts (95, 100) to 30 inch-
pounds torque.
(12) Check transfer gearbox for required backlash.
(a) Check backlash with vertical bevel gearshaft out-of-mesh. (See Figure 206.)
1 Position 289819-1 load simulator over splined end of vertical bevel gear-
shaft (10). Tighten four integral set screws of load simulator. Tighten load
simulator jam nut to load vertical bevel gearshaft.
NOTE: Ensure both the vertical and horizontal gearshafts are

properly installed and secured prior to performing backlash
check.
2 Position 289820-1/-2 load simulator through bore of horizontal bevel gear-

shaft (20) and secure with integral nut. Tighten load simulator jam nut to
load horizontal bevel gearshaft.
3 Using dial indicator, measure backlash at center of tooth on horizontal bevel

gearshaft. Make two measurements approximately 180 degrees apart.
NOTE: If carrier (50) is removed in the following step, packing (30)

must be discarded and replaced with new packing.
4 Rotate 289820-1/-2 load simulator to obtain backlash of 0.004 to 0.007

inch. If required remove carrier (50) to adjust shims (40) to obtain proper
backlash, and recheck.
UP833486
72-60-03 Page 217

Nov 26/03


10. BEVEL GEARSHAFT (VERTICAL) 30. PACKING

20. BEVEL GEARSHAFT 40. SHIM
(HORIZONTAL) 50. CARRIER (FORWARD BEARING)
Transfer Gearbox Backlash Measurement

Figure 206
UP833486
72-60-03 Page 218

Aug 23/02


1. B. (12) (b) Check backlash with vertical bevel gearshaft in-to-mesh. (See Figure 206.)
1 If installed, remove 289819-1 load simulator and install 831439-1 load

simulator. Tighten load simulator jam nut to end of thread travel to load
vertical bevel gearshaft in-to-mesh.
NOTE: If carrier (50) is removed in the following step, packing (30)

must be discarded and replaced with new packing.
2 Rotate 289820-1/-2 load simulator to obtain backlash of 0.001 inch mini-

mum. If backlash is less than 0.001 inch, remove carrier (50) to adjust
shims (40) to obtain proper backlash, and recheck.
3 Remove 831439-1 load simulator and repeat Step (a). Backlash measured
in Step (a) may increase to 0.009 inch maximum to obtain the 0.001 inch
minimum with vertical bevel gearshaft in-to-mesh.
Check Point 230: A. Verify 0.004 to 0.007 inch backlash.

May be 0.009 inch maximum. Refer
to Step (12)(b)3.
B. Record backlash.
(13) Install new packings (25, 40, 45, Figure 201) on aft oil jet nozzle (30) and aft oil jet
cleanout plug (15). Install aft oil jet nozzle (30) and aft oil jet cleanout plug (15), then
secure with washer (10) and nut (5). Tighten nut (5) to 30 inch-pounds torque.
(14) If removed at disassembly, install new packings (25, 40, 45) on forward oil jet nozzle
(35) and forward oil jet cleanout plug (20). Install forward oil jet nozzle (35) and forward
oil cleanout plug (20), then secure with washer (10) and nut (5). Tighten nut (5) to 30
inch-pounds torque.
Check Point 235: Verify oil jets and packing are installed.
NOTE: If transfer gearbox assembly is to be stored or shipped, refer to Storage

Instructions.
(15) Install transfer gearbox assembly on engine in accordance with 72-60-01.
(16) [5BR-1C/-2C, Post SB TFE731-72-3575] [Pre SB TFE731-72-3604] If removed,

assemble transfer gearbox cover vent valve as follows. (See Figure 202.1.)
(a) Install packing (20) on vent valve (15).
(b) Install vent valve (face valve toward transfer gearbox) (15), with packing (20) into
transfer gearbox cover (40).
NOTE: The ends of baffle with a cut-back area must face toward transfer
gearbox cover.
(c) Install baffle (10) into transfer gearbox cover (40).
(d) Secure baffle (10) and vent valve (15) with packing (20) to transfer gearbox
cover (40) with screws (5). Tighten screws (5) to 50 inch-pounds torque.
UP833486
72-60-03 Page 219

Apr 22/05


1. B. (17) [Post SB TFE731-72-3604] If removed, assemble transfer gearbox cover vent valve
as follows. (See Figure 202.2.)
(a) Install packing (15) on vent valve (10).
(b) Install vent valve (face valve toward transfer gearbox) (10), and packing (15) into
transfer gearbox cover (35).
(c) Secure vent valve (10) with packing (15) to transfer gearbox cover (35) with
screws (5). Tighten screws (5) to 50 inch-pounds torque.
(18) Install assembled transfer gearbox cover (65, 75, or 85, Figure 201) on transfer gear-
box assembly with new packing (80) and secure with washers (60) and nuts (55).
(19) If removed, install packing (51, 71 or 91) on plug (50, 70, or 90), as applicable.
NOTE: Plug, Part No. 3000064-11/-18, is self-locking and will not require lock-
wire. When installing the plug, the initial run-down torque is to be added
to the final torque.
(20) [Post SB TFE731-72-3604] Install plug (50, 70, or 90) on transfer gearbox cover (65,
75, or 85), as applicable. Tighten plug (50, 70, or 90) to 85 to 90 inch-pounds torque,
plus run-down torque.
(21) [5BR-1C/-2C, Post SB TFE731-72-3575] [Pre SB TFE731-72-3604] If required, install

packing (76) on plug (82). Install plug (82) in transfer gearbox cover (75). Secure plug
(82) with bolt (81). Tighten bolt (81) to 50 inch-pounds torque.
(22) Install N2 transducer in accordance with 77-10-05.
(23) [Pre SB TFE731-72-3638] If removed, install nameplate (120, Figure 202) and secure
with screws (115). Tighten screws (115) to 10 inch-pounds torque.
(24) [Post SB TFE731-72-3638] If removed, install nameplate (121). Refer to Repair.
Check Point 240: A. Verify nameplate information is correct.
B. Verify transfer gearbox assembly is completed.

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Apr 22/05


2. Inspection/Check
A. Inspection of Transfer Gearbox Assembly Components
(1) Visually inspect parts for cracks. Cracks are not permitted.
(2) Visually inspect threaded parts for stripped, galled, or crossed threads. Damaged
threads are not acceptable.
(3) Visually inspect parts for evidence of discoloration caused by overheating. Replace
part if discoloration is evident.
(4) Inspect all bearings in accordance with 70-00-00, Standard Practices.
(5) Inspect bearing carrier tube for security. Tube shall be secure in bearing carrier.
(6) Inspect speed pick-up spacer.
(a) Visually inspect spacer for cracks. If cracks are indicated or suspected, perform
magnetic particle inspection in accordance with 70-00-00, Standard Practices.
Cracks are not acceptable.
NOTE: Minor surface scratches, nicks, or marks are acceptable.
(b) Inspect spacer teeth for evidence of excessive damage due to contact with N2
transducer.
(c) Inspect spacer for broken or chipped teeth.
(7) Inspect bearing retainer.
(a) Visually inspect for cracks. If cracks are indicated or suspected, perform mag-
netic particle inspection in accordance with 70-00-00, Standard Practices.
(b) Visually inspect for surface damage. Minor surface damage may be removed
using crocus cloth, if removal will not cause leakage or compromise sealing
functions.
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2. A. (8) Inspect bearing support (25, Figure 202).
(a) Visually inspect for cracks. If cracks are indicated or suspected, perform fluores-
cent penetrant inspection in accordance with 70-00-00, Standard Practices.
(b) When disassembly allows, dimensionally check bearing support lower bearing
bore diameter. (See Figure 203.) Lower bearing bore diameter shall not exceed
1.261 inches.
(9) Visually inspect oil jet nozzles (30, 35) for cracks, distortion and evidence of rubbing.
Cracks, distortion or rubbing is unacceptable.
(10) Inspect horizontal and vertical bevel gearshafts.
(a) Check gear teeth for wear, scoring and pitting.
1 As least 75 percent of tooth surface shall be visible, and main wear pattern
shall not run off ends of gear teeth.
2 Scoring shall not exceed a depth of 0.003 inch.
3 Any single pit shall not exceed a depth of 0.010 inch. Pitting within any
0.25 inch diameter circle shall not exceed a total of three pits.
4 Visually inspect gearshafts for cracks. If cracks are evident or suspected,

perform magnetic particle inspection in accordance with 70-00-00, Standard
(b) Check splines for wear.
1 Horizontal bevel gearshaft internal spline wear step shall not exceed 0.008
inch.
2 Vertical bevel gearshaft spline wear step shall not exceed 0.006 inch.
(11) Inspect transfer gearbox housing assembly (125 or 126) and cover (65, 75, or 85,
Figure 201).
(a) Visually inspect for cracks. If cracks are indicated or suspected, perform fluores-
(b) Inspect for corrosion. Refer to Approved Repairs for repair of corrosion damage.
(c) Inspect for damaged paint. Refer to Cleaning/Painting for touch-up of damaged
paint where no corrosion is evident.
(d) Check transfer gearbox housing for loose, worn or damaged pin, studs and
inserts. Refer to Approved Repairs for replacing loose, worn or damaged pins,
studs and inserts.
(12) Replace parts that do not meet inspection requirement and are beyond scope of
Approved Repairs.
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Nov 26/03


NOTE: If performing a Major Periodic Inspection (MPI), accomplish the following
inspection.
2. B. Major Periodic Inspection (MPI) of Transfer Gearbox
mended values.
(1) Inspect transfer gearbox.
(a) Remove nuts (55, Figure 201) and washers (60) securing aft cover (65, 75, or
85) and packing (80) on transfer gearbox.
(b) Check bevel gearshaft teeth (110, Figure 202). There shall be no abnormal wear
pattern, excessive wear, or chipped or broken teeth. Replace transfer gearbox if
(c) Reinstall aft cover (65, 75, or 85, Figure 201) with new packing (80) and secure
with washers (60) and nuts (55). Tighten nuts (55) to 30 inch-pounds torque.

Paint (Base 535K022 and Catalyst 930K105) PPG Aerospace, PRC-DeSoto International, Inc,
P.O. Box 1800, 5454 San Fernando Rd,
Glendale, CA 91209
Glendale, CA 91209
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CAUTION: METHANOL (METHYL OR WOOD ALCOHOL) SHALL NOT BE USED
AS A CLEANING AGENT WHEN CLEANING MAGNESIUM HOUSING
ASSEMBLY OF TRANSFER GEARBOX. PROLONGED CONTACT OF
METHANOL WITH UNPROTECTED MAGNESIUM COMPONENT
WILL DESTROY COMPONENT. USE OF METHANOL WITH MAGNE-
SIUM COMPONENTS IS AUTHORIZED ONLY AS SPECIFICALLY
3. A. Cleaning of Parts
(1) Clean parts as specified in Table 204 in accordance with cleaning methods specified in
(2) Clean bearings in accordance with 72-00-00, Cleaning/Painting.

No. No. Nomenclature 1 2 7 8 9 12
201 15 Oil Jet Cleanout Plug X X

20 Oil Jet Cleanout Plug X X
30 Oil Jet Nozzle X
35 Oil Jet Nozzle X
65, 75, 85 Transfer Gearbox Cover X X X
120 Forward Bearing Carrier X X X
125 Shim X X X
202 15 Upper Bearing Retainer X X

20 Shim X X
25 Bearing Support X X X
65 Bevel Gearshaft (Vertical) X X X
90 Speed Pickup Spacer X X X
110 Bevel Gearshaft (Horizontal) X X X
120 Nameplate X X
125, 126 Housing Assembly X X X X X
UP833486
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3. B. Touch-Up of Non-Corroded Damaged Painted Surfaces of Transfer Gearbox Housing
(1) Treat any exposed base metal (magnesium) in accordance with 72-00-00, Cleaning/
(2) Touch up bare metal on surfaces with wipe coat of primer.
(a) Prepare primer by mixing equal parts by volume of base and activator. Allow
(b) Apply primer, then wipe surface while wet to prevent buildup.

ness for unmasking and remasking operations.
for a minimum of 30 minutes, then heat cure with portable hot air gun for 1 hour
at temperature of 93 ±14°C (200 ±25°F).
(3) Touch up bare metal on surfaces with full coat of primer.
(b) Apply one coat of primer by brushing or spraying.

(4) Touch up damaged paint.
(a) Remove damaged paint and blend edges of damaged areas with abrasive paper.
(b) Treat any exposed base metal (magnesium) in accordance with 72-00-00,
Cleaning/Painting, Cleaning Method No. 7.
(c) Apply primer as specified in Step (3) to a thickness of 0.001 inch.
(d) Prepare paint by mixing equal parts by volume of base and activator. Allow
mixed paint to stand for 45 minutes before application.
UP833486
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Aug 23/02


3. B. (4) (e) Apply one coat of paint 0.002 to 0.003 inch thick by either brushing or spraying.
NOTE: Paint requires air-drying or heat curing times specified in the

(f) Air-dry paint at room temperature for 72 hours, or air-dry at room temperature for
a minimum of 30 minutes, then heat cure with portable hot air gun for 1 hour at
temperature of 93 ±14°C (200 ±25°F).
4. Approved Repairs

Clear epoxy-amine paint (Base DC-733-Clear Griggs Paint Inc, 3635 S 16th St, Phoenix, AZ
and Activator C-1178) 85040-1305
Dry-ice Commercially available
Isopropyl alcohol (Federal Specification Commercially available
TT-I-735)
A-A-59105)
Paint (Base 535K022 and Catalyst 930K105) PPG Aerospace, PRC-DeSoto International, Inc,
P.O. Box 1800, 5454 San Fernando Rd,
Glendale, CA 91209
Glendale, CA 91209
Sand paper (210 grit) Commercially available
UP833486
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Nov 30/05



WARNING: METHANOL IS TOXIC AND FLAMMABLE. USE IN WELL-

VENTILATED AREA. AVOID BREATHING FUMES OR LONG CON-
TACT WITH SKIN TO PREVENT DAMAGE TO PHYSICAL HEALTH.
KEEP AWAY FROM FLAME TO AVOID FIRE HAZARD.
CAUTION: PROLONGED CONTACT OF METHANOL WITH UNPROTECTED

MAGNESIUM COMPONENT WILL DESTROY COMPONENT. USE OF
METHANOL WITH MAGNESIUM COMPONENTS IS AUTHORIZED
ONLY AS SPECIFICALLY INSTRUCTED FOR REPAIR OF COR-
RODED SURFACES.
NOTE: Do not dilute methanol with water or use water (including distilled water) to
wash any exposed base metal. Water will cause spreading of corrosion.
4. A. Repair of Corrosion Damaged Areas on Gearbox Housing
(1) Mechanically remove all corrosion by gently wire brushing or sanding. Clean exposed
base metal and surrounding area by flushing or swabbing with methanol to remove all
traces of dirt, oil, and foreign elements, and to drive out any residual moisture.
(2) Dry all areas to be treated with portable hot air gun for 5 minutes. Do not allow temper-
ature of surface being repaired to exceed 177°C (350°F) to prevent scorching any
surrounding painted surfaces.
(3) Obtain 1 gallon of touch-up solution (Dow 1). If desired, touch-up solution may be
(a) Mix 1.5 pounds of sodium dichromate and 1.5 pints of nitric acid with enough
demineralized water to make 1 gallon of solution.
(b) Stir solution vigorously for 15 minutes, then allow solution to stand for 1 to 2
minutes before use.
CAUTION: TOUCH-UP SOLUTION (DOW 1) SHALL NOT BE ALLOWED TO

CONTACT ANODIZED SURFACES. A RAPID DETERIORATION
OF THE COATING WILL OCCUR.
(4) Apply touch-up solution (Dow 1) to exposed base metal using an acid resistant brush.
(5) Rinse areas with methanol and blot dry. Thoroughly dry areas with portable hot air gun
for 5 minutes, holding temperature of surface being repaired to a maximum of 177°C
(350°F).
UP833486
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Nov 30/06


4. A. (6) Obtain 1 gallon of touch-up solution (Dow 19). If desired, touch-up solution may be
(a) Mix 1.3 ounces of chromic acid flake and 1 ounce of calcium sulfate with enough
(b) Stir solution vigorously for 15 minutes before use.
(7) Swab treated area with touch-up solution (Dow 19). Wipe off excess solution 5 minutes
after application.
(8) Apply clear epoxy-amine paint to treated areas.
(a) Prepare clear epoxy-amine paint by mixing equal parts by volume of base and
activator. Allow mixed clear epoxy-amine paint to stand for 45 minutes before
application.
(b) Apply a coat of clear epoxy-amine 0.0005 to 0.0008 inch thick by brushing or
spraying.
(c) Allow clear epoxy-amine paint to cure for 72 hours at room temperature or let air
dry for a minimum of 30 minutes then bake for 1 hour at 80 to 107°C (175 to
225°F).
(9) When repair area is on surface with a wipe-coat of primer (green epoxy-amine) only,
reapply primer (green epoxy-amine).
(b) Apply one coat of primer, then wipe surface while wet to prevent buildup.
(c) Heat-cure primer for a minimum of 30 minutes with portable hot air gun at tem-
perature of 135 to 149°C (275 to 300°F).
(10) When repair area is on surface with paint (Base 535K022 and Catalyst 930K105),
reapply paint.
(a) Prepare primer (green epoxy-amine) as specified in Step (9)(a).
(b) Apply one coat of primer 0.001 inch thick by brushing or spraying.
(c) Heat-cure primer for a minimum of 30 minutes with portable hot air gun at tem-
perature of 135 to 149°C (275 to 300°F).
(d) Prepare paint by mixing equal parts by volume of base (535K022) and catalyst
(930K105). Allow mixed paint to stand for 45 minutes before application.
UP833486
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Aug 23/02


4. A. (10) (e) Apply one coat of paint 0.002 to 0.003 inches thick by either brushing or spray-
ing.
NOTE: Paint (Base 535K022 and Catalyst 930K105) requires air-drying

or heat curing times specified in the following step to develop
maximum solvent resistance and hardness for unmasking and
remasking operations.
(f) Air-dry paint at room temperature for 72 hours, or air-dry at room temperature for
a minimum of 30 minutes, then heat cure with portable hot air gun for 1 hour at
temperature of 93 ±14°C (200 ±25°F).

PIN.
B. Replacement of Loose, Worn, or Damaged Pin in Transfer Gearbox Housing Assembly
(1) Remove loose, worn or damaged pin from housing. (See Figure 207.)
(2) Clean hole that pin was removed from, using solvent. Allow solvent to evaporate com-
pletely.
tion.
(4) Apply a thin coat of primer (green epoxy-amine) to sides of hole to receive new pin.
Press new pin into housing until pin bottoms while primer is still wet. Wipe off excess
primer.
(5) Allow primer (green epoxy-amine) to cure for 4 to 6 hours at room temperature or bake
C. Replacement of Loose, Worn, or Damaged Studs and Inserts in Transfer Gearbox Housing
Assembly
Replace loose, worn, or damaged studs and inserts (Figure 207) in accordance with
UP833486
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Aug 23/02


5. [PRE SB TFE731-72-3638] INSERT 20. INSERT

10. STUD 25. PIN
15. STUD 40. HOUSING
Transfer Gearbox Housing Assembly (Typical)

Figure 207
UP833486
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Nov 26/03


4. D. Replacement of Damaged Nameplate (See Figure 207.1)
(1) [Pre SB TFE731-72-3638 and Pre SB TFE731-72-3650] Replace damaged name-

plate.
(a) Remove two screws that support the nameplate.
(b) Remove the damaged nameplate.
(c) Replace nameplate and secure with two new screws. Tighten screws to 10
inch-pounds torque.
NOTE: Application of the nameplate should be accomplished at temperatures

greater than 18°C (65°F). The nameplate is prepasted with 3MTM
468MP laminating permanent adhesive and incorporates a protective
liner. The bond strength of the adhesive to the transfer gearbox hous-
ing assembly can be improved by firm application pressure and mod-
erate heat causing the adhesive to develop intimate contact with the
bonding surface.
(2) [Post SB TFE731-72-3638 or Post SB TFE731-72-3650] Replace damaged name-

plate.
(a) Remove damaged nameplate.
WARNING: UTILIZE PROTECTIVE HAND GEAR TO PREVENT

FLESH BURNS WHEN HANDLING DRY ICE.
1 Use protective hand gear to apply a piece of dry ice directly on the name-
plate for approximately 2 minutes. The dry ice method decreases the adhe-
sive bond strength below the glass transition temperature.
2 Use a sharp-edged screw driver or similar instrument at the edge of the

nameplate and slowly pry off the nameplate by progressively moving the
instrument’s sharp edge under the nameplate. Do not scrape paint off the
surface of the transfer gearbox housing assembly.
WARNING: METHYL-ETHYL-KETONE (MEK) IS TOXIC AND

FLAMMABLE. USE IN WELL-VENTILATED AREA.
AVOID BREATHING FUMES OR CONTACT WITH
SKIN TO PREVENT DAMAGE TO PHYSICAL
HEALTH. WEAR PROTECTIVE CLOTHING. KEEP
CONTAINERS CLOSED WHEN NOT IN USE, KEEP
AWAY FROM SOURCES OF HEAT, FLAME, OR
SPARKS TO AVOID FIRE HAZARD.
3 Apply methyl-ethyl-ketone (MEK) (or equivalent) on transfer gearbox hous-

ing assembly to remove residual 3MTM 468MP adhesive.
UP833486
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Apr 22/05


Replacement of Transfer Gearbox Housing Nameplate

Figure 207.1
UP833486
72-60-03 Page 232

Apr 28/00


4. D. (2) (b) Apply new nameplate.
1 Apply solvent to a clean cloth and wipe surface of nameplate area on trans-
fer gearbox housing assembly.
2 Place new nameplate, label face down, on clean flat surface of the transfer
gearbox housing assembly and remove the protective liner by peeling it
back.
3 Position the nameplate by sliding or walking it into place. Apply finger pres-
sure to remove air pockets.
UP833486
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Apr 28/00


5. Storage Instructions

Hanover, NJ 07936
(Royco HF-825))
*Barrier material (MIL-PRF-121) Commercially available
*Desiccant (MIL-D-3464, Type I) Commercially available
*pH Neutral paper (MIL-P-17667) Commercially available
A. Preparation of Transfer Gearbox Assembly for Storage
(1) Check nuts (55, Figure 201) on cover are tightened to 10 inch-pounds torque.
(2) Cover all openings with plastic caps.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP ANY SUBSTI-

TUTE FOR ASSEMBLY FLUID OR ALTERNATE ASSEMBLY
FLUID MAY NOT BE COMPATIBLE WITH ENGINE OIL AND IF
USED, COULD CAUSE BLOCKAGE OF OIL PASSAGES, OIL
SCREENS, ETC, IN THE LUBRICATING SYSTEM RESULTING IN
ENGINE DAMAGE DUE TO LACK OF LUBRICATION.
(3) Coat connection splines with assembly fluid or alternate assembly fluid.
(4) Wipe external surfaces with clean, lint-free cloth.
(5) Wrap unit in pH neutral paper.
(6) Cushion protruding gearshaft, studs, and corners to prevent puncture of barrier
material.
(7) Pack with desiccant and wrap in appropriate size barrier material.
B. Storage Conditions
(1) Store unit in an area away from excessive heat, dust, moisture, and corrosive fumes.
(2) Storage temperature should not exceed 38°C (100°F) and shall not exceed 52°C
(125°F).
(3) Humidity need not be controlled beyond the prevention of moisture collecting on the
unit.
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Nov 26/03


CHAPTER 72 − BY-PASS SECTION
TABLE OF CONTENTS
CHAPTER/
SECTION/
ENGINE 72-00-00
BY-PASS SECTION 72-70-00

General 1
FAN SPINNER INSTALLATION 72-70-01
Inspection of Fan Spinner 205
Additional Inspection Requirements When Performing
Repair of Fan Spinner 209
FAN ROTOR ASSEMBLY INSTALLATION 72-70-03
Removal of Fan Rotor Assembly 202
Removal of Fan Blades (Fan Assembly Removed From Engine) 206
Removal of Fan Blades (Fan Assembly Installed on Engine) 207
Installation of Fan Blades (Fan Disc Removed From Engine) 208
Installation of Fan Blades (Fan Disc Installed on Engine) 208
Installation of Fan Rotor Assembly 208B
Inspection of Fan Rotor Assembly 212
Inspection of Fan Shaft Nut 216E
Fluorescent Penetrant Inspection of Fan Rotor Assembly (MPI) 216F
UP833486
72-CONTENTS BY-PASS SECTION

Page 1
Nov 30/06

CHAPTER/
SECTION/
ENGINE 72-00-00
BY-PASS SECTION (CONT)
FAN ROTOR ASSEMBLY INSTALLATION (CONT) 72-70-03

Inspection/Check (Cont)
Fluorescent Penetrant and Eddy Current Inspection
of Fan Disc (CZI) 218
Additional Inspection Requirements When Performing
Repair of Fan Blades (Installed or Uninstalled) by Blending 225
Replacement of Individual Fan Blades if Damaged Beyond
Repair of Paragraph 4.A. 231
Replacement of Damaged Nuts on Fan Rotor Assembly 234
Repair of Fan Disc Nut Surface 235
Repair of Bent Fan Disc Wings 235
FAN BY-PASS STATOR INSTALLATION 72-70-04
Repair of Fan By-Pass Stator 208
FAN DUCT SET INSTALLATION 72-70-05
Removal of Fan Duct Set 201
Removal of Fan Duct Set Upper Half Only 204
Installation of Fan Duct Set 204
Installation of Upper Half Only of Fan Duct Set 206
UP833486

Page 2
Nov 30/05

CHAPTER/
SECTION/
ENGINE 72-00-00
BY-PASS SECTION (CONT)
FAN DUCT SET INSTALLATION (CONT) 72-70-05

Cleaning of Parts 208
Touch up of Damaged Painted Surfaces 208
Repair of Damaged Fan Duct Skin 209
Repair of Fretting Damage on Internal Surface of Fan Duct Set
from Airframe HP Bleed Fairing Contact 209
FAN SUPPORT ASSEMBLY INSTALLATION 72-70-06
BY-PASS FAN SUPPORT AND SHAFT SECTION 72-71-00

General 1
FAN SEAL ASSEMBLY AND ROLLER BEARING 72-71-01
Repair of Seal and Seal Housing Flange 227
Repair of Carbon Seal 227
UP833486

Page 3
June 9/06

CHAPTER/
SECTION/
ENGINE 72-00-00
BY-PASS FAN SUPPORT AND SHAFT SECTION (CONT)
FAN SUPPORT AND FAN THRUST BEARING 72-71-02

FAN SHAFT ASSEMBLY AND RING GEAR 72-71-03
[Pre SB TFE731-72-3637] Replacement of Plug 211
Touch Up of Damaged Primer on Fan Shaft 213
[Pre SB TFE731-72-3637] Touch Up of Damaged Paint on Plug 214
Removal of Corrosion from Fan Shaft 215
Repair of Chipped Coating on Ring Gear 215
BY-PASS REDUCTION GEAR SECTION 72-72-00

General 1
LUBRICATING NOZZLE 72-72-01
UP833486

Page 4
Apr 22/05

CHAPTER/
SECTION/
ENGINE 72-00-00
BY-PASS REDUCTION GEAR SECTION (CONT)
PINION (SUN) GEAR BEARING HOUSING, BEARING,

AND LOCKING NUT, PLANET GEAR ASSEMBLY, AND
QUILL SHAFT ASSEMBLY INSTALLATIONS 72-72-02
Removal of Pinion Gear Bearing Housing
Assembly Installation 203
Removal of Quill Shaft Assembly Installation 203
Removal of Planet Carrier (Gear) Assembly Installation 206
Removal of Scavenge Inlet Baffle Assembly 206
Disassembly of Planet Gear Assembly 206
Assembly of Planet Gear Assembly 210
Installation of Scavenge Inlet Baffle Assembly 212
Installation of Planet Carrier (Gear) Assembly
Installation 212
Installation of Quill Shaft Assembly Installation 213
Inspection of Pinion (Sun) Gear Bearing 216
Inspection of Quill Shaft Assembly 216
Inspection of Planet Gearshaft Assemblies 218
Inspection of Planet Gear Assembly Oil Jet Strainer 221
Inspection of Planet Carrier 221
Inspection of Scavenge Inlet Baffle Assembly 221
UP833486

Page 5
Aug 23/02

CHAPTER/
SECTION/
ENGINE 72-00-00
BY-PASS REDUCTION GEAR SECTION (CONT)
PINION (SUN) GEAR BEARING HOUSING, BEARING,

AND LOCKING NUT, PLANET GEAR ASSEMBLY, AND
QUILL SHAFT ASSEMBLY INSTALLATIONS (CONT) 72-72-02
Repair of Planet Gearshaft Assemblies 224
Replacement of Missing or Broken Dowel Pins of
Intermediate Case Assembly Used for Locating Aft
Flange of Planet Gear Assembly 232
Repair of Scavenge Inlet Baffle Assembly 232
Repair of Quill Shaft Assembly 235
Replacement of Pinion Gear Bearing 240
UP833486

Page 6
Apr 22/05

BY-PASS SECTION − DESCRIPTION AND OPERATION
1. General
The by-pass section of the engine consists essentially of those components located at the front of
the engine and encloses the air inlet section. The principal components of the by-pass section are
the fan spinner, fan rotor assembly, fan by-pass stator, fan support and shaft section, planet gear
assembly (by-pass fan reduction gear section), and the outer fan duct set. The by-pass fan as-
sembly is driven through a planet gear and ring gear assembly by the low pressure compressor
and turbine assembly. The by-pass fan is supported by a forward roller bearing and a rear ball
bearing with a forward carbon seal to prevent oil leakage into air cavity behind the fan.
Inlet air through the fan is routed into the compressor section and through the by-pass compo-
nents. The majority of by-pass fan air is used as direct thrust.
UP833486
72-70-00 Page 1
July 31/95


forming maintenance on the engine By-Pass Section.

Chapter/
Section/
1 Oil tank installation 79-10-01
2 Accessory drive gearbox forward mounting struts from fan inlet hous- 72-60-01
ing
5 Fan inlet housing 72-20-01
7 Fan seal assembly and roller bearing (No. 1 Bearing) 72-71-01
8 Fan support and fan thrust bearing (No. 2 Bearing) 72-71-02
9 Engine wiring harness 72-00-02
10 Fuel heater oil tube installation 79-20-06
11 Fuel heater 73-10-04
12 Fuel/oil cooler installation 79-20-07
13 Tubes from oil tank to oil pump 79-10-01
14 Fuel and P3 sensing lines installation 73-10-02
15 Oil pump and chip detector installation 79-20-03
17 Accessory and transfer gearbox installation 72-60-01
18 Ignition unit and lockplate and grommet securing igniter leads to fan 74-00-01
duct set
19 Solenoid controller valve and attached tubes 76-10-01
20 Right-side duct, oil-out tube, left-side fairing, oil inlet tube 79-20-09
21 Bottom duct rib and oil transfer tubes 79-20-09
UP833486
72-70-00 Page 2
July 31/95


performing maintenance on the engine By-Pass Section.

Chapter/
Section/
1 Fan support, and fan thrust bearing (No. 2 Bearing) 72-71-02
2 Fan seal assembly and roller bearing (No. 1 Bearing) 72-71-01
4 Fan inlet housing 72-20-01
7 Accessory drive gearbox forward mounting struts 72-60-01
8 Oil tank installation 79-10-01
10 Right side duct, oil-out tube, left side fairing and oil inlet tube 79-20-09
11 Solenoid controller valve and attaching tube assemblies 76-10-01
12 Ignitor leads with grommets and lockplate and install ignition unit 74-00-01
20 Tubes from oil tank to oil pump 79-10-01
UP833486
72-70-00 Page 3
Apr 22/05



UP833486
72-70-00 Page 4
Apr 22/05


FAN SPINNER INSTALLATION

Spinner Removal Fixture Remove fan spinner. 831384-1

CARBON.
Glendale, CA 91209
UP833486
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Nov 30/05


5. BOLT 15. FAN SPINNER

10. TRIM BALANCE WEIGHT
Fan Spinner Installation

Figure 201
UP833486
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July 31/95


CAUTION: THE FAN SPINNER IS MANUFACTURED OF ALUMINUM ALLOY,
AND CARE SHOULD BE USED WHEN HANDLING TO PREVENT
DAMAGE TO THE SPINNER.
FAN ROTOR ASSEMBLY AND FAN SPINNER ARE BALANCED COM-

PONENTS. INDEX COMPONENTS PRIOR TO DISASSEMBLY TO
PREVENT POSSIBLE VIBRATION PROBLEM UPON REASSEMBLY.
1. A. Removal of Fan Spinner (See Figure 201)
(1) Index fan spinner to fan rotor assembly with silver pencil.
NOTE: Index dash number of trim balance weight to fan spinner to prevent
possible vibration problem upon reassembly.
(2) Remove bolts and trim balance weights securing fan spinner. Index dash number of
each trim balance weight removed adjacent to hole in fan spinner with silver pencil.
CAUTION: DO NOT PRY BETWEEN SPINNER AND FAN DISC OR BLADES,

DAMAGE TO SPINNER MAY OCCUR. USE A PORTABLE HOT
AIR GUN AT A TEMPERATURE OF 93 ±14°C (200 ±25°F) TO
HEAT SPINNER ADJACENT TO FAN SPLIT LINE.
(3) Install 831384-1 spinner removal fixture on fan spinner, then remove fan spinner. If
excessively tight, use a portable hot air gun (93 ±14°C (200 ±25°F)) to heat spinner
adjacent to fan split line.
UP833486
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July 31/95


1. B. Installation of Fan Spinner (See Figure 201)
(1) Prepare green epoxy primer by mixing equal parts by volume of primer and activator.
Allow mixed primer to stand for 45 minutes before application.
NOTE: After wiping away excessive primer from bolt holes and bolt shanks to
prevent buildup, ensure all areas that received a wipe coat remain
coated with primer.
(2) Apply primer to bolt holes and bolt shank, then wipe away excessive primer while wet
to prevent buildup. (See Figure 201.)
(3) Air-dry primer at room temperature for 72 hours, or air-dry at room temperature for a
minimum of 30 minutes, then heat cure with portable hot air gun for 1 hour at tempera-
ture of 93 ±14°C (200 ±25°F).
CAUTION: THE FAN SPINNER IS MANUFACTURED OF ALUMINUM ALLOY,

AND CARE SHOULD BE USED WHEN HANDLING TO PREVENT
DAMAGE TO SPINNER.
mended values.
(4) Apply a light coat of anti-seize lubricant to threads of bolts used to secure fan spinner.
NOTE: Reinstall trim balance weights at positions on fan spinner indexed at

disassembly.
(5) Align index markings and install fan spinner. Install trim balance weights (10) and bolts
(5) ensuring each trim balance weight is installed at location indexed at disassembly.
(6) Run-down torque of bolts (5) shall be 12 inch-pounds minimum. If run-down torque is
not as specified, replace nut in accordance with 72-70-03, Approved Repairs. Tighten
bolts (5) to 60 inch-pounds torque.
(7) Using solvent, remove index marks.

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Aug 23/02


2. Inspection Check
A. Inspection of Fan Spinner (See Figure 201)
(1) Inspect tip for damage. (See Figure 201.)
(2) Inspect conical surface, Surface AA, Figure 202 (shaded area), for nicks and scratches.
Any number of nicks and scratches are acceptable if less than 1.0 inch in length, at
least 1.0 inch apart and minimum wall thickness will not be less than 0.055 inch after
blending. Refer to Approved Repairs for blending of nicks and scratches within accept-
able limits.
(3) Inspect bolt holes and bolt hole recesses for scratches. Scratches greater than 0.010
inch in depth are not acceptable.
(4) Inspect aft side of bolt hole flange for scratches. Scratches greater than 0.010 inch in
depth are not acceptable.
(5) Inspect bolt holes for corrosion paying particular attention to inside diameter of bolt
hole. Corrosion is not acceptable.
(6) Perform focused fluorescent penetrant inspection of fan spinner in accordance with
70-00-00, Standard Practices. Pay particular attention to Zone 1 and Zone 2 at bolt
holes and bolt hole counter bores. (See Figure 202A.) Cracks or linear indications are
not acceptable.
(7) Perform 10X magnification inspection of bolt holes and bolt hole counter bores. Pay
particular attention to Zone 1 and Zone 2 at bolt holes and bolt hole counter bores.
(See Figure 202A.) Cracks or linear indications are not acceptable.
(8) Inspect interior painted area for chipped or damaged paint. Refer to Approved Repairs.
(9) Inspect surface of spinner flange that contacts and retains fan blades for corrosion.
Corrosion is not acceptable.
(10) Replace fan spinner if inspection requirements of Steps (1) through (9) are not met and
damage is beyond scope of Approved Repairs.
B. Additional Inspection Requirements When Performing Overspeed Inspection
(1) Perform dimensional inspection of fan spinner as follows.
Measure Diameter B, Figure 202 on fan spinner. Diameter B shall be 10.5950 to

10.5975 inches.
UP833486
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June 9/06


Fan Spinner Dimensional Inspection

Figure 202
UP833486
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July 31/95



UP833486
72-70-01 Page 206A

June 9/06


Fan Spinner Focused Inspection

Figure 202A
UP833486
72-70-01 Page 206B

June 9/06



Epoxy paint coating (Wipe Coat No. 6) Griggs Paint Inc, 3635 S 16th St, Phoenix, AZ
85040-1305
(2) Clean fan spinner in accordance with 72-00-00, Cleaning/Painting, Cleaning Method
No. 1 or 2 and 5 or 6.
(3) [5BR-1C, 5BR-2C, Post SB TFE731-72-3539] Upon completion of vibration check/fan

trim balance procedure, remove each fan spinner bolt and trim balance weight individu-
ally, one bolt at a time, and apply paint as follows.
NOTE: The following step is required to preclude corrosion.
(a) Apply epoxy paint coating using a cotton swab to wipe coat bolt shank and trim
balance weight between arrows and inner diameter of fan spinner bolt hole
bushing.
(b) Coat bolt threads with anti-seize lubricant. Install bolt and weight while primer is
still wet. Tighten bolt to 60 inch-pounds torque.
(c) Repeat steps (a) and (b) on remaining bolts, one bolt at a time.
UP833486
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Nov 26/03


Spinner Bolt and Balance Weight Epoxy Paint Coating

Figure 203
UP833486
72-70-01 Page 208

Apr 28/00


4. Approved Repairs

A-A-59105)
06702
Glendale, CA 91209
A. Repair of Fan Spinner
(1) Repair damage to fan spinner tip by grinding tip flat to a diameter not to exceed 0.100
inch maximum.
(2) Blend out nicks and scratches of conical surface, Surface AA, Figure 202, which meet
inspection criteria to a smooth radius. Minimum wall thickness after blending shall not
be less than 0.055 inch.
(3) Blend out scratches in bolt holes, bolt hole recesses, and on aft side of mounting flange
rear surface to a smooth radius. Depth of repair after blending shall not exceed 0.010
inch.
(4) After blending perform a vibration check in accordance with 72-00-00, Adjustment/Test
or balance spinner in accordance with Inspection/Repair Manual, 72-IR-02.
CAUTION: TOUCH-UP SOLUTION IS AN ACID. USE CAUTION TO PRE-

(5) Treat grind and blended repair areas to prevent corrosion.
Repair Manual, 72-IR-02, APPENDIX 2, REPAIR, Method No. 402E.
(b) Spot treat where base metal is exposed, with aluminum touch-up solution.
(c) Allow treated area to remain wet for 1 minute. Rinse in warm tap water at 27 to
43°C (80 to 110°F). Air-dry using clean, dry, filtered compressed air at 20 psig
maximum or oven dry for 30 minutes at 79 to 107°C (175 to 225°F).
UP833486
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Nov 30/05


4. A. (6) Touch up damaged paint with wipe coat of primer.
(a) Remove damaged paint and blend edges of damaged paint areas with abrasive
paper.
(b) Treat exposed bare metal in accordance with Step (5).
(c) Prepare primer by mixing equal parts by volume of primer and activator. Allow
(d) Apply primer, then wipe primer while wet to prevent buildup.

following steps to develop maximum solvent resistance and
hardness for unmasking and remasking operations.
(e) Air-dry primer at room temperature for 72 hours, or air-dry at room temperature
(7) Treat corroded inside diameter of bolt holes.
(a) Treat corroded areas in accordance with Step (5) and 72-00-00, Cleaning/
(b) Apply primer to inside diameter of bolt holes in accordance with Step (6).
(8) Treat corroded spinner flange as follows.
(a) Treat corroded areas in accordance with Step (5) and 72-00-00, Cleaning/
(b) Apply primer to spinner flange in accordance with Step (6).

UP833486
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Aug 23/02


FAN ROTOR ASSEMBLY INSTALLATION

Mechanical Puller Set Removes retainer. 289767-2
Fan Assembly Hydraulic Removes fan rotor assembly. 289768-4
Puller
Fan Shaft Stretching Stretches fan shaft. 293002-3
Fixture (with cylinder
and pump) (Refer to
72-ST-02, Special Tool
Pamphlet for mainte-
nance instructions.)
Fan Assembly Puller Used with 289768-4 hydraulic puller to remove 294912-2
Adapter fan rotor assembly.
Fan Shaft Stretch Gage [Pre SB TFE731-72-3637] Measures fan 298108-1 or
shaft stretch. 5837127-1 or
5837127-2
Fan Shaft Stretch Gage [Post SB TFE731-72-3637] Measures fan 5837127-1 or
shaft stretch. 5837127-2
Fan Blade Retainer Retains fan blades on fan rotor during mainte- 831016-1
nance.
Fan Disc Guide Tool Protects fan disc bore pilot and aft side of disc 831164-1
during removal and installation.
UP833486
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Nov 30/05



CARBON.
Dry-film lubricant (Dow Corning 321) Dow Corning Corp, P.O. Box 995, 3901 S
Kit, Etch-O-Matic (MATECM1) Snap-On Tools, 2850 S 36th St #5, Phoenix, AZ
85034-7241
1. A. Removal of Fan Rotor Assembly
(1) Remove fan spinner installation in accordance with 72-70-01.
(2) Install 831016-1 fan blade retainer to secure fan blades to rotor during maintenance
actions. Using threaded dowel attached to retainer, secure retainer to bolt hole in rotor
while holding retainer against bottom of one fan blade. (Interlocking midspan dampers
on blades will secure remaining blades.) (See Figure 201.)
(3) Remove nut retainer using 289767-1 or 289767-2 puller set. Remove retainer ring.
UP833486
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Aug 23/02


5. NUT RETAINER 15. NUT

10. RETAINER RING 20. FAN ROTOR ASSEMBLY
Fan Rotor Assembly Installation

Figure 201
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Aug 23/02


WARNING: DO NOT STAND IN LINE WITH, ABOVE, OR BELOW SHAFT
TURE IN THE FOLLOWING STEPS. A FAILURE OF FAN SHAFT
OR FIXTURE WOULD EXPEL FIXTURE FORWARD WITH CON-
SIDERABLE FORCE.

NOTE: Removal of the rotor assembly nut requires a vibration check after
reinstallation. Refer to 72-00-00, Adjustment/Test.
1. A. (4) Remove nut using 293002-1/-2/-3 fixture as follows.
(a) Disassemble 293002-1/-2/-3 fixture to separate threaded rod. Clean threads of

fixture components and mating threads for fixture on engine component. Lubri-
cate threads on threaded rod of fixture and threads of fan shaft with a light coat
of anti-seize lubricant.

MUM OF TEN AND ONE-HALF THREADS IN INTERNAL
BORE OF FAN SHAFT WHEN PERFORMING THE FOL-
LOWING STEP TO ENSURE PROPER INSTALLATION OF
FIXTURE.
(b) Thread fixture rod portion of 293002-1/-2/-3 fixture into internal threads of fan
shaft until it bottoms in shaft, counting turns of thread engagement. A minimum
number of ten and one-half turns ensures proper installation of rod.
(c) Ensure fan rotor assembly does not turn, and back out fixture rod one-half turn.

OF SEVEN THREADS WHEN PERFORMING THE FOL-
LOWING STEP TO ENSURE PROPER INSTALLATION OF
FIXTURE.
(d) Carefully assemble adapter and cylinder assembly of fixture over fixture rod.
Secure assembly with wing nut on end of fixture rod while holding fixture against
fan rotor assembly.
(e) Install wing nut to bottomed position, then back wing nut out one turn.
(f) Use hand pressure to align cylinder assembly of fixture concentrically with fixture
(g) Slowly continue to apply pressure with hydraulic pump of fixture until fixture
pressure gage indicates 9300 to 9500 psig.
UP833486
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Aug 23/02


1. A. (4) (h) Rotate fan shaft nut counterclockwise. If fan shaft nut will not turn, relieve hy-
draulic pressure on fixture and repeat Steps (f) through (h) to loosen nut. If fan
shaft nut will not loosen after four repetitions, repeat Steps (f) through (h) with
hydraulic pressure increased 50 psig over previously used hydraulic pressure.
Continue repetitions until fan shaft nut is loosened, but do not exceed maximum
hydraulic pressure specified on fixture warning tag.
(i) Rotate fan shaft nut counterclockwise two turns.
CAUTION: MAKE SURE A RECORD OF CYCLES IS MAINTAINED ON

THE SHAFT STRETCH FIXTURE. REFER TO SPECIAL
TOOL PAMPHLET 72-ST-02. DO NOT EXCEED CYCLE
LIMIT OF THE THREADED ROD AND ADJUSTING NUT
OF FIXTURE AS SPECIFIED IN 72-ST-02.
(j) Slowly relieve hydraulic pressure, then remove fixture. Remove fan shaft nut.
(5) Index position of fan rotor assembly relative to fan shaft using silver pencil to ensure
same orientation at reassembly.
CAUTION: USE CARE WHEN REMOVING FAN ROTOR ASSEMBLY TO

PREVENT SEAL FROM FALLING OUT OF AFT INTERNAL BORE
TO PREVENT DAMAGE TO AIR-OIL SEAL.
(6) Thread 289768-21 pressure pad (part of 289768-4 fan assembly hydraulic puller) into
fan shaft.
(7) Install 294912-2 adapter on 289768-4 puller and secure with bolts provided with adapt-
er.
(8) Attach 289768-4 puller with 294912-2 adapter to rotor assembly with screws. Apply
pressure to puller with hydraulic pump until rotor assembly is loose on fan shaft, but do
not remove rotor assembly at this time. Hydraulic pump is part of 289768-4 puller.
(9) Remove puller by removing screws from rotor assembly, then remove pressure pad
from fan shaft.
(10) Thread 831164-1 fan disc guide tool into fan shaft; then remove fan rotor assembly.
(11) Remove fan disc guide tool.

UP833486
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July 31/95


NOTE: The following procedure is to be accomplished only if removal of fan blades
are required.
1. B. Removal of Fan Blades (Fan Assembly Removed From Engine) (See Figure 211)
CAUTION: DELETED.
(1) Check forward side of disc for an electrochemically etched mark pointing to a dovetail
opening. If no electrochemically etched reference point exists, create one by electro-
chemical method (Kit No. MATECM1) to a maximum depth of 0.001 inch. (See Figure
202.)
(2) Mark blades to allow reinstallation at same position on disc and hub as shown on Fan
Blade Moment Weight Data Sheet, Figure 212 using silver pencil.
CAUTION: FAN BLADES HAVE INTERLOCKING MIDSPAN DAMPERS.

THEREFORE, REMOVAL OF BLADES FROM THE DISC MUST
BE DONE SIMULTANEOUSLY. DO NOT USE EXCESSIVE
FORCE WHEN REMOVING BLADES. IF EXCESSIVE FORCE IS
USED, DAMAGE WILL OCCUR TO THE MIDSPAN DAMPERS.
(3) Remove 831016-1 fan blade retainer, securing fan blades to rotor, then remove all
blades simultaneously.
Disc Reference Point (Typical)

Figure 202
UP833486
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Nov 30/05


1. B1. Removal of Fan Blades (Fan Assembly Installed on Engine)
CAUTION: DURING THE FOLLOWING BLADE REMOVAL PROCEDURE,

DO NOT USE ANY FORCE OTHER THAN HAND PRESSURE
FOR REMOVING THE FAN BLADES. USE OF FORCE OTHER
THAN HAND PRESSURE CAN RESULT IN DAMAGE TO FAN
BLADE MIDSPAN DAMPERS, FAN DISC, AND SUBSEQUENT
MIDSPAN DAMPER FAILURE.
NOTE: If blades become locked up during the blade removal process, work
the blades back into the disc, using hand pressure only, until the
blades are no longer locked up before continuing the blade removal
process.
(1) Remove fan spinner and spinner support in accordance with 72-70-01, Removal/
Installation.
(2) Check forward side of disc for an electrochemically etched mark pointing to a dovetail
opening. If no electrochemically etched reference point exists, create one by electro-
chemical method (Kit No. MATECM1) to a maximum depth of 0.001 inch. (See Figure
202.)
(3) Mark blades to allow re-installation at same position on disc and hub as shown on Fan
Blade Moment Weight Data Sheet, Figure 212, using silver pencil.
(4) Using hand pressure only, and working in a clockwise direction, pull on each blade, one
at a time, to shift the blades out of the disc. Initially, each blade will move only a small
amount. After several rotations, blades will gradually move slightly more each time
hand pressure is applied. Continue working one blade at a time until one blade can be
removed.
(5) Working in a clockwise direction, remove the remaining blades, one at a time, until all
blades have been removed.
(6) During the removal process, if the blades become locked up so tightly that excessive
force (greater than hand pressure) must be used to unlock them, all blades must have
the midspan dampers eddy current inspected in accordance with 72-70-03, Inspection/
Check, before being returned to service.
UP833486
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Nov 30/05


1. C. Installation of Fan Blades (Fan Disc Removed From Engine)
CAUTION: DELETED.
(1) Apply dry-film lubricant to dovetail area of fan blades, as required, using dry-film lubri-
cant in spray can. If more than 50 percent of base metal in dovetail is exposed, re-coat
with graphite varnish in accordance with Inspection/Repair Manual, 72-IR-02, APPEN-
DIX 2, REPAIR, Method No. 403X.
CAUTION: FAN BLADES HAVE INTERLOCKING MIDSPAN DAMPERS.

THEREFORE, INSTALLATION OF FAN BLADES MUST BE DONE
SIMULTANEOUSLY. DO NOT USE EXCESSIVE FORCE WHEN
INSTALLING BLADES. EXCESSIVE FORCE WILL DAMAGE
MIDSPAN DAMPERS.
(2) Simultaneously install all blades. Install blade with marked locations at same relative
position of disc and hub recorded on Fan Blade Moment Weight Data Sheet, Figure
212 and as marked at blade removal. Ensure that blade is firmly seated against disc
and hub. (See Figure 213.)
(3) Install 831016-1 fan blade retainer to secure fan blades to rotor during any further
maintenance actions.
(4) Using methyl-ethyl-ketone (MEK), remove index marks applied in Step B.(2).
C1. Installation of Fan Blades (Fan Disc Installed on Engine)
CAUTION: DURING THE FOLLOWING BLADE INSTALLATION PROCE-

DURE, DO NOT USE ANY FORCE OTHER THAN HAND PRES-
SURE FOR REMOVING THE FAN BLADES. USE OF FORCE
OTHER THAN HAND PRESSURE CAN RESULT IN DAMAGE TO
FAN BLADE MIDSPAN DAMPERS, FAN DISC, AND SUBSE-
QUENT MIDSPAN DAMPER FAILURE.
(1) Apply dry-film lubricant to dovetail area of fan blades, as required, using dry-film lubri-
cant in spray can. If more than 50 percent of base metal in dovetail is exposed, re-coat
with graphite varnish in accordance with Inspection/Repair Manual, 72-IR-02, APPEN-
DIX 2, REPAIR, Method No. 403X.
(2) Partially install blade previously marked as No. 1 blade into the No. 1 slot position.
Blade should be inserted only into the slot deep enough to hold it in position.
(3) Working in a clockwise direction, install the remaining blades into their respective posi-
tions, one at a time, inserting each blade only deep enough to hold it in position. When
inserting the last blade, it may be necessary to carefully reposition the No. 1 blade
slightly, in order to facilitate installation.
UP833486
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Nov 30/05


1. C1. (4) Thread fixture rod portion of 293002-1/-2/-3 fixture into internal threads of fan shaft,
then place 5837097-1 fan blade installation tool on rod. Using the fan blade installation
tool as a guide, position the blades by hand so that they are inserted an equal amount
into the disc.
(5) Using the handles of the fan blade installation tool, push the blades into their full seated
positions by using hand pressure only, while slightly rotating the tool in a counterclock-
wise direction.
(6) If the blades lock up before reaching the fully seated position, do not attempt to seat
the blades any further. Using hand pressure only, slightly remove the blades, one at a
time, to unlock the midspan dampers until the blades are no longer locked up. Using
the fan blade installation tool as a guide, reposition the blades evenly in the hub and
push the blades into their fully seated position by using hand pressure only, while
slightly rotating the tool in a counterclockwise direction.
(7) If the blades become locked up so tightly that excessive force (greater than hand pres-
sure) must be used to unlock them, remove all blades and visually inspect for damage.
Accomplish fan blade midspan damper eddy current inspection of all midspan dampers
in accordance with 72-70-03, Inspection/Check.
(8) Using methyl-ethyl-ketone (MEK), remove index marks applied in Step B1.(3).
UP833486
72-70-03 Page 208A

Nov 30/05


NOTE: If fan rotor assembly being installed is not the same assembly removed,
check the Life Limited Part Log Card of the replacement fan rotor assembly
to determine part number of N1 compensator that must be used with re-
placement fan.
1. D. Installation of Fan Rotor Assembly
Check Point 200: A. Verify recorded serial number of fan rotor assem-
bly disc and hub (20, Figure 211).
C. Verify fan inlet area is clean and check area for

proper installation of all components (screws,
nuts, washers, etc).
(1) Thread 831164-1 fan disc guide tool into fan shaft then, install fan rotor assembly so
that splines are engaged with splines on shaft assembly in same orientation indexed at
removal. (See Figure 201.)
(2) Remove fan disc guide tool.
WARNING: DO NOT STAND IN LINE WITH, ABOVE, OR BELOW SHAFT

TURE IN THE FOLLOWING STEPS. A FAILURE OF FAN SHAFT
OR FIXTURE WOULD EXPEL FIXTURE FORWARD WITH CON-
SIDERABLE FORCE.

TURE (NOT TO EXCEED PRESSURE SPECIFIED FOR SHAFT
STRETCH FIXTURE USED) SUFFICIENT TO LOOSEN FAN
SHAFT NUT, RELIEVE HYDRAULIC PRESSURE ON FIXTURE,
AND REPEAT PROCEDURE. ENSURE PROPER SPECIAL
TOOLING IS USED.
IF FAN SHAFT IS ABOVE AMBIENT TEMPERATURE, ALLOW TO

COOL AS REQUIRED UNTIL BARE HAND MAY BE RESTED ON
FAN SHAFT BEFORE PERFORMING THE FOLLOWING PROCE-
DURE. IF NOT COOLED AS SPECIFIED, FAN SHAFT MAY BE
OVERSTRETCHED WHEN THE FOLLOWING PROCEDURE IS
PERFORMED.
(3) Stretch fan shaft as follows using 293002-1/-2/-3 fixture to obtain dimensional stretch of
0.0052 to 0.0057 inch.
UP833486
72-70-03 Page 208B

Nov 30/05


NOTE: [Pre SB TFE731-72-3637] Use 298108-1 or 5837127 or
5837127-2 depth gage.
[Post SB TFE731-72-3637] Use 5837127-1 or 5837127-2 depth
gage.
1. D. (3) (a) Insert depth gage in bore of fan shaft mid-way between shaft center line and
shaft ID until contact with plug. Take zero shaft stretch measurement. Index
points on end of fan shaft where measurement is taken with silver pencil.
Check Point 200: D. Verify recorded zero fan shaft stretch di-
mension.
(b) Disassemble 293002-1/-2/-3 fixture to separate threaded rod. Clean threads of
fixture components and mating threads for fixture on engine component. Lubri-
cate threads on threaded rod of fixture with a light coat of anti-seize lubricant.
(c) Using solvent, clean exposed external threads and face of fan shaft, then accom-
plish the following.
1 Inspect external threads and face of fan shaft for corrosion. If corrosion is
present, treat in accordance with 72-71-03, Approved Repairs.
2 Recoat external threads and face of fan shaft with primer to protect against
corrosion in accordance with 72-71-03, Approved Repairs.
(d) Apply anti-seize lubricant to threads of shaft, nut, and nut face then thread nut
onto fan shaft until hand tight. Ensure nut is seated against fan rotor assembly.
MUM OF TEN AND ONE-FOURTH THREADS IN INTER-
NAL BORE OF FAN SHAFT WHEN PERFORMING THE
OF FIXTURE.
(e) Thread fixture rod portion of 293002-1/-2/-3 fixture into internal threads of fan
shaft until fixture rod bottoms in shaft, counting number of turns of thread en-
gagement. A minimum of ten and one-fourth turns ensures proper installation
of rod.
(f) Back fixture rod portion of 293002-1/-2/-3 fixture out one-fourth turn.
OF SIX AND ONE-HALF THREADS WHEN PERFORMING
THE FOLLOWING STEP TO ENSURE PROPER INSTALLA-
TION OF FIXTURE.
(g) Carefully assemble adapter and cylinder assembly of fixture over fixture rod.
Secure assembly with wing nut on end of fixture rod while holding fixture against
disc of fan rotor assembly. Install wing nut to bottoming position, then back wing
nut out one-half turn.
(h) Use hand pressure to realign cylinder assembly of fixture concentrically with
fixture rod, then apply sufficient pressure with hydraulic pump of fixture to sup-
port cylinder in aligned position.
72-70-03
UP833486
Page 209
Nov 30/05


NOTE: Steps (i) thru (m) are performed to preclude fan vibration by
properly seating fan on fan shaft.
1. D. (3) (i) Slowly continue to apply pressure with hydraulic pump of fixture until fixture
(j) Slowly relieve hydraulic pressure on fixture, do not remove fixture.
(k) Use hand pressure to align cylinder assembly of fixture concentrically with fixture
(l) Slowly continue to reapply pressure with hydraulic pump of fixture until fixture
(m) Slowly relieve hydraulic pressure on fixture, do not remove fixture.
(n) Use hand pressure to align cylinder assembly of fixture concentrically with fixture
(o) Slowly continue to apply pressure with hydraulic pump of fixture until fixture
pressure gage indicates 9200 psig, while turning fan shaft nut keeping it hand
tight as pressure is applied.
CAUTION: MAKE SURE A RECORD OF CYCLES IS MAINTAINED ON

THE SHAFT STRETCH FIXTURE. REFER TO SPECIAL
TOOL PAMPHLET 72-ST-02. DO NOT EXCEED CYCLE
LIMIT OF THE THREADED ROD AND ADJUSTING NUT
OF FIXTURE AS SPECIFIED IN 72-ST-02.
(p) Slowly relieve hydraulic pressure on fixture and remove fixture.

(q) Measure fan shaft at previously indexed mark, to ensure fan shaft has been
stretched 0.0052 to 0.0057 inch (measured from plug to end of fan shaft). If
stretch is less than required, repeat Steps (e), (f), (g), (n), (o), (p) and (q) with
hydraulic pressure applied in Step (o) increased 50 psig at each repetition of
procedure until specified shaft stretch is obtained. Do not exceed maximum
hydraulic pressure specified on fixture warning tag.
72-70-03
UP833486
Page 210
Nov 30/05


Check Point 205: A. Verify recorded fan shaft stretch dimension.
B. Verify calculation and result to determine

fan shaft stretch is within specified toler-
ance.
1. D. (3) (r) Using solvent, clean exposed internal threads and face of fan shaft, then accom-
plish the following.
1 Inspect internal threads and face of fan shaft for corrosion. If corrosion is
present, treat in accordance with 72-71-03, Approved Repairs.
2 Recoat internal threads and face of fan shaft with primer to protect against
corrosion in accordance with 72-71-03, Approved Repairs.
CAUTION: IN THE FOLLOWING STEP, USE CARE WHEN POSITIONING

NUT RETAINER OVER SPLINES OF THE FAN SHAFT NUT. ANY
UNDUE FORCE MAY DAMAGE NUT SPLINES. IF ANY RESIS-
TANCE IS ENCOUNTERED WHEN POSITIONING NUT RETAIN-
ER, INSPECT FAN SHAFT NUT IN ACCORDANCE WITH
INSPECTION/CHECK.
(4) Locate orientation of nut retainer for fit over fan shaft nut and mark position relative to
fan rotor assembly with silver pencil.
(5) Remove nut retainer and install ring, then install nut retainer at indexed position to lock
nut. If any resistance is encountered (other than contact with ring) when positioning nut
retainer, inspect fan shaft nut in accordance with Inspection/Check.
(6) Using solvent, remove index marks.
(7) Remove 831016-1 fan blade retainer.
(8) Install fan spinner installation in accordance with 72-70-01.
72-70-03
UP833486
Page 211
Nov 30/05


2. Inspection/Check

Arkansas polishing stone (White) Norton Co, Coated Abrasive Div, 10th Ave and
Eddy current instrument Commercially available
Scriber (Stylus) (0.080 inch tip radius) RAE Bearing Services Inc, 170 E Elliott St, P.O.
Box 14180, Hartford, CT 06114-1517
Table 203.1. Special Tools, Fixtures, and Equipment


Probe and Cable Used to perform eddy current inspection. US-747
Eddy Current Procedure Procedures for eddy current inspection. 21-8588
Reference Standard Used to calibrate eddy current probe. 831451
NOTE: A record of cycles shall be maintained in engine log book on disc through-
out life of part.
A. Inspection of Fan Rotor Assembly
(1) Inspect disc and hub.
(a) Visually inspect for cracks, distortion, wear, corrosion, or fretting. Cracks, distor-
tion, wear, corrosion, or fretting is not acceptable.
(b) Visually inspect for loose, stripped, or cross-threaded nuts.
(c) If damage is evident or suspected, perform fluorescent penetrant inspection in

(d) Replace items if inspection requirements of Steps (a), (b), and (c) are not met
and are damaged beyond repair limits of Approved Repairs.
72-70-03
UP833486
Page 212
June 9/06


2. A. (1) (e) Inspect forward nut surface and adjacent surface for raised metal that may have
resulted from metal displacement caused by tooling (punch, etc.). (See Figure
203.) Depth of tooling mark shall not be greater than 0.035 inch.
1 If depth of tooling mark is 0.021 inch, remove raised metal.
a Swab raised area with industrial marking ink.
b Using an Arkansas polishing stone, carefully (very lightly) dress nut
and/or adjacent surface to remove raised metal. Ink removal is evi-
dence of material removal. Ensure only the raised metal is removed.
2 If depth of tooling mark is 0.021 to 0.035 inch, refer to Approved Repairs.
Fan Disc Nut Surface Inspection

Figure 203
72-70-03
UP833486
Page 213
Apr 28/00


Fan Disc Wing Location

Figure 204
72-70-03
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July 31/95


2. A. (1) (f) Inspect fan disc for bent wings. (See Figure 204.) Bent wings not exceeding 1/8
inch from original contour may be straightened in accordance with Approved
Repairs.
If bent wing(s) exceed 1/8 inch from original contour, contact Honeywell
Complete Customer Care Center for disposition of the fan disc.
NOTE: When any foreign object damage to fan blades has occurred, perform
inspection of low pressure first stage compressor blades in accor-
(2) Inspect fan blades.
(a) Inspect leading and trailing edges of each blade. Nicks, scratches, cracks, or
dents are not acceptable.
NOTE: The following step specifies scriber (stylus) tip radius shall be
0.080 inch. If using scriber with ball tip, ball diameter shall be
equal to twice the radius (0.160 inch). Scriber tip surface finish
shall be 4 microinches or better.
(b) Inspect airfoil surfaces of blades, Zones 1 through 6 (Figure 205), using 0.080
inch tip radius scriber. Hold scriber perpendicular to surface being inspected.
Do not exert pressure other than weight of scriber.
Nicks, scratches, dents, and pits that can not be felt with scriber are acceptable.
Nicks, scratches, dents or pits that can be felt with scriber shall not exceed the
following limits.
1 Zone 1 (black): Nicks, scratches, dents, and pits felt with scriber are not
acceptable.
2 Zone 2 (cross-hatched): Nicks, scratches, dents, and pits are acceptable if

maximum diameter does not exceed 0.020 inch and maximum depth does
not exceed 0.005 inch.
3 Zone 3 (lined): Nicks, scratches, dents, or pits are acceptable if maximum

diameter does not exceed 0.020 inch and maximum depth does not exceed
0.010 inch.
4 Zone 4 (unlined): Nicks, scratches, dents or pits are acceptable if maximum

diameter does not exceed 0.030 inch and maximum depth does not exceed
0.020 inch.
5 Zone 5 (lined) and Zone 6 (unlined): Nicks, scratches, or dents felt with
scriber are not acceptable.
72-70-03
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Page 215
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Zone Identification for Allowable Damage Limits

on Fan Blade Airfoil Surfaces
Figure 205
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Page 216
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NOTE: Current fan blade midspan dampers are masked (represented by
a black area, approximately 0.25 inch (Figure 205.1)) during the
manufacturing process to preclude hardcoat application. An
edge is formed by this masking and is a normal part of the
manufacturing process and is acceptable.
2. A. (2) (c) Inspect fan blade midspan dampers using Eddy Current Procedure 21-8588.
(Refer to Service Bulletin TFE731-72-3487.)
NOTE: The following eddy current inspection of all fan blade

midspan dampers is required at any of the following
events.
S If complying with a CZI, or
S If any blade experiences a midspan damper failure, or
S Foreign Object Damage (FOD) event that damages any blade

beyond field repairable limits (a blade must be replaced).
1 Inspect midspan damper interface surface using eddy current inspection

method.
a Inspect from airfoil surface out to the tip of the midspan damper. Crack
indications not acceptable.
b Chips in hardcoat of the midspan dampers are acceptable. (See Fig-

ure 205.1.)
NOTE: Fan blade Zone 1 area as indicated in this inspection

procedure is the midspan damper and the fillet radius
(airfoil to midspan damper), as indicated in Figure 205.3.
Indentations are typically noted at the fillet radius in airfoil

adjacent to midspan damper.
2 Inspect Zone 1 area for surface indentations or other damage. (See Figure
205.3.)
3 If surface indentations or other damage is detected, inspect as follows.
a Use a stylus with an 0.080 inch tip radius to check surface indentations
or other damage. Hold stylus perpendicular to surface being in-
spected. Do not exert pressure other than weight of stylus.
b Surface indentations or other damage that can not be felt with the
stylus are acceptable.
c Fan blades with surface indentations or other damage that can be felt
with the stylus shall be reworked in accordance with Paragraph 4.,
Approved Repairs.
72-70-03
UP833486
Page 216A
May 11/07


Fan Blade Midspan Dampers Interface Surface Inspection

(Typical Styles of Hardcoat Application)
Figure 205.1
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Page 216B
Apr 28/00


Fan Blade Fluorescent Penetrant Inspection

Figure 205.2
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Nov 30/06


Fan Blade Indention Inspection (Typical)

Figure 205.3
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NOTE: The following fluorescent penetrant inspection of all fan blades is
required at any of the following events.
S If complying with a CZI, or
S If any blade experiences a midspan damper failure, or
S Foreign Object Damage (FOD) event that damages any blade beyond
field repairable limits (a blade must be replaced).
2. A. (2) (d) Accomplish fluorescent penetrant inspection of fan blades.
1 Strip anti-fret coating from dovetail of blades in accordance with Inspection/

Repair Manual, 72-IR-02, APPENDIX 2 - REPAIR, Method No. 403X.
2 Accomplish fluorescent penetrant inspection of fan blades in accordance

Method No. 302A. Pay particular attention to areas adjacent to midspan
damper as indicated in Figure 205.2. No linear indications allowed.
3 Reapply anti-fret coating to dovetails of blades in accordance with

403X.
(e) If inspection requirements of Steps (a) through (d) are not met and damage is
beyond repairable limits of Approved Repairs, return blade(s) along with the
reason the blades were rejected, for engineering evaluation to the following
address.

Distribution Center
B. Inspection of Fan Shaft Nut
Inspect fan shaft nut splines for burrs, nicks, scratches or any other defect that could affect
proper mating with nut retainer. Remove any defect with Arkansas polishing stone.
72-70-03
UP833486
Page 216E
May 11/07


CAUTION: CHEMICAL SOLUTIONS, SUCH AS ALKALINE CLEANER, STRIP-
PING SOLUTION AND CHROMIC ACID, WILL DAMAGE DRY-FILM
LUBRICANT AND ANTI-SCUFFING GRAPHITE VARNISH: THERE-
FORE, WHEN CLEANING THE ROTOR ASSEMBLY, DO NOT IM-
MERSE ASSEMBLY IN CHEMICAL SOLUTIONS.
DO NOT USE 1,1,1-TRICHLOROETHANE TO CLEAN TITANIUM

PARTS. HIGH TEMPERATURE OPERATION OF TITANIUM PARTS
AFTER CONTACT WITH CHLORINATED CHEMICALS CAN CAUSE
PART FAILURE DUE TO EROSION AND CRACKS.
NOTE: The following procedure is to be accomplished when performing a Major

Periodic Inspection (MPI).
This inspection does not require removal of fan blades. Disc web, bore,
and rim areas of the fan rotor assembly are being inspected.
2. C. Fluorescent Penetrant Inspection of Fan Rotor Assembly (MPI)
NOTE: The removal of dry-film lubricant from the fan disc (Figure 206.1) is not
necessary, these areas are being visually inspected.
(1) Clean fan disc web, bore, and rim using degreaser and water.
(a) Using degreaser and water, scrub disc web, bore, and rim using a stiff plastic
bristled brush to remove oil and grease contamination.
(b) Rinse assembly with water.
(c) Using clean filtered compressed air, blow dry assembly to remove moisture.
72-70-03
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Page 216F
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NOTE: Fluorescent penetrant inspection (FPI) of areas which have dry-film
lubricant applied is not required.
FPI will yield inaccurate results of dry-film lubricated surfaces.
Dry-film lubricant may be present on the fan disc (Figure 206.1) and
will be visually inspected.
2. C. (2) Perform fluorescent penetrant inspection on disc web, bore, and rim areas of fan rotor
assembly in accordance with 70-00-00, Standard Practices. Cracks or linear indica-
tions are not acceptable.
(3) Visually inspect fan disc areas which have dry-film lubricant applied (Figure 206.1).
(4) Make an entry on fan disc Life Limited Part Log Card indicating fluorescent penetrant
inspection and results of inspection.
(5) If inspection requirements of Steps (2) and (3) are not met and damage is beyond
repairable limits of Approved Repairs, return fan disc for engineering evaluation to the
following address.

Distribution Center
Attention: NDE Engineering, Dept 93-77/404-216
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Nov 30/06


NOTE: The following procedure is to be accomplished when performing Compres-
sor Zone Inspection (CZI).
2. D. Fluorescent Penetrant and Eddy Current Inspection of Fan Disc (CZI)
(1) Remove fan blades in accordance with Removal/Installation.
(2) Remove dry-film lubricant from areas on fan disc indicated in Figure 206.1 in accor-
dance with 72-00-00, Cleaning/Painting, Cleaning Method No. 16.
(3) Clean fan disc in accordance with 72-00-00, Cleaning/Painting, Cleaning Method No.
10.
(4) Perform fluorescent penetrant inspection on fan disc in accordance with 70-00-00,
Standard Practices. Pay particular attention to areas specified in Figure 206. Cracks
or linear indications are not acceptable.
NOTE: Eddy current inspection of fan disc dovetail slots shall only be accom-
plished by Honeywell authorized facilities.
(5) Perform eddy current inspection of fan disc dovetail slots in accordance with the Fan
Disc Eddy Current Inspection procedures specified and provided by Service Bulletin
TFE731-72-3458. Refer to Service Bulletin TFE731-72-3458 for a list of Honeywell
approved fan disc eddy current facilities.
(6) If all inspection criteria is met, apply dry-film lubricant in accordance with Inspection/
Repair Manual, 72-IR-02 using instructions for specific fan hub part number.
(7) Make an entry of fan disc Life Limited Part Log Card indicating types and results of
inspections performed.
(8) If inspection requirements of Steps (3) and (4) are not met and damage is beyond
repairable limits of Approved Repairs, return fan disc for engineering evaluation to the
following address.

Distribution Center
Attention: NDE Engineering, Dept 93-77/404-216
(9) Reinstall fan blades in accordance with Removal/Installation.

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Nov 30/06


Fan Disc Inspection

Figure 206
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July 31/95


NOTE: Spray areas are areas within dotted lines with arrows.
Fan Disc Dry-Film Lubricant Removal/Application

Figure 206.1
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2. E. Additional Inspection Requirements When Performing Overspeed Inspection
(1) Perform dimensional inspection of fan rotor assembly. (See Figure 207.)
(a) Measure Diameter E. Diameter E shall be 10.5993 to 10.6023 inches.
(b) Measure Diameter F at a point not more than 0.300 inch forward of Surface A.
Diameter F shall be 5.960 to 5.980 inches.
Fan Rotor Assembly Dimensional Inspection

Figure 207
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(1) Clean nut retainer, retainer ring, nut in accordance with 72-00-00, Cleaning/Painting,
(2) Clean fan rotor assembly by brushing assembly with methyl-ethyl-ketone (MEK) as
required.
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Aug 23/02



Reason: To revise Table 205 and Table 206.
Add the following to Table 205.
DiskBal Software Provides blade distribution solution for opti- 3727214-1

(Honeywell Blade mum rotor assembly balance.
Mapping Program)
Moment Weight Fixture Used to attach fan blades to moment weight 3727348-1
scale.
Use the following Table 206 title in lieu of the existing Table 206 title and add the following to Table 206.
Moment weight scale (Model No. AMI-5K w/ Able Scale & Equipment Corp, 10 Hilliard St,
Part No. 101-1209A1 bracket) Manchester, CT 06040

UP833486
Page 1 of 1
Aug 29/07
See TR
4. Approved Repairs
Table 205. Special Tools, Fixtures and Equipment

Nutplate Wrench Set Used to install nuts on fan rotor assembly. 293328-1
Fan Disc Straightener Used to straighten fan disc wings. 831223-1

CARBON.
Grinding tool (Norton, Mounted Wheel Shape Kennametal Abrasives, 2950 W Thomas Rd,
No. B2124) Phoenix, AZ 85017
Peening material, steel shot (S-70) Premier Shot Co Inc, 1203 W 65th St, Cleveland,
OH 44102
Peening material, steel shot (S-110) Premier Shot Co Inc, 1203 W 65th St, Cleveland,
OH 44102
UP833486
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Nov 30/05

See TR
NOTE: Perform inspection of first stage compressor blades in accordance with
72-30-04 to determine if compressor blades were damaged when fan blade
damage occurred.
While it is allowable to repair fan blades damaged from foreign objects or
bird strikes, blending and cropping using the following instructions may
result in the generation of an acoustic signature. The acoustic signature
generated depends on certain combinations of airframe inlet and degree of
blending and cropping. Such acoustic waves may lead to excitation of the
airframe inlet assembly and loss of rivets and cracks in the airframe inlet
sheet metal. For this reason, the preferred method to address heavy fan
blade damage due to FOD is to replace the damaged fan blade(s). Fan
blades having only small nicks that occur as part of normal engine opera-
tion should be hand stoned or lightly blended and reused. Refer to SIL
F731-95 for additional information.
Repair damaged blades by removing damaged material. To maintain part
integrity and prevent performance loss, material removal shall be limited to
the following requirements.
Requirement 1. Maximum allowable material removal on any single blade
shall not exceed limits of Figures 208, 209, and 210.
Requirement 2. Total leading and trailing edge material for a set of 30
blades which may be removed shall not exceed 9.4
square-inches. (See Figure 209.) No more than 2.0
square-inches of the 9.4 square-inches may be re-
moved from trailing edges.
Blade repair is limited to material removal from the leading and trailing
edges, the tip, and the midspan damper as specified in Figures 208, 209
and 210.
Substantial material removal in accordance with the following repairs may
affect fan rotor assembly balance. When subsequent vibration check and
fan trim balance requirements cannot be met as a result of repairs, improve
fan rotor assembly balance to meet requirements as specified in the follow-
ing procedure.
New blades may be substituted for previously blended blades, or blades
that require blending to ensure that no more than 9.4 square-inches of
material is removed from the total set of 30 blades. If more than ten blades
have been replaced since fan rotor assembly performance was last verified
on a test cell, a new test cell performance run shall be accomplished in
accordance with Engine HMM to ensure N1 versus thrust requirements are
met.
If new blend limit has been exceeded prior to August 1986, no further
blending is allowed.
After a test cell performance run has been accomplished and N1 versus
thrust verified any blade replacements recorded on fan disc life limited part
log should be zeroed out. A new blade replacement count starts after the
performance run.
UP833486
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June 9/06



Reason: To revise Paragraph 4.A. NOTE.
Use the following revised NOTE prior to Paragraph 4.A. in lieu of the existing NOTE prior to Paragraph
4.A.

UP833486
Page 1 of 3
Aug 29/07


NOTE: Perform inspection of first stage compressor blades in accordance with
72-30-04 to determine if compressor blades were damaged when fan blade
damage occurred.
While it is allowable to repair fan blades damaged from foreign objects or

bird strikes, blending and cropping using the following instructions may
result in the generation of an acoustic signature. The acoustic signature
generated depends on certain combinations of airframe inlet and degree of
blending and cropping. Such acoustic waves may lead to excitation of the
airframe inlet assembly and loss of rivets and cracks in the airframe inlet
sheet metal. For this reason, the preferred method to address heavy fan
blade damage due to FOD is to replace the damaged fan blade(s). Fan
blades having only small nicks that occur as part of normal engine opera-
tion should be hand stoned or lightly blended and reused. Refer to SIL
F731-95 for additional information.
Repair damaged blades by removing damaged material. To maintain part

integrity and prevent performance loss, material removal shall be limited to
the following requirements.
Requirement 1. Maximum allowable material removal on any single blade

shall not exceed limits of Figures 208, 209, and 210.
Requirement 2. Total leading and trailing edge material for a set of 30

blades which may be removed shall not exceed 9.4
square-inches. (See Figure 209.) No more than 2.0
square-inches of the 9.4 square-inches may be re-
moved from trailing edges.
Blade repair is limited to material removal from the leading and trailing
edges, the tip, and the midspan damper as specified in Figures 208, 209,
and 210.
Substantial material removal in accordance with the following repairs may

affect fan rotor assembly balance. When subsequent vibration check and
fan trim balance requirements cannot be met as a result of repairs, improve
fan rotor assembly balance to meet requirements as specified in the follow-
ing procedures, or by use of optional method for fan blade redistribution
(Paragraph 4.F.).
New blades may be substituted for previously blended blades, or blades

that require blending to ensure that no more than 9.4 square-inches of
material is removed from the total set of 30 blades. If more than ten blades
have been replaced since fan rotor assembly performance was last verified
on a test cell, a new test cell performance run shall be accomplished in
accordance with Engine HMM to ensure N1 versus thrust requirements are
met.

UP833486
Page 2 of 3
Aug 29/07


NOTE: If new blend limit has been exceeded prior to August 1986, no further
(CONT) blending is allowed.
thrust verified any blade replacements recorded on fan disc life limited part
performance run.

UP833486
Page 3 of 3
Aug 29/07


Reason: To add a NOTE prior to Step 4.A.(7).
Add the following NOTE prior to Step 4.A.(7).
NOTE: As an option to improve fan balance, the fan blades may be

redistributed using the steps listed in Paragraph 4.F., in lieu of
the following step.

UP833486
Page 1 of 1
Aug 29/07
See TR
4. A. Repair of Fan Blades (Installed or Uninstalled) by Blending
NOTE: Repair of damage to fan blades may be accomplished without remov-

ing the fan rotor assembly provided all repair criteria for the required
repairs can be met.
(1) If necessary, remove fan rotor assembly. Refer to Removal/Installation.
(2) Repair blades with minor leading or trailing edge damage in accordance with Figure
208 and Step (8). Refer to Step (5) if blade leading and trailing edge repair cannot be
accomplished within the limits of Figure 208.
(3) Blade tip cutout may be cropped in area shown on Figure 208. Material removed shall
not exceed a total of 0.25 square inches.
(4) When leading or trailing edge damage requires blending to a depth greater than 0.060
inch or if two or more areas of leading or trailing edge require blending to a depth less
than 0.060 inch, material shall be removed from point of maximum blend depth out to
tip as shown in Figure 209.
(5) Repair blades with leading and trailing edge damage beyond the scope of repair shown
in Figure 208 in accordance with Figure 209 and Step (8).
(6) Repair blades with midspan damper or tip damage in accordance with Figure 210 and
Step (8).
(7) When required to improve fan rotor assembly balance as indicated by vibration check
and fan trim balance procedure following blade repair, remove material from blade
installed 180 degrees from repaired blades. Use a template of the opposite repaired
blade to guide blending. Blend in accordance with procedures used on repaired blade
but do not remove more material than necessary to allow fan trim balancing.
UP833486
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Nov 26/03


Fan Blade Tip Repair Limits and Minor Leading and Trailing Edge Repair
Figure 208
UP833486
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July 31/95


Fan Blade Maximum Leading and Trailing Edge Repair

Figure 209
UP833486
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July 31/95


Fan Blade Midspan Damper Repair

Figure 210
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July 31/95



Reason: To add Step 4.A.(10a) to repair fan blade tip discoloration.
Step 4.A.(10a) is added after Step 4.A.(10)(e) as follows:
(10a) Repair fan blade tip discoloration (blue tint) caused by blade tip rub.
(a) Degrease as required with solvent (MIL-PRF-680) to remove oil and grease
contamination.
(b) Immerse blade in alkaline cleaner solution (Method No. 202A) at temperature of
170 ±10°F (77 ±6°C) for 3 to 5 minutes minimum. Scrub surface with a stiff plastic
fiber bristled brush to remove surface contamination.
(c) Lightly abrade affected area with Scotch Brite pad to remove abradable coating
deposits and heat tint discoloration. Wipe with ethanol-saturated lint free cloth to
remove residue. Other solvents which are safe for titanium may be used.
(d) Swab etch abraded area only in accordance with 72-IR-02, Appendix 2, Repair,
Method No. 415.
(e) Fluorescent penetrant inspect in accordance with ASTM E1417 or AMS 2647 Type I,
Method D, Sensitivity Level 4, in accordance with 72-IR-02 Appendix 1, Inspection,
Method No. 302A. No cracks or linear indications are allowed.
(f) If the cleaning process does not remove the discoloration, the blade should be
scrapped or returned to Honeywell for further evaluation.
(g) Blade must meet all other applicable inspection criteria after repair.
UP833486
Page 2 of 2
72-70-03 15 Jul 2015
See TR
CAUTION: USE EXTREME CAUTION WHEN USING GRINDER OR ROTARY
FILE FOR MATERIAL REMOVAL TO ENSURE THAT TITANIUM
IS NOT OVERHEATED AND THAT NO MATERIAL DISCOLOR-
ATION OCCURS. OVERHEATING TITANIUM CAUSES THE
MATERIAL TO BE SUSCEPTIBLE TO CRACKING.
4. A. (8) Observe material removal and rework finishing requirements for all blades or midspan
damper repair.
(a) Use rotary file or hand grinder for initial material removal. Full radius is required
on edges of blade or midspan damper or reworked areas. (See Figures 208,
209, and 210.)
(b) Perform final finishing with a hand file and by stoning. Final surface finish of
reworked areas shall be 32 microinches or smoother.
(9) Repair (Zone 5, Figure 205) damaged bumper pad. (See Figure 210.1.)
(a) Hand finish to blend out damage. Remove minimum amount of material when
blending.
(b) Refer to Figure 210.1 for specified limits of repair.
(c) Deburr. Surface finish to be 32 microinches or better with no sharp corners.
(10) Repair (Zone 6, Figure 205) damaged midspan damper.
(a) Carefully hand finish to remove damage, avoiding contact with hard coat surface.
(b) Deburr. Surface finish following handfinish to be 32 microinches or better with

no sharp corners.
(c) Apply masking tape to cover entire fan blade exposing only the reworked area.
(d) Perform shotpeen procedure to reworked area at an intensity of 6-9N using S-70
or S-110 shot in accordance with SAE AMS 2430 or SAE AMS-S-13165.
(e) Remove masking tape. Clean blade in accordance with 72-00-00, Cleaning/
(11) Make entry in fan disc life limited part log noting engine operating time and repair.
Enter total amount of removed material from blades.
(12) Install fan rotor assembly. Refer to Removal/Installation.
(13) Perform vibration check procedure in accordance with 72-00-00, Adjustment/Test.

UP833486
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June 9/06


Fan Blade Midspan Damper Bumper Pad Repair

Figure 210.1
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July 31/95



Reason: To revise the NOTE prior to Step 4.B.(3).
Use the following revised NOTE prior to Step 4.B.(3) in lieu of the existing NOTE prior to Step 4.B.(3).
NOTE: When replacing two adjacent blades in the following step, the total
moment weight of the two defective blades may be matched with the
total moment weight of the two replacement blades when the com-
bined values provide a better match than can be obtained by matching
single blade moment weights.
To ensure the weight of replacement blades to be installed in any 90

degree segment of fan rotor assembly is correct, it is recommended
the blades be pan weighed. Compare the total pan weight of all re-
moved blades in any 90 degree segment to the total pan weight of
replacement blades to be installed in same 90 degree segment. The
total pan weight of removed and replacement blades should be the
same within eight grams or fan trim balance may not be possible.
As an option to the following steps, fan blades may be redistributed to

improve fan balance by using the steps listed in Paragraph 4.F.

UP833486
Page 1 of 1
Aug 29/07
See TR
NOTE: Replacement of individual fan blades requires simultaneous removal of all
blades because of the interlocking midspan dampers.
Prior to replacing damaged fan blades check fan disc life limited part log for
any previous replaced blades. If total of replaced blades including blades
to be replaced, exceeds ten since fan rotor assembly performance was last
verified on a test cell, a new test cell performance run must be accom-
plished on the fan rotor assembly in accordance with Engine Heavy Mainte-
nance Manual to ensure that N1 versus thrust requirements are met.
Do not count blades that have been replaced prior to August 1986. Howev-
er, all blade replacements after this date must be recorded on fan disc life
limited part log and applied to the new fan rotor assembly performance
criteria.
thrust verified, any blade replacements recorded on fan disc life limited part
performance run.
4. B. Replacement of Individual Fan Blades if Damaged Beyond Repair of Paragraph 4.A (See
Figure 211)
(1) Remove fan blades. Refer to Paragraph 1.B.
(2) Note the four digit number (Moment Weight) stamped on base of blades to be replaced
and record on Fan Blade Moment Weight Data Sheet, Figure 212.
NOTE: When replacing two adjacent blades in the following step, the total
moment weight of the two defective blades may be matched with the
total moment weight of the two replacement blades when the com-
bined values provide a better match than can be obtained by matching
single blade moment weights.
To ensure the weight of replacement blades to be installed in any 90

degree segment of fan rotor assembly is correct, it is recommended
the blades be pan weighed. Compare the total pan weight of all re-
moved blades in any 90 degree segment to the total pan weight of
replacement blades to be installed in same 90 degree segment. The
total pan weight of removed and replacement blades should be the
same within eight grams or fan trim balance may not be possible.
(3) Select replacement blade from available stock to match moment weight as close as
possible to defective blade.
(4) The maximum moment weight change per blade or adjacent blade grouping in any
90-degree segment of fan rotor assembly shall not exceed 90 gram-inches (or 8
grams).
UP833486
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Aug 23/02


5. BLADE 20. DISC AND HUB

*15. NUT

Fan Rotor Assembly
Figure 211
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July 31/95


Fan Blade Moment Weight Data Sheet

Figure 212
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July 31/95


4. B. (5) Local area of missing dry-film lubricant on fan disc and hub may be repaired by coating
with dry-film lubricant in spray can. If more than 50 percent of base metal in dovetail
area is exposed, recoat with dry-film lubricant in accordance with Inspection/Repair
Manual, 72-IR-02 using instructions for specific fan hub part number.
(6) Install fan blades. Refer to Paragraph 1.C.
(7) Install fan rotor assembly. Refer to Removal/Installation.
(8) Perform a vibration check in accordance with 72-00-00, Adjustment/Test.
(9) Make entry in fan disc life limited part log noting engine operating time and repair.
Enter fan blade part number and number of replaced blades.
(10) If a total of more than ten blades have been replaced since fan rotor assembly perfor-
mance was last verified on a test cell, a test cell performance run shall be accom-
plished in accordance with the heavy maintenance manual to ensure N1 versus thrust
CAUTION: FAN DISC IS A CRITICAL ENGINE COMPONENT WHICH IS AL-

LOWED LIMITED ACCEPTABLE DAMAGE AND MUST BE PRO-
TECTED DURING REWORK.
C. Replacement of Damaged Nuts on Fan Rotor Assembly
(1) Place protective material over fan disc surfaces to prevent damage during rework.
(2) Remove damaged nuts on fan rotor assembly using a punch.
(3) Install new nut in fan rotor assembly and secure using 293328-1 nutplate wrench set.
UP833486
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Aug 23/02



Reason: To revise the fan repair procedures. 1.A.B.C.D.E.
Add the following Paragraph F.
F. Optional Method for Fan Blade Redistribution to Improve Fan Balance
(1) Remove all fan blades in accordance with Disassembly.
(2) Measure moment weight of removed fan blades using moment weight scale and
3727348-1 moment weight fixture in accordance with the moment weight scale
manufactures instructions. Record moment weight of fan blades on Fan Blade Moment
Weight Data Sheet, Figure 212.
(3) Load 3727214-1 DiskBal software into suitable PC or laptop computer. Input the fan
blade moment weights recorded on Fan Blade Moment Weight Data Sheet, Figure 212,
and execute DiskBal program and print results in accordance with DiskBal user manual
instructions.
(4) Local areas of missing dry-film lubricant may be repaired by coating with dry-film lubri-
cant in spray can. If more than 50 percent of base metal in dovetail area is exposed,
recoat with dry-film lubricant in accordance with Inspection/Repair Manual, 72-IR-02,
APPENDIX 2, REPAIR, Method No. 403W.
(5) Install fan blades in clockwise numerical sequence as indicated on DiskBal printout in
accordance with Assembly.

UP833486
Page 1 of 1
Aug 29/07
See TR
4. D. Repair of Fan Disc Nut Surface
CAUTION: BLENDING SHALL BE ACCOMPLISHED WITH MINIMUM MATERIAL

REMOVAL AND SHOULD NOT EXCEED DEPTH OF TOOLING MARK.
(1) Repair fan disc nut surface 0.021 to 0.035 inch in depth. (See Figure 214.)
(a) Using a 0.125 inch diameter spherical shape grinding tool, remove raised metal
from fan disc nut surface or adjacent surface.
(b) Carefully blend to depth of tooling mark. Depth after blending shall not exceed
0.035 inch and diameter of blend shall not exceed 0.125 inch.
(c) All blending shall result in a shallow spherical depression, which is smoothly
blended into surrounding area.
CAUTION: WHEN STRAIGHTENING FAN DISC WINGS, GOING BEYOND THE

ORIGINAL CONTOUR OF THE FAN DISC WING, CREATING A NEED
TO READJUST THE WING IN THE OPPOSITE DIRECTION WILL
CAUSE UNDO STRESS TO THE WING AREA. THEREFORE, USE
EXTREME CAUTION NOT TO GO BEYOND THE ORIGINAL CON-
TOUR.
E. Repair of Bent Fan Disc Wings
(1) Using 831223-1 fan disc straightener, straighten fan disc wing to original contour.
tices. Cracks or indications are not acceptable.
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Installation of Fan Rotor Assembly

Figure 213
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July 31/95


Fan Disc Nut Surface Repair

Figure 214
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UP833486
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Apr 22/05


FAN BY-PASS STATOR INSTALLATION

A. Removal of Fan By-Pass Stator (See Figure 201)

(2) Remove bolts, washers, and fan by-pass stator.
B. Installation of Fan By-Pass Stator
(1) Apply light coat of anti-seize lubricant to threads of bolts. Install fan by-pass stator
ensuring inner bolt holes are properly aligned over studs on intermediate case assem-
bly. (See Figure 201.) Secure with washer (10) and bolts (5). Tighten bolts (5) to 40
inch-pounds torque.
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5. BOLT 35. FAN BY-PASS STATOR

10. WASHER 40. [POST SB TFE731-72-3543]
*30. NUT GASKET
Fan By-Pass Stator Installation

Figure 201
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Nov 26/03


2. Inspection/Check
A. Visual Inspection of Fan By-Pass Stator
(1) [Pre SB TFE731-72-3652] Inspect by-pass stator as follows.
(a) Visually inspect stator. Cracks and broken welds shall be cause for replacement.
(b) Visually inspect welds securing retainers to stator vane tips. Broken welds caus-
ing separation of vanes from retainers, not exceeding a total of 8 per assembly
are acceptable. If limit is exceeded, repair welds in accordance with Approved
Repairs.
(c) Visually inspect vane surfaces for deformation. Dents not exceeding a depth on
0.100 inch are acceptable for dents not within 0.100 inch of vane inner or outer
base. Dents not exceeding depth of 0.050 inch within 0.100 inch of vane inner
or outer base are acceptable providing no deformation is caused on opposite
side of vane.
(d) Visually inspect vane surfaces for nicks. Nicks not exceeding a depth of 0.015
inch are acceptable. If nicks are within limit specified, perform fluorescent pene-
trant inspection on area of vanes containing nicks in accordance with 70-00-00,
Standard Practices. (Do not dip stator in penetrant.) Cracks are cause for re-
placement.
(e) Visually inspect for loose, stripped, or cross threaded nuts. Replace damaged
nuts in accordance with Approved Repairs.
(f) Visually inspect gasket material at outer mount bolt holes for damage or loose-
ness. Refer to Approved Repairs for repair of gasket material.
(g) Replace stator if inspection criteria of Steps (1) through (6) are not met and
damage is beyond scope of Approved Repairs.
(2) [Post SB TFE731-72-3652] Inspect by-pass stator. (See Figure 202.)
NOTE: The fan stator vane assembly is inspected as an assembly and

does not require disassembly for inspection.
If inspecting the fan stator vane assembly while installed on the

engine, inspect external visible areas of the assembly using the
following criteria.
(a) Visually inspect for loose damaged or missing rivets. Loose, damaged or miss-
ing rivets are not allowed. Replace rivets.
(b) Visually inspect for torn or missing grommets. Torn or missing grommets are not
allowed. Replace grommet. Misaligned (not fully seated) shroud grommets (30)
are allowed until next access to component.
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[Post SB TFE731-72-3652]
Fan Stator Vane Assembly Inspection (Typical)
Figure 202
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2. A. (2) (c) Visually inspect stator vane. (See Figure 203.)
1 Inspect for buckling resulting from foreign object damage. Buckling is not
allowed. Replace vane.
2 Inspect for erosion. Wear on screen edges allowed up to 0.100 inch deep.
Blend repair. Replace vane if wear is beyond 0.100 inch.
3 Inspect for delamination adjacent to foreign object damage. Damage is

allowed up to 0.150 inch. Replace vane if beyond limit.
4 Inspect for nicks and pits in leading and trailing edges.
a Zone 1 − One per edge 0.125 inch deep by 0.125 inch wide maximum
allowed after blend repair.
b Zone 2 − Two per edge 0.300 inch deep by 0.625 inch wide maximum
after blend repair.
5 Leading edge screen tear-backs not allowed. Replace vane.
(d) Visually inspect stator shroud (40, Figure 202) for cracks. Cracks are not al-
lowed. Replace stator shroud.
(e) Visually inspect stator hub for cracks. Cracks are not allowed. Replace stator
hub.
KEY TO FIGURE 202
5. RIVET 40. STATOR SHROUD

*15. SOLID RIVET 45. STATOR HUB
17. TAPE 50. HUB GROMMET
20. RETAINING BAND 55. GASKET
30. SHROUD GROMMET 60. NUT
35. STATOR VANE
*NOT REMOVED UNLESS DAMAGE IS EVIDENT.

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LIMITS
DIM. A 3.5 inches (89.0 mm)
DIM. B 3.0 inches (76.2 mm)
Fan By-Pass Vane Inspection (Typical)

Figure 203
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NOTE: Use care when cleaning outer shroud so as not to loosen gasket material at
mount bolt holes.
(1) Clean standard metallic hardware in accordance with 72-00-00, Cleaning/Painting,

(2) Clean fan by-pass stator assembly with solvent to remove oil and grease contamina-
tion.
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4. Approved Repairs

223-6N-01, St Paul, MN 55144-1000
Primer (DC-1200) (Alternate for primer Dow Corning Corp, P.O. Box 995, 3901 S
(SS-4004)) Saginaw Rd, Midland, MI 48640
Primer (SS-4004) (Preferred) General Electric Co, GE Silicones, 260 Hudson
River Rd, Waterford, NY 12188


Nutplate Wrench Set Used to install nuts on fan by-pass stator. 293328-1
A. Repair of Fan By-Pass Stator
(1) Repair damaged nuts.
(a) Remove damaged nuts using a punch.
(b) Install new nut and secure using 293328-1 nutplate wrench set.
(2) Repair of loose or damaged gasket material.
(a) If damaged, remove gasket using good shop practices.
(b) Abrade surface to be bonded with abrasive pads or equivalent abrasive paper.
Clean area by wiping with clean cloth saturated with solvent and let dry.
(c) Apply a thin coat of primer, let air dry for 30 minutes.
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NOTE: Adhesive is applied to the etched (brown) side of the gasket.
4. A. (2) (d) If loose, apply a thin layer of adhesive (approximately 0.010 inch thick) to the
etched (brown) side of the gasket and to the fan by-pass stator. Applying slight
finger pressure, press components together. Cure at 121°C (250°F) for 4 hours.
Use tape or clamping fixture to maintain alignment of components during cure
time.
(e) If replacing gasket, apply a thin layer of adhesive (approximately 0.010 inch
thick) to the etched (brown) side of the gasket and to the fan by-pass stator.
Applying slight finger pressure, press components together. Cure at 121°C
(250°F) for 4 hours. Use tape or clamping fixture to maintain alignment of com-
ponents during cure time.
(3) Repair of broken and/or cracked welds at vane retainer.
(a) Hand abrade crack in weld joint.
(b) Clean surfaces with solvent.
NOTE: All welds shall be in accordance with AWS D17.1.
(c) Weld damaged retainer welds to vane using filler rod (CRES 347, CRES 349, or
19-9W Mo).
NOTE: Refer to Figure 202 for component location during the following proce-
dures.
(4) [Post SB TFE731-72-3652] Repair of fan stator vane assembly.
NOTE: Remove and install damaged stator vanes one at a time.
(a) Remove damaged stator vane (35).
1 Position fan stator vane assembly on a flat surface, forward side up.
2 Install band clamp (approximately 31 inches in diameter), to hold the fan

stator vane assembly slightly compressed while removing rivets.
a Fabricate a band clamp with a worm drive band and a worm drive
buckle. Weld a section into the band clamp that will allow access to
rivets when it is positioned over the retaining band.
b Install band clamp around circumference of fan stator vane assembly

as shown in Figure 204. Position the band clamp centered over the
retaining band (20, Figure 202). Do not overtighten the band clamp.
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Band Clamp Installation (Typical)

Figure 204
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CAUTION: BE CAREFUL NOT TO ENLARGE RIVET HOLES.
OVERSIZE HOLES COULD AFFECT CORRECT
INSTALLATION OF REPLACEMENT RIVETS AND
SECURITY OF PARTS.
NOTE: Removal of solid rivets is not required to remove retaining

band. Do not remove solid rivets unless damage is evi-
dent.
4. A. (4) (a) 3 Remove rivets (5) securing retaining band (20) to fan stator vane assembly
in accordance with 70-00-00, Standard Practices, then remove retaining
band (20).
4 Remove band clamp from fan stator vane assembly.
NOTE: The protective tape can be cut and removed for individual
stator vane replacement. To avoid a seam between stator
vanes, cut tape at center of stator vane top surface.
5 Cut and remove tape (17) from stator vane (35) top surface, as required.
NOTE: Use a wooden tongue depressor or equivalent to protect

stator shroud (40) from damage during removal of stator
vane (35).
6 Use a standard screwdriver to pry between forward end of stator vane (35)
foot and stator shroud (40) until approximately one-fourth of stator vane (35)
is removed from fan stator vane assembly.
7 Lift convex side of shroud grommet (30), then turn stator vane (35) approxi-
mately 45 degrees clockwise (toward aft side of fan stator vane assembly).
8 Remove stator vane (35).
(b) Install replacement stator vane (35) into fan stator vane assembly.
1 Position vane (35) into shroud grommet (30) at a 45 degree angle and push
forward until approximately three-fourths of stator vane (35) is installed in
fan stator vane assembly.
2 Turn stator vane (35) counterclockwise to align with hub grommet (50), then
push stator vane (35) forward until fully seated in hub grommet (50).
3 Make sure shroud grommet (30) and hub grommet (50) remain fully seated
after stator vane (35) installation and adjust as required.
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4. A. (4) (b) 4 Make sure retaining band (20) slot in stator vane (35) top surface is aligned
with adjacent stator vane (35) slots. If required, adjust stator vane (35)
position to align retaining band (20) slots.
NOTE: Tape can be cut to length for individual stator vane re-
placement. Make sure tape is cut so that a tape seam
does not occur between stator vanes.
5 Cut a length of tape (17) and install over retaining band (20) slot in stator
vane (35) top surface. Make sure a one inch overlap at seam exists after
installation.
6 Install retaining band (20) onto fan stator vane assembly as follows.
CAUTION: MAKE SURE THE RETAINING BAND IS CEN-

TERED OVER TAPE AND IS NOT TOUCHING
THE FAN STATOR VANE. IF RETAINING BAND
AND FAN STATOR VANE REMAIN TOUCHING,
CORROSION (GALVANIC) WILL OCCUR.
NOTE: To aid in installation of retaining band (20) and band

clamp, using a locally fabricated clamp, clamp the
retaining band (20) and band clamp in several places
to hold them in place on the fan stator vane assembly.
a Install retaining band (20) and band clamp around circumference of fan
stator vane assembly as shown in Figure 204. Tighten band clamp, as
required until holes in retaining band (20, Figure 202) are aligned. Do
not overtighten band clamp.
If rivet holes in retaining band (20) do not align after installation of band
clamp, remove band clamp and inspect all stator vanes (35) for proper
installation.
b Install rivets (5) securing retaining band (20) to fan stator vane assem-
bly in accordance with 70-00-00, Standard Practices.
c Remove band clamp.

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NOTE: Remove shroud grommet only if it is to be replaced.
4. A. (4) (c) Replace damaged shroud grommet (30).
1 Remove stator vane (35) adjacent to shroud grommet (30) in accordance

with Step (4)(a).
2 Remove shroud grommet (30) from stator shroud (40) and replace with a
new shroud grommet.
NOTE: Remove hub grommet only if it is to be replaced.
(d) Replace damaged hub grommet (50).
1 Remove stator vane (35) adjacent to hub grommet (50) in accordance with
Step (4)(a).
2 Remove hub grommet (50) from stator hub (45).
a Push on convex side of hub grommet (50), then pull hub grommet (50)
through inside of stator hub (45).
b Remove hub grommet (50).
3 Install replacement hub grommet (50) into stator hub (45).
a Install trailing edge of hub grommet (50) into trailing edge of slot in
stator hub (45).
b Twist hub grommet (50) to engage concave side lip of hub grommet
(50) into stator hub (45) slot.
c Using a small screwdriver or equivalent, push on inside diameter of

hub grommet (50) convex side to fully seat hub grommet (50) inside
stator hub (45) slot.
(e) Replacement of loose, damaged, or missing rivets.
1 Position fan stator vane assembly on a flat surface, front facing up.
NOTE: To aid in installation of band clamp, using a locally fabri-

cated clamp, clamp the band clamp in several places to
hold it in place on the fan stator vane assembly.
2 Install band clamp around circumference of fan stator vane assembly as

shown in Figure 204. Ensure that rivets (5, Figure 202) are accessible after
installation of band clamp. Do not overtighten band clamp.
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CAUTION: WHEN REMOVING RIVETS, USE CAUTION NOT TO
ELONGATE OR OVERSIZE RIVET HOLES. OVER-
SIZE HOLES COULD AFFECT CORRECT INSTAL-
LATION OF REPLACEMENT RIVETS AND SECURI-
TY OF PARTS.
NOTE: When replacing damaged rivets, removal of retaining band

is required to recover rivet locking collar and debris.
Removal of solid rivets is not required to remove retaining

band.
4. A. (4) (e) 3 Remove rivets (5) securing retaining band (20) to fan stator vane assembly
in accordance with 70-00-00, Standard Practices, then remove band clamp
and retaining band (20).
4 Remove any rivet (5) locking collar and debris.
CAUTION: RIVETS MUST BE REPLACED ONE AT A TIME TO

MAINTAIN DIAMETER OF RETAINING BAND.
5 If required, remove damaged rivets (15) from retaining band (20), one at a
time, in accordance with 70-00-00, Standard Practices.
6 Replace damaged rivets (15) in accordance with 70-00-00, Standard Prac-

tices.
7 Install retaining band (20) as indicated in Step (4)(b)6.

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FAN DUCT SET INSTALLATION

A. Removal of Fan Duct Set

Sequence, Steps 9 through 21, as required.
(2) Remove nuts, washers, screws, and bolts securing fan duct set to engine support
housing.
(3) Remove bleed air ducts in accordance with 75-10-05, then remove fan duct set.
(4) Remove nuts, washers, and bolts securing sections of fan duct set together and sepa-
rate upper and lower sections.
(5) Remove nuts, washers, and bolts securing high pressure bleed air port cover on outer
duct, then remove cover and gasket.
NOTE: Perform the following step only if replacement of part is required.
(6) If applicable, remove nuts, washers, and screws from fuel meter bracket of lower half of
fan duct set.
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Aug 23/02


Fan Duct Set Installation

Figure 201
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July 31/95


KEY TO FIGURE 201
5. NUT 80. COVER

12. WASHER * 95. BRACKET
15. BOLT *100. BRACKET
17. SCREW *105. BRACKET
20. BOLT *110. BRACKET
25. SCREW *115. BRACKET
30. NUT *120. RIVET
32. NUT *124. INSERT
35. WASHER *125. INSERT
40. BOLT *126. NUTPLATE
45. BOLT *127. NUTPLATE
50. NUT *128. RIVET
55. WASHER *129. NUTPLATE
60. BOLT 130. FAN DUCT SET (MATCHED SET)
62. BOLT 135. SCREW
65. NUT 140. NUT
75. BOLT 150. HOIST BRACKET

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1. B. Removal of Fan Duct Set Upper Half Only (See Figure 201)
(1) Remove engine wiring harness in accordance with 72-00-02.
(2) Remove ignition unit and remove lockplate and grommet securing igniter leads to fan
duct set in accordance with 74-00-01.
(3) Remove solenoid controller valve and attached tubes in accordance with 76-10-01.
(4) Remove nuts, washers, screws, and bolts securing upper half of fan duct set to engine
support housing.
(5) Remove nuts, washers, and bolts securing halves of fan duct set together and separate
upper half.
(6) Remove nuts, washers, and bolts securing high pressure bleed air port cover on outer
duct, then remove cover and gasket.
(7) Remove nuts, washers, and screws securing hoist bracket, then remove hoist bracket.
values.
C. Installation of Fan Duct Set
(1) Apply a light coat of anti-seize lubricant to threads of screws for hoist bracket and
install screws, washers and nuts. Tighten screws (135) to 40 inch-pounds torque.
(See Figure 201.)
(2) Apply a light coat of anti-seize lubricant to threads of bolts for securing high pressure
bleed air port cover. Install high pressure bleed air port cover and gasket and secure
with nuts, washers and bolts. Tighten bolts (75, Figure 201) to 30 inch-pounds torque.
(3) Apply a light coat of anti-seize lubricant to threads of bolts for attaching halves of fan
duct set together. Assemble upper and lower sections of fan duct set together and
secure mating flanges with bolts, washers, and nuts. Tighten bolts (40, 45, 62, Figure
201) to 40 inch-pounds torque. Tighten bolts (60) to 60 inch-pounds torque.
(4) Position fan duct set on engine and install bleed air ducts in accordance with 75-10-05.
(5) Install screws, bolts, washers, and nuts securing fan duct set to aft flange of engine
support housing. Tighten nuts (5, Figure 202) to 40 inch-pounds torque.
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5. NUT 17. SCREW

10. WASHER 20. BOLT
15. BOLT
Fan Duct Set Attaching Hardware Installation

Figure 202
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July 31/95


values.
1. D. Installation of Upper Half Only of Fan Duct Set
(1) Apply a light coat of anti-seize lubricant to threads of bolts for securing high pressure
bleed air port cover. Install gasket and high pressure bleed air port cover and secure
with nuts, washers, and bolts. (See Figures 201 and 202.) Tighten bolts (75) to 30
inch-pounds torque.
(2) Position fan duct set upper half on engine.
(3) Apply a light coat of anti-seize lubricant to threads of bolts securing halves of fan duct
set together.
(4) Secure mating flanges with bolts, washers, and nuts. Tighten bolts (40, 60, Figure 201)
to 40 inch-pounds torque. Tighten bolts (45) to 60 inch-pounds torque.
(5) Install screws, bolts, washers, and nuts securing fan duct set upper half to aft flange of
engine support housing. Tighten nuts (5, Figure 202) to 40 inch-pounds torque.
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Aug 23/02



Reason: To change procedure for returning fan duct set to Honeywell for repair to repairing in
accordance with Inspection/Repair manual and replace TR 72-204 (added fan duct lifting (hoist)
bracket Compressor Zone Inspection (CZI) requirement).
Step 2.A.(5) is changed and Step 2.A.(6) is added as follows:
(5) Inspect internal surfaces adjacent to the HP bleed air boss for fretting from contact
with airframe HP bleed fairing. Fretting in skin up to 0.025 inch deep may be repaired
in accordance with Approved Repairs. Fretting in skin more than 0.025 inch deep
may be repaired in accordance with Inspection/Repair Manual, 72-IR-02.
(6) If complying with a Compressor Zone Inspection (CZI), perform a 10X visual
inspection of the lifting (hoist) bracket holes for cracks. No cracks are allowed.
(FAA APPROVED)
72-70-05 Page 2 of 2
UP833486
22 Aug 2014

See TR
2. Inspection/Check
A. Inspection of Fan Duct Set
(1) Inspect for deformation, cracks, or broken welds. Refer to Approved Repairs if damage
is indicated.
NOTE: Boss coatings are one piece castings located at the 3 o’clock (LP
bleed port), 9 o’clock (LP bleed port) and 6 o’clock (Bottom duct rib
and oil transfer tube port) positions on the lower half of fan duct set.
(2) Inspect for loose or missing rivets at boss to sheet metal interface. Loose or missing
rivets not acceptable; however sheet metal separation at boss casting and duct sheet
metal is acceptable.
(3) Inspect flanges and bosses for damage which would affect fit with mating parts. Re-
place fan duct set if damage is indicated.
(4) Inspect for damaged paint. If required, touch-up damaged paint in accordance with
Cleaning/Painting.
(5) Inspect internal surfaces adjacent to the HP bleed air boss for fretting from contact with
airframe HP bleed fairing. Fretting in skin up to 0.025 inch deep may be repaired in
accordance with Approved Repairs. If fretting exceeds 0.025 inch in depth, return fan
duct set to Honeywell for repair.
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June 9/06



Hydrofluoric acid (48 to 52% HF) Commercially available
A-A-59105)
Powder (Alodine 1200) (MIL-DTL-81706) Henkel Surface Technologies, 32100 Stephenson
Glendale, CA 91209
Clean parts as specified in Table 203 in accordance with cleaning methods provided in

201 80 Cover X X X X
130 Fan Duct Set X X
B. Touch Up of Damaged Painted Surfaces
(1) Touch up bare metal on surfaces with full coat of primer.
(a) Prepare primer by mixing equal parts by volume of primer and activator. Allow
(b) Apply one coat of primer by either brushing or spraying.
(c) Air-dry primer for a minimum of 30 minutes, then heat-cure with portable hot air
gun for 1 hour at temperature not exceeding 80°C (175°F).
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3. B. (2) Touch up damaged epoxy paint.
(a) Remove damaged paint and blend edges of damaged paint areas with abrasive
paper.
(b) Apply primer to any bare metal as specified in Step (1) to thickness of 0.001
inch.
(c) Prepare gloss light green epoxy-amine paint by mixing equal parts by volume of
epoxy paint and activator. Allow mixed gloss light green epoxy-amine paint to
stand for 45 minutes before application.
(d) Apply one coat of gloss light green epoxy-amine paint 0.002 to 0.003 inch thick
by either brushing or spraying.
4. Approved Repairs
A. Repair of Damaged Fan Duct Skin
(1) If skin is dented or displaced, restore original contour in accordance with good shop
practices. Ensure that surface is smooth in flow path of fan duct.
(2) Stop drill any cracks or tears in accordance with good shop practices.
(3) Cover cracks and tears, on external surfaces only, with a patch of similar material
(aluminum) of sufficient size to overlap damaged area to allow riveting through undam-
aged fan duct skin. Attach patch with sufficient quantity of rivets to provide firm
attachment with minimum leakage. Perform all repairs in accordance with good shop
practices.
B. Repair of Fretting Damage on Internal Surface of Fan Duct Set from Airframe HP Bleed
Fairing Contact
(1) Determine cause of fretting and correct to prevent further damage.
(2) Lightly blend fretting up to 0.025 inch deep, removing a minimum amount of material to
provide a smooth surface.
(3) If rivet heads have been fretted, replace Rivet, Part No. MS20470AD4D4-4-5, in
accordance with 70-00-00, Standard Practices. Coat rivet with primer (Green epoxy-
amine) 535K020/930K097 before installation.
(4) Accomplish pre-penetrant etch using aluminum etchant (10 v/v% hydrofluoric acid,
40 v/v% nitric acid (Commercial Item Description A-A-59105), and 50 percent distilled
water (or equivalent etch capable of removing 0.00005 inch of stock)) maintained at
room temperature. Mask off repaired area to prevent etchant from contacting adjacent
surfaces. Gently swab the hand-finished area with saturated swab for 30 seconds.
Thoroughly flush repair to remove etchant.
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4. B. (5) After etch, accomplish fluorescent penetrant inspection of the repaired area in accor-
dance with 70-00-00, Standard Practices. No indications are acceptable.
(6) Brush or swab repaired area with powder (Alodine 1200) (MIL-DTL-81706) for 1/2 to 3
minutes to achieve required coating in accordance with MIL-C-5541, Class 1A or
AMS 2473. Keep surfaces wet during entire period.
(7) Touch-up bare metal in accordance with 72-70-05, Cleaning/Painting.

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FAN SUPPORT ASSEMBLY INSTALLATION

Fan Support Assembly Lifts support assembly during removal and 298107-1
Hoist Fixture installation.

A. Removal of Fan Support Assembly

Sequence, Steps 3 and 4.
(2) Remove nuts and washers securing fan support assembly to intermediate case assem-
bly. (See Figure 201.)
NOTE: Whenever the fan support assembly is removed from the engine,
cover the oil scavenge port at the 6 o’clock position in the strut of the
intermediate case assembly. This is to ensure that tools or hardware
are not accidentally dropped into the opening.
(3) Remove fan support assembly using 298107-1 hoist fixture in conjunction with standard
shop hoist. Remove packing.
(4) If required, remove air-oil seal.

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Aug 23/02


5. NUT 20. FAN SUPPORT ASSEMBLY

10. WASHER 25. AIR-OIL SEAL
15. PACKING
Fan Support Assembly Installation

Figure 201
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Nov 26/03


1. B. Installation of Fan Support Assembly
Check Point 190: A. Verify proper clearance of tubes, tightness of compo-

nents, and cleanliness of cavity of fan support housing.
B. Verify proper installation of locking washers (10, 15,

Figure 201, 72-72-01).
C. Verify proper installation of dowel retainer (10, 15, 20,

Figure 203, 72-72-02) and proper torque on nuts (5).
D. Verify final acceptance of fan support assembly (20,

Figure 201).
Check Point 195: A. Verify fan support assembly (20) is completed and
properly identified.
(1) Install new packing in groove of fan support assembly. (See Figure 201.)
NOTE: Remove covering from oil scavenge port at the 6 o’clock position in the
strut of the intermediate case assembly.
(2) Coat threads of studs on intermediate case assembly, over which fan by-pass stator
assembly has been installed and which attach fan support assembly, with a light coat of
anti-seize lubricant. Install fan support assembly, with packing using 298107-1 hoist
fixture in conjunction with standard shop hoist, over studs and secure with nuts and
washers. Tighten nuts (5) to 365 inch-pounds torque.
(3) If removed, install air-oil seal into bore between fan shaft and seal carrier. Ensure
air-oil seal is seated against seal rotor.
Check Point 200: B. Verify air-oil seal (25, Figure 201) is installed.
tion Sequence, Steps 5 and 6.
UP833486
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Aug 23/02


2. Inspection/Check
A. Inspection of Fan Support Assembly
Inspect for cracked, loose, or worn components. Replace unserviceable items in accordance
with 72-71-01, 72-71-02, or 72-71-03, as required.
(1) Clean exterior surfaces of fan support assembly in accordance with 72-00-00,
Cleaning/Painting, Cleaning Method No. 1, except limit application of solvent to spray-
ing only.
(2) Clean standard hardware in accordance with 72-00-00, Cleaning/Painting, Cleaning

Method No. 1 or 2.
UP833486
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Aug 23/02


BY-PASS FAN SUPPORT AND SHAFT SECTION − DESCRIPTION AND OPERATION
1. General
The by-pass fan support and shaft section consists of a fan seal assembly and roller bearing
section, fan support, deflector, and fan thrust bearing section, fan shaft assembly and ring gear
section.
The section provides the support for the by-pass fan and ring gear section. The fan seal assembly
prevents oil from getting into the fan air-flow and the ring gear section drives the fan.
UP833486
72-71-00 Page 1
Apr 22/05



UP833486
72-71-00 Page 2
Apr 22/05


FAN SEAL ASSEMBLY AND ROLLER BEARING

Mechanical Bearing Replaced by 831380-1. 289757-1
Removal Puller
Installation and Removal Replaced by 831356-1. 291268-2
Seal Driver
Seal Positioning Fixture Installs seal and seal housing. 296447-1
Bearing Installation Supports housing assembly and installs fan- 298112-1
Fixture Assembly shaft bearings.
Seal Installation and Installs and removes seal. 831356-1
Removal Driver
Bearing Removal Removes roller bearing from fan shaft. 831380-1
Mechanical Puller
Assembly
*No. 1 Seal Removal Tool Removes No. 1 seal. 831481-1
*No. 1 Seal Runner Protects No. 1 carbon seal during installation. 831488-1
Protective Sleeve
*[Post SB TFE731-72-3597 or Post SB TFE731-72-3613]

*Abrasive (Scotch-Brite) (Red or Green Pads) 3M Abrasive Systems Div, 3M Center, Building
223-6N-01, St Paul, MN 55144-1000
Hanover, NJ 07936
(Royco HF-825))
UP833486
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Nov 26/03



*Penetrating oil (CRC 3-36) CRC Industries Inc, 885 Louis Dr, Warminster, PA
18974-2869
*Penetrating oil (CHESTERTON, 81308, 15 OZ EW Chesterton, 860 Salem St, Groveland, MA
3-36))
*Penetrating oil (Spray-On 711) (Alternate for Sprayon Products, 26300 Fargo Ave, Bedford
UP833486
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Nov 26/03


NOTE: See Figures 201 or 201.1 for location of components during the following
procedures.
1. A. Removal of Fan Seal Assembly and Roller Bearing

Sequence, Steps 3 and 4.
NOTE: Whenever the fan support assembly is removed from the engine,
cover the oil scavenge port at the 6 o’clock position in the strut of the
intermediate case assembly. This is to ensure that tools or hardware
are not accidently dropped into the opening.
(2) If removed from engine, place fan support assembly on 298112-1 fixture assembly.
NOTE: [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] When the

No. 1 seal and seal housing is removed from the fan support, a new
(not previously run) No. 1 segmented carbon seal must be installed.
(3) Remove bolts securing seal and seal housing to fan support housing. Remove as-
sembled seal and seal housing.
(4) Remove air-oil seal.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP, HANDLE SEAL

WITH CARE TO AVOID INADVERTENT DISASSEMBLY. SEAL IS
PRESSURE CHECKED AS A UNIT AND SHOULD NOT BE DIS-
ASSEMBLED IF SEAL IS TO BE REUSED. SEAL COM-
PONENTS ARE EASILY DAMAGED BY HANDLING.
(5) [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Remove No. 1 fan carbon
seal. (See Figure 201.)
(a) If seal was previously installed using compound (Loctite), thermally degrade by
heating to 260°C (500°F).
(b) Remove seal from seal and seal housing using 831356-1 driver, then remove
shims noting number and thickness to aid in reassembly.
(c) Remove packings from seal and seal housing. Discard packings.
(d) Remove compound, if present, using a scouring pad and solvent.

UP833486
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Fan Seal Assembly and Roller Bearing
Figure 201
UP833486
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Nov 26/03


1. A. (6) [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Remove No. 1 fan seg-
mented carbon seal. (See Figure 201.1.)
(a) Remove No. 1 fan segmented carbon seal from seal and seal housing using
831481-1 removal tool.
(b) Remove and discard packing.
(c) Remove seal runner assembly and seal runner retainer.
(7) Remove seal plate or packing as applicable.
(8) [Pre SB TFE731-72-3597 or Pre SB TFE731-72-3613] Remove spacer and seal rotor,
then remove packing from spacer. Discard packing.
(9) [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Remove spacer, then re-

move packing from spacer. Discard packing.
KEY TO FIGURE 201

* 5. BOLT 30. PACKING
** 7. BOLT #35. SPACER
8. AIR-OIL SEAL #37. SPACER
*10. SEAL PLATE ##38. SPACER
**12. PACKING 40. SEAL ROTOR
15. NO. 1 FAN CARBON SEAL 45. ROLLER BEARING
20. SHIM 50. THRUST WASHER
25. SEAL AND SEAL HOUSING (SEAL 55. SPRING WASHER
CARRIER, PART NO. 3071966-X) **60. PACKING
27. SEAL AND SEAL HOUSING (SEAL
CARRIER, PART NO. 3075275-X OR
3075410-X)
*USED WITH SEAL AND SEAL HOUSING, PART NO. 3071966-X

**USED WITH SEAL AND SEAL HOUSING, PART NO. 3075275-X OR 3075410-X
#[PRE SB TFE731-72-3495]
##[POST SB TFE731-72-3495]
UP833486
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No. 1 Segmented Carbon Seal and Roller Bearing Assembly
Figure 201.1
UP833486
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Nov 26/03


CAUTION: COMPONENTS (RACE, ROLLERS, CAGE, ETC) OF EACH
1. A. (10) Remove roller bearing using 831380-1 puller.
(a) If it appears that excessive force is needed to remove the bearing, apply a liberal
amount of penetrating oil between the bearing inner race and the shaft to assist
in the removal of the bearing.
(b) Repeat the application of penetrating oil as necessary to ease the removal of the
bearing.
(11) Remove thrust washer bearing and spring washer.
KEY TO FIGURE 201.1
* 5. BOLT 27. SEAL AND SEAL HOUSING

** 7. BOLT (SEAL CARRIER, PART NO.
3075275-X OR 3075410-X)
8. AIR-OIL SEAL
**30. PACKING
*10. SEAL PLATE
35. SEAL RUNNER ASSEMBLY
**12. PACKING
40. SEAL RUNNER RETAINER
15. NO. 1 FAN SEGMENTED CARBON
SEAL 45. SPACER
25. SEAL AND SEAL HOUSING 55. ROLLER BEARING
(SEAL CARRIER, PART NO. 60. THRUST WASHER BEARING
3071966-X OR 3077122-X) 65. SPRING WASHER
*USED WITH SEAL AND SEAL HOUSING, PART NO. 3071966-X OR 3077122-X
**USED WITH SEAL AND SEAL HOUSING, PART NO. 3075275-X OR 3075410-X
UP833486
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Apr 28/00


values.
See Figure 201 or 201.1 for location of components during the following
procedures.
1. B. Installation of Fan Seal Assembly and Roller Bearing
CAUTION: TO PREVENT DAMAGING SEAL AND SEAL HOUSING, ENSURE

SPRING WASHER IS PROPERLY SEATED ON INNER SURFACE
OF FAN SUPPORT HOUSING AND DOES NOT DROP INTO OIL
DRAIN GROOVE.
WHEN PERFORMING THE FOLLOWING STEP ANY SUBSTI-

PASSAGES, OIL SCREENS, ETC, IN THE LUBRICATING SYS-
BRICATION.
(1) [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Coat spring washer (55,
Figure 201) with assembly fluid and install into fan housing support. Ensure spring
washer is seated and does not drop into oil drain groove.
(2) [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Coat spring washer (65,

Figure 201.1) with assembly fluid and install into fan housing support. Ensure spring
washer is seated and does not drop into oil drain groove.
(3) [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Install thrust washer (50,
Figure 201) and roller bearing (45). Seat roller bearing on shaft using sleeve portion of
298112-1 fixture assembly.
(4) [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Install thrust washer (60,

Figure 201.1) and roller bearing (55). Seat roller bearing on shaft using sleeve portion
of 298112-1 fixture assembly.
(5) [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Wipe face of seal rotor (40,
Figure 201) with solvent then install seal rotor against bearing race.
UP833486
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Nov 26/03


NOTE: When taking measurements in Step (6)(a) or (b), ensure that ring gear
is firmly seated against fixture assembly and fan shaft is fully extended
through forward side of support housing to prevent incorrect measure-
ments due to axial play in the fan thrust bearing.
Shim measurement of Step (6)(a) is not required if the seal plate is

replaced; however, shim measurement is required when replacing No.
1 fan carbon seal, seal and seal housing, or seal rotor.
Shim measurement requirements are taken without the bearing spacer

installed.
1. B. (6) [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Install No. 1 fan carbon seal.
(See Figures 202 and 203.)
(a) [Seal and Seal Housing, Part No. 3071966-X] Perform shim measurement
procedures. (See Figure 202.)
1 Load fan shaft forward to take up axial play of No. 2 bearing then measure
distance from forward face of seal rotor to forward surface of fan support
housing. Record as Dimension A.
2 On seal and seal housing, without seal plate installed, measure distance
from mating surface for shims to mating surface for seal plate. Record as
Dimension B.
3 Measure thickness of seal plate to be installed. Record as Dimension C.
4 Add Dimensions A, B, and C then subtract build dimension of 0.666 inch for
seal working area. Result is required thickness of shims to be installed,
±0.002 inch.
Check Point 180: A. Verify Dimension A.
B. Verify Dimension B.
C. Verify Dimension C.
D. Verify calculation and result to deter-

mine required thickness of shims (20).
UP833486
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Nov 26/03


SHIM THICKNESS ±0.002 IN. = DIM. A + DIM. B + DIM. C - (BUILD DIMENSION) 0.666 IN.
10. SEAL PLATE 25. SEAL AND SEAL HOUSING

15. NO. 1 FAN CARBON SEAL 40. SEAL ROTOR
20. SHIM

[Seal and Seal Housing, Part No. 3071966-X] Fan Seal Shim Requirement
Figure 202
UP833486
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Nov 26/03


1. B. (6) (b) [Seal and Seal Housing, Part No. 3075275-X or 3075410-X] Perform shim
measurement procedures. (See Figure 203.)
1 Load fan shaft forward to take up axial play of No. 2 bearing then measure
distance from forward face of seal rotor to forward surface of fan support
housing. Record as Dimension D.
2 On seal and seal housing measure and record Dimension B and Dimension
A.
3 Subtract Dimension A from Dimension B and record result as Dimension C.
4 Add Dimensions C and D than subtract build dimension of 0.666 inch for
seal working area. Result is required thickness of shims to be installed,
±0.002 inch.
Check Point 181: A. Verify Dimension A.
B. Verify Dimension B.
C. Verify Dimension D.
D. Verify calculation and result to determine

required thickness of shims (20).
CAUTION: WHEN CLEANING SURFACES OF SEAL AND SEAL

HOUSING AND FAN SUPPORT HOUSING, ENSURE THAT
BEARING IS PROTECTED FROM CONTAMINATION.
(c) Clean surfaces of seal and seal housing (25 or 27) and fan support housing
using scouring pad and solvent. Ensure old jointing compound is removed.

(d) Place seal and seal housing (25 or 27) in a preheated oven at 176°C (350°F) for
five minutes.
NOTE: Ensure use of support base of 831356-1 driver to preclude break-

ing of welds on seal and seal housing.
Do not apply lubricant to face of carbon seal.
(e) Install proper shims (20), place seal and seal housing (25 or 27) on support base
of 831356-1 driver, then press No. 1 fan carbon seal (15) into seal and seal
housing.
NOTE: [Post SB TFE731-72-3582 or Post SB TFE731-72-3589] When

installing spacer (38), position oil nozzles at the 6 and 12 o’clock
positions. When installed, the oil nozzles face toward the seal
rotor.
(f) Install new packing (30) on spacer (35, 37, 38), then install spacer.
UP833486
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Nov 26/03


B−A=C
C + D − 0.666 BUILD DIMENSION = SHIMS ±0.002 INCH
15. SEAL 27. SEAL AND SEAL HOUSING

20. SHIMS 40. SEAL ROTOR

[Seal and Seal Housing, Part No. 3075275-X or 3075410-X]
Fan Seal Shim Requirement
Figure 203
UP833486
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Nov 26/03


1. B. (7) [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Install No. 1 segmented
carbon seal and associated parts into the fan support housing assembly as follows.
(See Figure 201.1.)

CAUTION: VISUALLY INSPECT EACH CARBON SEAL PRIOR TO

INSTALLATION FOR CRACKS AND CHIPS. CRACKS AND
CHIPS WILL PREVENT PROPER SEAL OPERATION AND
ARE NOT ACCEPTABLE.
IF THE SEGMENTED CARBON SEAL WILL NOT INSTALL

FREELY OR IF THE SEAL IS COCKED, REMOVE THE
SEAL USING 831481-1 REMOVAL TOOL AND REPEAT
STEP 1.B.(7)(a).
DURING ASSEMBLY OF ENGINE, DO NOT APPLY OIL TO

CARBON RINGS OR CERAMIC SEAL RUNNERS.
DO NOT CLEAN THE INSIDE DIAMETER OF THE SEG-

MENTED CARBON SEAL. CLEANING THE INSIDE DIA-
METER OF THE SEGMENTED CARBON SEAL COULD
LEAD TO COKED OIL PARTICLES BECOMING TRAPPED
BEHIND OR BETWEEN THE CARBON SEGMENTS AF-
FECTING PROPER OPERATION OF THE SEAL.
NOTE: Shimming is no longer required when installing the new No. 1

segmented carbon seal and seal runner assembly.
Removed No. 1 segmented carbon seal may not be reused. A

new (not previously run) No. 1 segmented carbon seal must be
installed.
(a) Heat the seal and seal housing to 176 to 203°C (350 to 400°F) in a preheated
oven. Allow adequate time for expansion to allow installation of seal without
force.
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Nov 26/03


CAUTION: MAKE SURE THE SIDE WITH THE PULLER GROOVE
(OPEN SLOTS IN GROOVE ARE FOR REMOVAL TOOL
INSTALLATION) IS FACING OUT.
DUE TO MISMARKING OF SOME PARTS, THE WORD

“TOP” MAY NOT BE MARKED AT THE TWELVE (12)
O’CLOCK POSITION. MAKE SURE A CARBON SEGMENT
JOINT IS NOT LOCATED IN ANY POSITION IDENTIFIED
IN FIGURE 204.
1. B. (7) (b) With the carbon segment joint in an acceptable location (Figure 204), install a
new (not previously run) No. 1 segmented carbon seal (15, Figure 201.1) into the
seal and seal housing (25).
(c) After seal and seal housing cools, install packing (20) on the No. 1 segmented
carbon seal (15).
(d) After installation of bearing (55) on fan support housing, install seal runner retain-
er (40).
NOTE: If any seal runner assembly separates (made up of two parts,

seal runner and flex beam), return the seal runner assembly to
Honeywell International Inc., Material Receiving, 1944 E Sky
Harbor Circle, Phoenix, AZ 85034-3440. It is not to be re-as-
sembled in the field for re-assembly and runout checks.
(e) Install seal runner assembly (35) on fan support housing.
(f) Install packing (50) on spacer (45), then install spacer with packing on fan sup-
port housing.
NOTE: Use 831488-1 No. 1 seal runner protective sleeve to protect (guide)
the No. 1 segmented carbon seal in place when installing the seal and
seal housing.
(8) [Seal and Seal Housing (Seal Carrier), Part No. 3071966-X] Install seal and seal
housing (25). (See Figure 201 or 201.1.)
(a) Place seal plate (10) on fan support housing. Place seal and seal housing (25)
with assembled parts against fan support housing using 296447-1 fixture.
(b) Apply light coat of anti-seize lubricant to threads of bolts used to secure seal and
seal housing. Secure seal and seal housing to fan support housing using bolts.
Ensure seal and seal housing is seated properly, then tighten bolts (5) in se-
quence of index numbers shown in Figure 205 to 50 inch-pounds torque, then
retighten bolts (5, Figure 201 or 201.1) in same sequence to 80 inch-pounds
torque.
Check Point 185: A. Verify torque on bolts (5).

UP833486
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Nov 30/06



No. 1 Segmented Carbon Seal Installation (Typical)
Figure 204
UP833486
72-71-01 Page 215

Nov 26/03



Tightening Sequence for Seal and Seal Housing Mounting Bolt
Figure 205
UP833486
72-71-01 Page 216

Apr 28/00


1. B. (9) [Seal and Seal Housing, Part No. 3075275-X or 3075410-X] Install seal and seal
housing (27). (See Figures 201 or 201.1.)
(a) Install packings (12, 60) on seal and seal housing (27). Place seal and seal
housing with assembled parts against fan support housing using 296447-1 fix-
ture.
NOTE: To ensure proper seating of seal and seal housing in fan support
housing, bolts (7) are tightened in 10 inch-pound increments.
(b) Apply light coat of anti-seize lubricant to threads of bolts (7) used to secure seal
and seal housing. Secure seal and seal housing to fan support housing using
bolts (7). Ensure seal and seal housing is seated properly, then tighten bolts (7)
in 10 inch-pounds increments, to 60 inch-pounds torque using sequence
shown in Figure 206.
Check Point 185: A. Verify torque on bolts (7).
NOTE: Remove covering from oil scavenge port at the 6 o’clock position in the
strut of the intermediate case assembly.
(10) [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Install air-oil seal (8) into
bore between fan shaft and seal and seal housing. Ensure air-oil seal is seated
against seal rotor.
(11) [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Install air-oil seal (8) into
bore between fan shaft and seal and seal housing.
tion Sequence, Steps 5 and 6.
(13) [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] If a new (not previously run)

No. 1 segmented carbon seal has been installed, accomplish Gearbox Pressure Check
in accordance with requirements in 72-00-00, Adjustment/Test.
UP833486
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Nov 26/03



Tightening Sequence for Seal and Seal Housing Mounting Bolts
Figure 206
UP833486
72-71-01 Page 218

Apr 28/00


2. Inspection/Check
A. Inspection of Fan Seal Assembly and Roller Bearing
(1) Inspect abradable seal diameters mating with knife-edge seals for damage to contact
path, both axially and on circumference. Slight chips and nicks in the seal edges are
acceptable. Cracks that do not extend beyond the first knife-edge seal groove are
acceptable. Flaking and chipping that do not extend beyond all knife-edge seal
grooves are acceptable. Eccentric grooved patterns in abradable material seal area
are acceptable but groove depth shall not exceed 0.030 inch. Refer to 70-00-00,
Standard Practices for general requirements.
(2) [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Inspect seal rotor for the
following.
(a) Pitted or deteriorated condition of sealing surface, or metal transfer (pickup) onto
sealing surface. Nicks or gouges exceeding 0.0005 inch in depth; either of
these conditions are not acceptable.
(b) Scratches across sealing surface area not acceptable. Scratches not crossing
sealing surface area exceeding a depth of 0.0005 inch not acceptable.
(c) Burrs in clamping area and rotor bore. Burring preventing correct seating is not
acceptable.
(d) Intermittent polished areas in surface are acceptable.
(3) Inspect roller bearing in accordance with 70-00-00, Standard Practices, Bearing Han-
dling and Inspection, and as follows.
(a) Use Table 10, 70-00-00, Standard Practices, but use criteria outlined under
rolling element diameter over 0.500 inch but less than 1.00 inch column.
(b) If contact paths on raceways and rollers are not readily visible, consider the
center 0.200 inch of the components as functional surfaces.
NOTE: When bearings are to be returned in accordance with the follow-

ing step, observe handling procedures of 70-00-00, Standard
Practices. Ensure bearings are packaged properly to prevent
corrosion and shipping damage.
(c) Bearings not meeting inspection requirements may be returned for repair. Due
repair process, this repair is authorized to be performed only by the following.

Distribution Center
UP833486
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Nov 30/06


2. A. (4) Inspect spacer for wear on face adjacent to bearing outer race. Wear step not exceed-
ing 0.005 inch is acceptable. If wear is excessive, incorrect thickness of shims may
have been installed or seal housing may be loose in seal and seal housing.
(5) [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Inspect No. 1 fan carbon
seal. (See Figure 207.)
(a) Inspect carbon ring for the following.
1 Carbon ring primary sealing surface wear. Carbon sealing surface height
shall be 0.025 inch minimum as measured at four points 90 degrees apart.
2 Carbon ring primary sealing surface damage.
a Visually inspect for nicks and chipping. Nicks or chipping shall not
extend, either individually or collectively, across more than 25 percent
of the radial width of the sealing surface, nor shall they occupy more
than one-eighth of the circumference.
b Visually inspect for pits. Pits shall not be larger than 0.020 inch across
their longest diameters, nor exceed 0.005 inch in depth. Spacing
between adjacent edges of pits shall not be less than 0.100 inch.
c Visually inspect for scratches. Scratches shall not exceed a depth of

0.001 inch or a width of 0.001 inch, nor a length across more than 30
percent of the radial width of the sealing surface. Spacing between
adjacent scratches shall not be less than 0.050 inch.
d Repair carbon ring primary sealing surface in accordance with Ap-

proved Repairs.
(b) Axial response of carbon ring in assembled seal. Carbon shall readily return to
free height when depressed with light even finger pressure over 360 degrees.
UP833486
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Nov 26/03


[Post SB TFE731-72-3495] [Pre SB TFE731-72-3597 or Pre SB TFE731-72-3613]

Carbon Seal Inspection
Figure 207
UP833486
72-71-01 Page 221

Nov 26/03

See TR
NOTE: Inspection of No. 1 segmented carbon seal is no longer required.
New (not previously run) No. 1 segmented carbon seal shall be

installed if complying with Major Periodic Inspection (MPI).
If segmented carbon seal is removed during unscheduled mainte-

nance, it shall be replaced with a new (not previously run) seal.
2. A. (6) [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Inspect No. 1 seal runner

assembly and No. 1 seal runner retainer.
CAUTION: DO NOT CLEAN SEGMENTED CARBON SEAL. CLEAN-

ING THE SEGMENTED CARBON SEAL COULD LEAD TO
COKED OIL PARTICLES BECOMING TRAPPED BEHIND
OR BETWEEN THE CARBON SEGMENTS AFFECTING
PROPER OPERATION OF THE SEAL.
(a) Inspect No. 1 seal runner assembly for damage.
1 Nicks, chips, or cracks on the ceramic ring are not allowed. Replace No. 1
seal runner assembly.
2 Unusual metal disturbances (galling, fretting, etc) on clamp face are not
allowed. Replace No. 1 seal runner assembly.
(b) Inspect No. 1 seal runner assembly for axial displacement. (See Figure 208.)
Measure and record seal runner Dimension X at six circumferential locations.

Subtract the minimum Dimension X recorded from the maximum Dimension X
recorded. The difference between the minimum and the maximum recorded
Dimension X measurements shall not be greater than 0.0005 inch. Reseat the
flexbeam in accordance with Inspection/Repair Manual, 72-IR-02, Repair(s), if
limit is exceeded.
(c) Inspect No. 1 seal runner assembly for light carbon marks or coke buildup.
Clean light carbon marks or coke buildup from No. 1 seal runner assembly
ceramic face in accordance with Cleaning/Painting.
(d) Clean and fluorescent penetrant inspect No. 1 seal runner retainer (72-00-00,
Cleaning/Painting, Cleaning Method No. 9) paying attention to area where cir-
cumferential slots are machined.
If any indications are detected, replace No. 1 seal runner retainer.

UP833486
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Nov 26/03



Reason: To revise inspection procedures for No. 1 Seal Runner Assembly.
Use the following Step 2.A.(6)(a) in lieu of existing Step 2.A.(6)(a).
(a) Inspect No. 1 seal runner assembly for damage.
1 Nicks or chips on ceramic ring are not allowed. Replace No. 1 seal runner
assembly.
2 Unusual metal disturbances (galling, fretting, etc) on clamp face are not
allowed. Replace No. 1 seal runner assembly.
3 Accomplish a 10X visual inspection for cracks. Cracks are not allowed.

UP833486
Page 1 of 1
3 Mar 2008


No. 1 Seal Runner Assembly, Axial Displacement Inspection
Figure 208
UP833486
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Nov 26/03


2. A. (7) [Seal and Seal Housing, Part No. 3071966-X or 3077122-X] Visually inspect seal
plate. Cuts or nicks in sealing surface, or separated material not acceptable.
(8) Replace parts that do not meet inspection requirements of Steps (1) through (7).
(9) [Seal and Seal Housing, Part No. 3071966-X or 3077122-X] Inspect seal and seal
housing.
(a) Visually inspect seal and seal housing (25, Figure 201 or 201.1) for evidence of
oil leakage. If oil leakage past seal plate and flange is evident, inspect flange for
flatness. Refer to Approved Repairs if flatness is out more than 0.005 inch.
(b) Inspect for broken welds securing abradable tube into seal housing.
(c) Verify abradable tube is flush with or slightly below surface of shims and carbon
seal.
(10) [Seal and Seal Housing, Part No. 3075275-X or 3075410-X] Inspect seal and seal
housing.
Visually inspect seal and seal housing (25, Figure 201) for evidence of oil leakage. If
oil leakage past packing is evident, inspect flange for flatness. Refer to Approved
Repairs if flatness is out more than 0.005 inch.
(11) Inspect air-oil seal.
(a) Inspect knife edges of air-oil seal for knife tip wear, axial deformation of knife-
edge outside diameters, marked discoloration of knife tips due to heavy rubbing,
and pickup of abradable material on knife-edges. Axial deformation shall not
exceed 0.050 inch. Remove any abradable material on knife edges by hand
finishing. Wear on outside diameter of seal knife-edges is acceptable if within
the following limits
1 Uniform wear is acceptable if diameter of all knife-edge blades are not less
than 3.629 inches.
2 Eccentric wear is acceptable if outside diameter of all knife-edge blades is

not less than 3.628 inches (at maximum eccentric wear) and eccentric wear
does not exceed 90 degrees of circumference. Remainder of wear shall be
uniform and within the limits of Step 1.
(b) Inspect aft mating surface of seal (surface that mates with seal rotor) for nicks or
scratches that could affect sealing reliability. Remove scratches or nicks by
polishing.
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Aug 23/02



Reason: To change Cleaning Method 3 to 9, add items to Figure No. 201.1, change Figure 201.1, Item
No. 15 to 40, and add Cleaning Methods 1 and 2 for new Item No. 40 in Table 204.

Cleaning Methods
Figure Item
201 8 Air-Oil Seal X X

15 Carbon Seal Refer to Step 3.A.(3).
20 Shim X X
25 Seal and Seal Housing X X
35 Spacer X X
40 Seal Rotor Refer to Step 3.A.(2).
45 Roller Bearing Cleaning Method 14.
201.1 15 Segmented Carbon Seal Refer to Step 3.A.(4).

35 Seal Runner Assembly X X
40 Seal Runner Retainer X X X
45 Spacer X X
60 Thrust Washer Bearing X X
(FAA APPROVED)
72-71-01 Page 2 of 2
UP833486
23 Dec 2014

See TR


223-6N-01, St Paul, MN 55144-1000
Ethyl alcohol Commercially available
Heights, NJ 07922

201 8 Air-Oil Seal X X

15 Carbon Seal Refer to Step 3.A.(3).
20 Shim X X
35 Spacer X X
40 Seal Rotor Refer to Step 3.A.(2).
201.1 15 Seal Runner Retainer X

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Nov 26/03


SEAL SURFACE.
3. A. (2) [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Clean seal rotor. (See Fig-
ure 201.)
NOTE: Alternate cleaning procedures of Step (b) may be used in lieu of

cleaning procedures in Step (a).
(a) Soak rotor in solution of three to five pounds of rust stripper in one gallon of
distilled or de-ironized water for 15 to 30 minutes maximum.
CAUTION: ENSURE SEAL ROTOR IS FLUSHED THOROUGHLY

WHILE CLEANING TO PREVENT SCORING FACE OF
ROTOR WITH CARBON PARTICLES. CLEAN IN DIREC-
TION OF ROTATION ONLY, NOT ACROSS ROTATING
SURFACE, OR LEAK PATH MAY OCCUR.
(b) (Alternate Procedure) Clean seal rotor surface with scouring pad while flushing
with solvent. While cleaning flush rotor continuously to wash away carbon par-
ticles which may score face of seal rotor.

NOT CLEAN SEGMENTED CARBON SEAL. CLEANING THE
SEGMENTED CARBON SEAL COULD LEAD TO COKED OIL
PARTICLES BECOMING TRAPPED BEHIND OR BETWEEN THE
CARBON SEGMENTS AFFECTING PROPER OPERATION OF
THE SEAL.
(3) [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Clean carbon seal. (See
Figure 201.)
(a) Using alcohol, clean carbon surfaces and housing to remove coking, debris, and
packing residue.
(b) Ensure housing will provide a good sealing surface when a new packing is
installed.
(4) [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Clean seal ceramic runner

assembly. (See Figure 201.1.)
Remove any coke buildup or oil varnish from seal ceramic runner assembly with oven
cleaner, oakite, or equivalent solvent.
UP833486
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Nov 26/03


4. Approved Repairs

Emery polishing paper, 4/0 Commercially available

Flange Press Fixture Used to straighten warped seal carrier flange. 296559-1
A. Repair of Seal and Seal Housing Flange
Straighten flange using 296559-1 flange press fixture. Ensure flange flatness is within 0.005
inch.
B. [Pre SB TFE731-72-3597 and Pre SB TFE731-72-3613] Repair of Carbon Seal
(1) Repair nicks, scratches, etc.
NOTE: Do not use excessive force when lapping the carbon (bellows)
seal carbon ring primary sealing surface. Lapping required is
only to touch up the carbon ring primary sealing surface.
(a) Using a figure 8 motion, lap carbon ring primary sealing surface on a clean sheet
of emery polishing paper, 4/0 or equivalent, placed on a flat inspection stone.
(b) Dimensionally inspect height of primary sealing surface (carbon face). Height
shall be 0.025 inch minimum above seal retainer, measured at four places 90
degrees apart. (See Figure 207.)
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Apr 22/05



UP833486
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Apr 22/05


FAN SUPPORT AND FAN THRUST BEARING

Bearing Removal Driver Removes bearings. 289760-1
Bearing Installation Supports housing assembly and installs fan 298112-1
Fixture Assembly shaft bearings.

A. Removal of Fan Support and Fan Thrust Bearing
(1) Remove components in accordance with 72-70-00, Table 1, Components Removal

Sequence, Steps 3, 4, 6, and 7.
(2) Remove fan shaft and ring gear assembly from fan support housing. Insert 289760-1
driver into four holes in rear of fan shaft and ring gear assembly. (See Figure 201.)
Using suitable arbor press, press on front end of fan shaft to remove assembly from fan
support housing.
(3) Place fan support housing on 298112-1 fixture assembly.

(4) Remove bolts, retainer, fan thrust bearing and spacer from fan support housing.
(5) If required, remove oil transfer tubes and jet from fan support housing in accordance
with 79-20-10.
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Aug 23/02


5. BOLT 20. SPACER

10. RETAINER 170. FAN SUPPORT HOUSING
15. FAN THRUST
Fan Support and Fan Thrust Bearing Assembly

Figure 201
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July 31/95


values.
1. B. Installation of Fan Support and Fan Thrust Bearing (See Figure 201)
(1) If removed, install oil transfer tubes and jet on fan support housing in accordance with
79-20-10.
(2) Place fan support housing on 298112-1 fixture assembly.
(3) Apply a light coat of anti-seize lubricant to threads of bolts used to secure bearing
retainer.
NOTE: Install bearing with grooved inner ring (groove on ID) of split inner race
toward front of shaft and ensure index marks on inner races of bearing
are aligned.
(4) Install spacer, thrust bearing (with grooved inner ring (groove on ID) of split inner race
toward front of shaft and ensuring index marks on inner races are aligned), and bearing
retainer into fan support housing and secure with bolts. Tighten bolts (5) to 100 inch-
pounds torque.
(5) Install fan shaft and ring gear assembly into fan support housing. Using fan shaft puller
portion of 298112-1 fixture assembly, pull shaft into position, bottoming fan shaft
against thrust bearing. Remove fan support housing from fixture assembly.
Check Point 175: A. Verify freedom of rotation of assembled fan sup-

port, and thrust bearing on fan shaft. Verify prop-
er installation of bolts (5), retainer (10), fan thrust
bearing (75), spacer (20), and fan support hous-
ing (170).
tion Sequence, Steps 2, 3, 5, and 6, as required.
UP833486
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Aug 23/02


2. Inspection/Check
A. Inspection of Fan Support and Fan Thrust Bearing
(1) Inspect fan thrust bearing in accordance with 70-00-00, Standard Practices, Bearing
Handling and Inspection and as follows.
(a) Use Table 9, 70-00-00, Standard Practices, but use criteria outlined under the
rolling element at diameter over 1.00 inch column.
(b) The forward half of the inner race (half with the circumferential oil slot in bore)
shall be considered a non-functional surface.
(c) Single scratches or crossed scratches, if not felt with a scriber, may extend all
the way around the ball circumference.
NOTE: When bearings are to be returned in accordance with the follow-

ing step observe handling procedures of 70-00-00, Standard
Practices. Ensure bearings are packaged properly to prevent
corrosion and shipping damage.
(d) Bearings not meeting inspection requirements may be returned for repair. Due
repair process, this repair is authorized to be performed only by the following.

Distribution Center
(2) Inspect fan support housing assembly for cracks. No cracks are acceptable.
(3) Replace items that do not meet inspection requirements of Steps (1) and (2).
UP833486
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Nov 30/06


Cleaning Method No. 1 and 2.
(2) Clean retainer, spacer and fan support housing in accordance with 72-00-00, Cleaning/
(3) Clean fan thrust bearing in accordance with 72-00-00, Cleaning/Painting, Cleaning
Method No. 14.
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Apr 22/05



UP833486
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Apr 22/05


FAN SHAFT ASSEMBLY AND RING GEAR

Source/
Fan Shaft Holder Supports fan shaft. 298112-1
Pneumatic Tool Installs lock screws. Model 352,
Alcoa Fastening
Systems,
1 Corporate Dr,
Kingston, NY
12401
Driver Installs and removes lock screws. 106524,
Alcoa Fastening
Systems,
1 Corporate Dr,
Kingston, NY
12401
Nose Assembly Sets collars. 99-895,
Alcoa Fastening
Systems,
1 Corporate Dr,
Kingston, NY
12401
Bushing Guides drill on sleeve nut during removal of 103617,
collar. Alcoa Fastening
Systems,
1 Corporate Dr,
Kingston, NY
12401
Sleeve Socket Used to torque nuts. MD-06,
Monogram
Aerospace
Fasteners, 3423 S
Garfield Ave,
Los Angeles, CA
90022-0547
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Nov 30/06


* 5. COLLAR 30. FAN SHAFT

* 7. SLEEVE NUT &35. [PRE SB TFE731-72-3637] PIN
*10. LOCK SCREW &40. [PRE SB TFE731-72-3637] NUT
*15. RING GEAR RETAINER &45. PLUG
*20. RETAINER RING &50. [PRE SB TFE731-72-3637]
**22. RETAINER RING PACKING
25. RING GEAR &55. [PRE SB TFE731-72-3637]
GASKET
*[5BR-1C, 5BR-2C - PRE SB TFE731-72-3465]
**[5BR-1C, 5BR-2C - POST SB TFE731-72-3465] [5BR-1H]
&REMOVE ONLY FOR REPAIR
Fan Shaft Assembly and Ring Gear

Figure 201
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Nov 26/03


1. A. Removal of Fan Shaft Assembly and Ring Gear

Sequence, Steps 3, 4, and 6 through 8.
NOTE: Record of cycles as specified in Service Bulletin TFE731-72-3001

shall be maintained on fan shaft of fan shaft assembly throughout life
of part.
(2) Place fan shaft assembly and ring gear on 298112-1 fixture assembly. (See Figure
201.)
CAUTION: [PRE SB TFE731-72-3465] TO PREVENT DAMAGE TO THE

RING GEAR RETAINER DO NOT EXCEED MAXIMUM DRILL
DEPTH OF 3/64 INCH.
(3) [Pre SB TFE731-72-3465] Remove ring gear retainer.
(a) Position 103617 bushing with 0.1562 inch diameter drill on collar and sleeve of
lock screw.
(b) Drill to a depth of 3/64 inch.
(c) Pick out collar from sleeve.
(d) Remove sleeve and lock screw using 106524 driver.
(4) Using snap ring pliers remove retainer ring then remove ring gear from fan shaft.
UP833486
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1. B. Installation of Fan Shaft Assembly and Ring Gear
Check Point 170: A. Verify fan shaft assembly (30 through 55) is complete
and accepted.
(1) [Pre SB TFE731-72-3465] Install retainer ring in groove in teeth of fan shaft with gap
between ring ends adjacent to the two lock screw holes. (See Figure 201.)
NOTE: When a replacement ring gear is installed, Oil and Filter Analysis
samples are required to establish a new baseline for subsequent Oil
and Filter Analysis checks. Refer to 72-00-00, Inspection/Check.
[Pre SB TFE731-72-3465] Ring gear and fan shaft are properly

aligned when lock screw holes through fan shaft web are adjacent to
six removed spline teeth of ring gear.
(2) [Pre SB TFE731-72-3465] Position ring gear on assembled fan shaft and retainer ring
with largest spline cutout groove (six teeth removed) of ring gear aligned with lock
screw holes in fan shaft.
(3) [Pre SB TFE731-72-3404 and Pre SB TFE731-72-3465] Install ring gear retainer as
follows.
(a) Install ring gear retainer into spline cutout on fan shaft, aligning screw holes with
holes in cutout.
(b) Coat threads of sleeve nuts and mating surfaces with engine oil.
(c) Install lock screws and sleeve nuts. Tighten sleeve nuts to 20 inch-pounds
torque using 106524 driver.
(d) Place collars over screws and set, using a minimum of 90 psig shop air with
Model 352 pneumatic tool and 99-895 nose assembly.
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Nov 26/03


NOTE: [Pre SB TFE731-72-3465] Replacement nuts have four slots which
will require the use of MB-06 sleeve socket to torque nuts.
1. B. (4) [Pre SB TFE731-72-3465] Install ring gear retainer.
(a) Install ring gear retainer into spline cutout on fan shaft, aligning screw holes with
holes in cutout.
(b) Coat threads of sleeve nuts and mating surfaces with engine oil.
(c) Install lock screws and sleeve nuts. Tighten sleeve nuts to 20 inch-pounds
torque using MD-06 sleeve socket, while holding screw with a standard 5/64
inch hex wrench.
(d) Place collars over screws and set, using a minimum of 90 psig shop air with
Model 352 pneumatic tool and 99-895 nose assembly.
(5) [Retaining Ring, Part No. 3075377-1] Install retaining ring on fan shaft, ensure that
locking tabs are facing forward and are in the area with splined teeth removed.
NOTE: [Ring Gear, Part No. 3075311-3] Ring gear and fan shaft are proper-
ly aligned when area with splined teeth removed on fan shaft are
aligned with area on ring gear with two teeth removed, separated by
three splined teeth.
(6) [Ring Gear, Part No. 3075311-3] Position ring gear on assembled fan shaft and re-
taining ring.
(7) [Ring Gear, Part No. 3075311-3] Align area of fan shaft with splined teeth removed
with the area on ring gear with two teeth removed (separated by three splined teeth).
(8) [Ring Gear, Part No. 3075311-3] Ensure locking tabs on retaining ring are engaged in
area on ring gear where two teeth are removed, separated by three splined teeth.
quence, Steps 1 through 3, 5, and 6, as required.
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Nov 26/03


2. Inspection/Check
A. Inspection of Fan Shaft and Ring Gear
(1) Perform magnetic particle inspection on fan shaft in accordance with ASTM E1444.
Cracks not acceptable.
(2) Inspect fan shaft for wear, pitting and fretting on spline teeth.
(a) Wear step near roots of teeth shall not exceed 0.002 inch.
(b) Maximum depth of any pit shall not exceed 0.020 inch.
(c) Fretting on loaded sides of all teeth (both rows) is normal. (See Figure 203.)
(d) Bluing of teeth is acceptable.
(3) Inspect ring gear spline teeth.
(a) Wear step near roots of teeth shall not exceed 0.002 inch.
(b) Maximum depth of any pit shall not exceed 0.020 inch.
(c) Fretting on loaded sides of all teeth (both rows) is normal. (See Figure 203.)
(d) Bluing of teeth is acceptable.
(4) Inspect gear teeth on ring gear. (See Figure 202.)
(a) Areas of high polish at either end near root shall not exceed 0.050 by 0.150
inch.
(b) Dimension of any pit shall not exceed 0.010 inch. Number of pits in any circle of
0.250 inch diameter shall not exceed three.
(c) Depth of any scoring or wear shall not exceed 0.002 inch; 90 percent of original
tooth surface finish must be visible.
(d) Inspect gear teeth ends for spalling. Spalling shall not exceed 0.035 inch width
on edge (Dimension S) and shall not extend inward from edge more than 0.050
inch (Dimension R). If one or more teeth are spalled in excess of limits speci-
fied, a repair is available. Due to critical process control requirements which
must be maintained during the repair process, this repair is authorized to be
performed only at the following.

Distribution Center
(e) Unusual wear is not acceptable.

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Nov 30/06


2. A. (5) Visually inspect coating on ring gear inside and outside surfaces.
(a) Non-intersecting cracks in coating extending from (four) web holes with individual
lengths not exceeding 1.5 inches are acceptable, any other coating cracks not
acceptable.
(b) Chipping of coating within 0.300 inch of each web hole edge is acceptable.
Blend chipped coating within 0.300 inch of web holes in accordance with Ap-
proved Repairs.
(c) Deleted.
LIMITS
DIM. R 0.050 inch
DIM. S 0.035 inch
Allowable Spalling on Gear Teeth of Ring Gear

Figure 202
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Apr 22/05


2. A. (6) Perform magnetic particle inspection on the ring gear in accordance with ASTM E1444.
Cracks in coating as specified in Step (5)(a) are acceptable, all other cracks are not
acceptable.
(7) Replace items that do not meet inspection requirements of Steps (1) through (6).
(8) Inspect fan shaft and fan spinner for evidence of oil leakage. If oil is present, replace
plug in accordance with Approved Repairs.
(9) Inspect internal and external threads and face of fan shaft for corrosion. If corrosion
exists, treat in accordance with Approved Repairs.
(10) Inspect fan shaft and plug for chipped or damaged paint. Repair damaged paint in
(11) Inspect fan shaft internal threads that shaft stretch fixture rod threads into, for damage.
Clean up damaged threads using 1.250-18UNEF-3B tap.
NOTE: [Pre SB TFE731-72-3465] Oil erosion is acceptable unless there is

measurable pit, etc. Use a scribe or similar instrument for positive feel.
(12) [Pre SB TFE731-72-3465] If maintenance being performed does not require removal
of screws and collars from ring gear retainer, inspect collars for erosion. Measurable oil
erosion and any other visible erosion require replacement of screws and collars. Refer
to Removal/Installation.
F+48a−112
Typical Allowable Fretting on Fan Shaft Spline Teeth

Figure 203
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Nov 26/03


(2) Clean retainer ring and ring gear in accordance with 72-00-00, Cleaning/Painting,
Cleaning Method 2.
(3) Clean fan shaft assembly.
(a) Mask or plug ends of fan shaft to protect internal components from cleaning
agent.
(b) Clean exterior of fan shaft assembly in accordance with 72-00-00, Cleaning/
Painting, Cleaning Method No. 2, except limit cleaning cycle as required to pro-
tect internal fan shaft components from cleaning agent.
UP833486
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July 31/95


4. Approved Repairs

Automatic Center Punch Used to stake pin installed in interlocking 285748-1-1
threads of nut and fan shaft.
Fixed Depth Gage Measures 0.300 inch depth of drilled hole. 287463-5-1
Leak Test Plug Set To allow checking leakage of plug in internal 294438-1
bore of fan shaft.
Staking Punch Adapter Used with 285748-1-1 to stake nut over top of 294681-1
pin.
Holder and Torque Supports fan shaft during torquing operation 298110-1
Wrench Adapter and adapts nut to standard wrench.
Support Assembly and Supports fan shaft during drilling and assembly 298111-1
Drill Fixture operation.

Fluid (Sherlock 5 Second Leak Detector, Type I) Winton Products Co Inc, P.O. Box 36332, 2500
W Blvd, Charlotte, NC 28236
Metal conditioner (Metal Prep No. 79) Amchem Products Inc, 37899 Niles Blvd, P.O.
Box 2698, Fremont, CA 94537
Glendale, CA 91209
UP833486
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June 9/06


values.
4. A. [Pre SB TFE731-72-3637] Replacement of Plug (See Figure 201)
(1) Install fan shaft with assembled parts in 298111-1 fixture. Install drill plate of 298111-1
fixture and drill out pin securing nut using 0.0625 inch diameter drill. Drill to depth of
0.380 inch to ensure complete removal of pin. Remove drill plate of 298111-1 fixture.
(2) Ensure complete removal of pin and any drill chips. Clean off drill chips and any for-
eign matter using vacuum, magnet, or tape, as required. Verify assembly is free of all
drill chips and foreign matter using 10X magnification. Flush drilled hole with solvent
and use magnetized needle, as required to completely clean drilled hole.
(3) Remove nut using 298110-1 holder and torque wrench adapter.
(4) Remove plug with packing and gasket from fan shaft. Remove packing and gasket
from plug.
(5) Install gasket and packing on replacement plug, then install plug with packing and
gasket in fan shaft.
NOTE: Number of previously drilled pin holes in fan shaft shall not exceed 14.
Number of previously drilled pin holes in nut shall not exceed seven.
(6) Apply a light coat of anti-seize lubricant to threads of nut. Install nut and tighten to
1000 inch-pounds torque using 298110-1 torque wrench adapter.
(7) Locate assembled parts on 298111-1 fixture and install fixture drill plate to allow drilling
new hole for pin. Location for new hole shall be at least 0.20 inch from any existing
hole (from previous pinning operations) in fan shaft.
(8) Drill 0.0620 to 0.0625 inch diameter hole into threads of fan shaft and nut to a depth of
0.30 to 0.33 inch from bottom of spanner slot. Check depth of drilled hole using
287463-5-1 and 287463-6-1 gages.
(9) Press pin to bottom of hole drilled in previous step and stake center of pin using
285748-1-1 punch.
(10) Remove stylus from 285748-1-1 punch and install 294681-1 adapter in place of re-
moved stylus.
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4. A. (11) Use teflon sheeting to protect fan shaft material at perimeter of pin, stake nut at edge of
pin using 285748-1-1 punch and 294681-1 adapter. Ensure nut material is displaced to
secure pin and that fan shaft material is not damaged by staking operation.
(12) Remove 294681-1 adapter from 285748-1-1 punch and install stylus removed in Step
(10).
(13) Remove fan shaft with assembled parts from 298111-1 fixture.
(14) Check for leakage past packing and gasket installed between plug and fan shaft.
(a) Thread shoulder plug of 294438-1 leak test plug set into forward end of fan shaft.
(b) Apply 10 psig regulated air pressure at fitting on shoulder plug.
(c) Position fan shaft with forward end down and fill slot between plug and fan shaft
with fluid.
(d) Check for foaming or bubbles in fluid, indicating leakage past packing and gas-
ket. No foaming or bubbles are allowed. If any leakage is evident, packing and
gasket shall be replaced.
(e) Shut off air supply to 294438-1 plug set. Bleed off air pressure from fan shaft
and remove plug set.
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4. B. Touch Up of Damaged Primer on Fan Shaft
(1) Install “dummy plug” in fan shaft and place fan shaft on gear end. (See Figure 204.)
NOTE: After pouring primer from fan shaft, place fan shaft in vertical position
so primer will drain uniformly to prevent any primer buildup during
primer cure.
(3) Fill fan shaft (Area “B”, Figure 204) with primer, to bottom of internal threads (Area “D”),
protect threads and pour primer from fan shaft.
(4) Remove thread protection and apply wipe coat of primer to Area “D” and external Area
“E”.
(5) Apply spray coat of primer to Area “C”.
(6) Remove dummy plug.
(7) Air-dry shaft 15 to 30 minutes followed by 1 hour bake at 66 to 79°C (150 to 175°F).
Fan Shaft Paint Touch Up

Figure 204
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Apr 22/05


4. C. [Pre SB TFE731-72-3637] Touch Up of Damaged Paint on Plug
(1) Remove plug in accordance with Paragraph 4.A. (See Figure 201.)
(3) Apply primer to Area “A”, Figure 205, and air-dry a minimum of 30 minutes followed by
1 hour bake at 66 to 79°C (150 to 175°F).
(4) Reinstall plug and perform leak check in accordance with Paragraph 4.A.
Plug Paint Touch Up

Figure 205
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4. D. Removal of Corrosion from Fan Shaft
(1) If required, remove plug in accordance with Paragraph 4.A.
(2) Degrease threaded bore and external surfaces on end of shaft using solvent or de-
greaser.
(3) Visually inspect subject surfaces for evidence of corrosion deposits.
(4) If corrosion deposits are evident, use a firm bristled or stainless steel brush to remove
deposits.
(5) Wipe surfaces clean of loose corrosion residue caused by brushing.
CAUTION: DO NOT USE SOLUTIONS THAT CONTAIN HYDROCHLORIC

OR SULFURIC ACID WHEN APPLYING A METAL CONDITION-
ING SOLUTION TO FAN SHAFT.
(6) Wipe, brush, or swab corroded surfaces with metal conditioner, or a solution of phos-
phoric acid 25 to 35% by volume, until all visable rust has been removed.
(7) Wipe treated surfaces with a damp cloth and dry with clean pressurized air or heat gun.
(8) Apply paint to treated surfaces in accordance with Paragraph 4.B.
(9) If removed, reinstall plug and perform leak check in accordance with Paragraph 4.A.
E. Repair of Chipped Coating on Ring Gear
Blend chipped coating within 0.300 inch of web hole edge to remove sharp edges, removing
a minimum amount of material.
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BY-PASS REDUCTION GEAR SECTION − DESCRIPTION AND OPERATION
1. General
The by-pass fan reduction gear section consists of the lubricating nozzle, pinion gear bearing
housing assembly, quill shaft assembly, and planet gear assembly.
This section provides gears that mesh with the ring gear to drive the fan, resulting in a fan speed
slightly less than 50 percent of N1.
UP833486
72-72-00 Page 1
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UP833486
72-72-00 Page 2
Apr 22/05


LUBRICATING NOZZLE
A. Removal of Lubricating Nozzle

Sequence, Steps 3, 4 and 6.
(2) Remove bolt securing oil transfer tube. (See Figure 201.)
(3) Remove bolts securing lubricating nozzle and remove assembled lubricating nozzle
and oil transfer tube.
(4) Remove oil transfer tube from lubricating nozzle and remove packings from oil transfer
tube.
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5. BOLT 20. OIL TRANSFER TUBE

15. LOCKING NUT 30. LUBRICATING NOZZLE
Lubricating Nozzle Installation

Figure 201
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July 31/95


values.
1. B. Installation of Lubricating Nozzle
(1) Install lubricating nozzle (30) on sun gear bearing housing assembly, and secure with
locking nuts (15). Do not tighten at this time. (See Figure 201.)
(2) Install new packings (25) on oil transfer tube; then, secure oil transfer tube to planet
gear assembly with key washer (10) and bolt (5). Do not tighten at this time.
(3) Align oil transfer tube into lubricating nozzle; then, to avoid any stress of the oil transfer
tube, tighten both the bolt and locking nuts at approximately the same time. Tighten
bolt (5) to 40 inch-pounds torque and locking nuts (15) to 50 inch-pounds torque.
(4) Bend up tabs on locking washers.
(5) Install removed components in accordance with 72−70-00, Table 2, Component Instal-
lation Sequence, Steps 3, 5 and 6.
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2. Inspection/Check
A. Inspection of Lubricating Nozzle
(1) Inspect lubricating nozzle for cracks, broken welds, chafing, corrosion, obstruction, and
dents.
(2) Replace nozzle if cracks, chafing, obstruction, corrosion, or broken welds are evident.


30 Lubricating Nozzle X
UP833486
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Aug 23/02


PINION (SUN) GEAR BEARING HOUSING, BEARING, AND LOCKING NUT,
PLANET GEAR ASSEMBLY, AND QUILL SHAFT ASSEMBLY INSTALLATIONS

Planet Gear Holder Supports planet carrier during planet gear as- 293665-2
Assembly sembly disassembly or assembly.
Planet Gear Holding and Used to index planetary gears and prevent 298106-2
Indexing Fixture rotation during torquing operation.
Sun Gear Installation Kit Used to remove and install quill shaft assem- 831350-1
bly.
Delrin Protective Sleeves Used to protect quill shaft bearing surface. 831350-5/-7
Sun Gear Removal Used to remove quill shaft assembly. 831354-1
Fixture
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Apr 28/00



CARBON.
Marking compound (Dykem Hi-Spot Blue) ITW Dykem, P.O. Box 340, 805 E Highway 56,
Olathe, KS 66051-0340
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June 9/06


NOTE: [Post SB TFE731-72-3469] [Pre SB TFE731-72-3597 and Pre SB
TFE731-72-3613] Refer to requirements specified in 72-00-00, Inspection/
Check, Special Inspection Requirements Associated With No. 3 Carbon
Seal Failure, Part No. 3074032-1, for maintenance resulting from a No. 3
Carbon Seal, Part No. 3074032-1, failure.
1. A. Removal of Pinion Gear Bearing Housing Assembly Installation

Sequence, Steps 3, 4 and 6.
(2) Remove lubricating nozzle in accordance with 72-72-01.
(3) Remove bolts and key washers, then remove pinion gear bearing housing assembly
from planet carrier assembly. (See Figure 201.)
B. Removal of Quill Shaft Assembly Installation
(1) Remove pinion gear bearing housing assembly installation in accordance with Para-
graph 1.A.
CAUTION: 831350-7 DELRIN PROTECTIVE SLEEVE IS USED TO PRO-

TECT BEARING SURFACES IN THE QUILL SHAFT ASSEMBLY.
PROTECTIVE SLEEVE IS PART OF 831350-1 SUN GEAR
INSTALLATION KIT.
(2) Insert 831350-7 protective sleeve into quill shaft assembly. Using a long screwdriver,
bend locknut key tab from slot of locking nut, then remove protective sleeve. (See
Figure 202.)
(3) Install 298106-2 planet gear holding and indexing fixture to lock planet gears.
CAUTION: 831350-5 DELRIN SLEEVE ASSEMBLY IS USED TO PROTECT

BEARING SURFACES IN THE QUILL SHAFT ASSEMBLY, POSI-
TION PARTS, AND TO GUIDE OTHER TOOLING. SLEEVE AS-
SEMBLY IS PART OF 831350-1 SUN GEAR INSTALLATION KIT.
(4) Insert 831350-5 sleeve assembly (small end) into quill shaft assembly until large end
bottoms out.
(5) Using 831350-3 torque wrench, (part of 831350-1 sun gear installation kit) remove
locking nut from LP compressor first stage rotor assembly shouldered shaft (stub
shaft).
(6) Using 831354-1 sun gear removal fixture, remove quill shaft assembly from planet
carrier (gear) assembly, then remove locknut key from stub shaft.
(7) Remove planet gear holding and indexing fixture.

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Nov 26/03


15. PINION GEAR BEARING HOUSING 20. BOLT

ASSEMBLY 25. KEY WASHER
Pinion Gear Bearing Housing Assembly Installation

Figure 201
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July 31/95


5. LOCKNUT KEY 10. QUILL SHAFT ASSEMBLY
Quill Shaft Assembly Installation

Figure 202
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1. C. Removal of Planet Carrier (Gear) Assembly Installation
(1) Remove quill shaft assembly in accordance with Paragraph 1.B.
(2) Remove bolt and washer which secure carrier oil pressure tube to gear case. (See
Figure 203.)
(3) Remove nuts, dowel retainers, baffle, bolts and washers securing planet gear assem-
bly, then remove planet gear assembly. If required, thread three 10-32 screws into
empty threaded holes in outer flange of planet gear assembly to force gear assembly
with a jackscrew action.
(4) Check five dowel pins of intermediate case assembly used for locating aft flange of
planet gear assembly. If any dowel pins are missing or broken, refer to Approved
Repairs for dowel pin replacement.
(5) Remove oil transfer tube and packings.
D. Removal of Scavenge Inlet Baffle Assembly
(1) Remove planet carrier (gear) assembly installation in accordance with Paragraph 1.B.
(2) Remove screws and washer securing baffle assembly, then remove baffle assembly.
(See Figure 203.)
NOTE: When available, 293665-2 holder may be used to secure planet gear as-
sembly for aid in disassembling components.
E. Disassembly of Planet Gear Assembly
(1) Remove planet gear assembly installation from engine in accordance with Paragraph
1.C.
(2) Remove bolt and washer securing oil tube to manifold assembly, then remove oil tube
and packing. Remove oil jet strainer. (See Figure 204.)
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July 31/95


5. NUT 45. PACKING

10. DOWEL RETAINER 50. BAFFLE
15. DOWEL RETAINER 55. PLANET GEAR ASSEMBLY
20. DOWEL RETAINER 60. SCREW
25. BOLT 65. SCREW
35. PACKING 75. GASKET
40. TRANSFER TUBE 80. BAFFLE
Planet Carrier (Gear) Assembly Installation

Figure 203
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Apr 22/05


5. BOLT 50. OIL DEFLECTOR

7. WASHER 55. BOLT
15. OIL TUBE 65. FORWARD RETAINER
20. OIL JET STRAINER *80. INSERT
25. BOLT 85. OIL MANIFOLD ASSEMBLY
40. WASHER 95. GEARSHAFT ASSEMBLY
45. AFT RETAINER 100. PLANET CARRIER ASSEMBLY
Planet Gear Assembly

Figure 204
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Apr 22/05



Reason: To change the Key to Figure 204 to show Item 35.
Key to Figure 204 is changed as follows:
5. BOLT 50. OIL DEFLECTOR

7. WASHER 55. BOLT
15. OIL TUBE 65. FORWARD RETAINER
20. OIL JET STRAINER *80. INSERT
25. BOLT 85. OIL MANIFOLD ASSEMBLY
35. BOLT 95. GEARSHAFT ASSEMBLY
40. WASHER 100. PLANET CARRIER ASSEMBLY
45. AFT RETAINER

UP833486
Page 2 of 3
72-72-02 2 Nov 2020

1. E. (3) Remove bolts and washers securing manifold assembly, then remove manifold assem-
bly from planet carrier.
(4) Remove packings from manifold assembly.
(5) Remove bolts and washers securing forward and aft bearing retainers and oil deflector,
then remove bearing retainers and oil deflector. Discard washers.
(6) Using silver pencil, index the five planet gearshaft assemblies relative to planet carrier
for reference during reassembly.
(7) Remove gearshaft assemblies from planet carrier. Five gearshaft assemblies are
matched (within 0.0010 inch) by pin measurement value acid etched on shoulder of
each gearshaft. If subsequent maintenance procedures require replacement of one or
more gearshaft assemblies, supply pin measurement values on remaining serviceable
gearshaft assemblies when ordering replacement parts to ensure replacement and
remaining serviceable gearshaft assemblies will be matched.
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July 31/95


NOTE: When a replacement planet gearshaft is installed, Oil and Filter Analysis
samples are required to establish a new baseline for subsequent Oil and
Filter Analysis checks. Refer to 72-00-00, Inspection/Check.

values.
When available, 293665-2 holder may be used to secure planet carrier for
aid in assembling components.
1. F. Assembly of Planet Gear Assembly
CAUTION: ENSURE FIVE GEARSHAFT ASSEMBLIES TO BE INSTALLED IN

THE FOLLOWING STEP ARE MATCHED BY PIN MEASURE-
MENT VALUE ACID ETCHED ON SHOULDER OF EACH GEAR-
SHAFT. VALUES SHALL BE MATCHED WITHIN 0.0010 INCH.
Check Point 150: A. Verify planet gearshaft assembles (95) are completed
and accepted.
B. Verify matched condition of planet gearshaft assem-

blies (95) is within specified tolerance.
(1) Install planet gearshaft assemblies into carrier, ensuring index marks are aligned with
index marks on planet carrier. (See Figure 204.)
NOTE: Oil deflector is installed over the two aft bearing retainers next to large
cutout in carrier flange at 6 o’clock position.
(2) Install aft bearing retainers and oil deflector, and secure with bolts and washers. Tight-
en bolts (35) to 50 inch-pounds torque.
(3) Install forward bearing retainers on planet carrier and secure with bolts and washers.
Check Point 150: C. Verify torque of bolts (35, 55).
D. Check for freedom of rotation of planet gear shaft

assemblies (95).
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July 31/95



Reason: To add a CAUTION above Paragraph 1.F.(7), and to change Paragraph 1.F.(7).
CAUTION is added, and Paragraph 1.F.(7) is changed as follows:
CAUTION: OIL JET STRAINER, 894764-7, HAS A SPECIFIC INNER DIAMETER

THAT MUST BE VERIFIED PRIOR TO INSTALLATION. ENGINE
DAMAGE MAY RESULT DUE TO A REDUCTION OR LOSS OF
LUBRICATION OIL IF AN INCORRECT OIL STRAINER IS
INSTALLED.
(7) Verify oil jet strainer (20, PN 894764-7) inner diameter is 0.252 to 0.256 inch then
install oil jet strainer in manifold assembly.
UP833486
Page 3 of 3
72-72-02 2 Nov 2020

1. F. (4) Bend lock washers (40, 60) to lock bolts.
(5) Install packings on manifold assembly, then install manifold assembly with inlet port
adjacent to small cutout in carrier flange. Secure with bolts and washers. Tighten bolts
Check Point 150: E. Verify torque on bolts (25).
(6) Bend lock washers (30) to lock bolts.
(7) Install oil jet strainer in manifold assembly.
Check Point 155: A. Verify installation of oil jet strainer (20).
(8) Install packing on oil transfer tube. Install oil transfer tube with packing and secure with
bolt and washer. Tighten bolt (5) to 40 inch-pounds torque.
Check Point 155: B. Verify torque on bolt (5).
Check Point 160: A. Verify planet gear assembly is properly identified

with part number and serial number.
B. Check planet gear assembly to ensure there is no

obvious damage.
C. Verify planet gear assembly is complete and

properly assembled.
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1. G. Installation of Scavenge Inlet Baffle Assembly
Install baffle assembly, then secure with washer (70) and screws (60, 65). Tighten screws to
50 inch-pounds torque. (See Figure 203.)
values.
H. Installation of Planet Carrier (Gear) Assembly Installation
(1) If previously disassembled, assemble planet gear assembly in accordance with Para-
graph 1.F.
NOTE: When a replacement planet gear assembly is installed, Oil and Filter
Analysis samples are required to establish a new baseline for subse-
quent Oil and Filter Analysis checks. Refer to 72-00-00, Inspection/
Check.
(2) Install new packings (45) on oil transfer tube (40). Install tube into low pressure com-
pressor bearing housing on engine. (See Figure 202.)
Check Point 165: A. Verify proper installation of oil transfer tube (40,
Figure 202) and packings (45).
B. Verify proper installation of lockplate (10, Figure

201, 72-30-01).
C. Verify proper installation of packing (35, Figure

202).
D. Verify final acceptance of planet gear assembly

(55, Figure 202).
(3) Position planet gear assembly on engine and secure with dowel straps and nuts.
(4) Install baffle (50) on planet gear assembly and secure with nuts. Tighten nuts (5) to 80
inch-pounds torque.
(5) Attach oil pressure tube portion of planet gear assembly to mating adapter in intermedi-
ate case with bolt and washer ensuring oil pressure tube is not rubbing against inter-
mediate case or planet gears. Tighten bolt (25) to 40 inch-pounds torque.
(6) Using solvent or degreaser, remove index marks.

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values.
1. I. Installation of Quill Shaft Assembly Installation
CAUTION: WHEN PERFORMING THE FOLLOWING STEP, ENSURE PULL-

ER GROOVE AND/OR INNER TEETH OF COUPLING ARE POSI-
TIONED TOWARD FRONT OF ENGINE.
Check Point 145: B. Verify that shaft retainer (25, Figure 201, 72-30-01) is
installed.
(1) Install planet carrier assembly in accordance with Paragraph 1.H.
NOTE: Locknut key is being color marked for easier identification when
installed.
(2) Using marking compound, color long tab (edges also) of locknut key. (See Figure 202.)
(3) Install locknut key over LP compressor first stage rotor assembly shouldered shaft
(stub shaft). Position into relief area just behind threaded area. Ensure locking tab
(long) is facing forward and is in one of five recessed slots
Check Point: Verify that locknut key is installed, positioned in relief area
with locking tab facing forward, and is in one of five re-
cessed slots.
CAUTION: COUPLING PULLER GROOVE MUST FACE FORWARD. IF

INSTALLED BACKWARD, THE QUILL SHAFT ASSEMBLY WILL
TOUCH THE SUN GEAR BEARING HOUSING.
NOTE: The ensure proper installation of coupling, newly manufactured cou-

plings will be identified with letters FWD on the forward surface.
(4) Inspect locking nut and coupling inside of quill shaft assembly. Ensure that slots on
locking nut are facing forward and that the puller groove on coupling is facing forward.
Check Point 142: A. Verify that slots on locking nut and puller groove
on coupling are facing forward.
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July 31/95


CAUTION: A 831350-5 SLEEVE ASSEMBLY IS USED TO PROTECT BEARING
SURFACES IN THE QUILL SHAFT ASSEMBLY, POSITION PARTS
AND TO GUIDE OTHER TOOLING. SLEEVE ASSEMBLY IS PART OF
831350-1 SUN GEAR INSTALLATION KIT.
1. I. (5) Position 831350-5 sleeve assembly (small end) into quill shaft assembly until large end
bottoms.
(6) Insert 831350-3 torque wrench into 831350-5 sleeve assembly until it fully engages
locking nut (inside of quill shaft assembly).
(7) Coat threads of nut (inside quill shaft assembly) with anti-seize lubricant. Install nut.
NOTE: The following procedure for retightening nut is accomplished to ensure

quill shaft assembly is properly seated.
(8) Position quill shaft assembly over stub shaft. Using 831350-3 torque wrench, start
locking nut onto stub shaft and tighten hand tight. Final torque and secure as follows.
Steps are in sequence to ensure seating of parts.
(a) Tighten locking nut to 1850 inch-pounds torque.
(b) Loosen locking nut then, retighten to 1850 inch-pounds torque.
(c) Locate locking nut tab slot that provides the best alignment for the locknut key
tab.
(d) Loosen locking nut then, retighten to 1850 inch-pounds torque.
CAUTION: DO NOT EXCEED 2100 INCH-POUNDS TORQUE. IF

ALIGNMENT OF LOCKNUT KEY TAB AND LOCKING NUT
CANNOT BE ACCOMPLISHED BEFORE EXCEEDING
2100 INCH-POUNDS, ROTATE LOCKNUT KEY TAB TO
ANOTHER RECESSED SLOT, AND REPEAT STEPS (a)
THROUGH (e).
(e) Continue to tighten (do not exceed 2100 inch-pounds) locking nut in a clock-
wise direction until locknut key tab can be bent into locking nut tab slot.
(f) Remove torque wrench and sleeve assembly.

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Aug 23/02


CAUTION: A 831340-7 PROTECTIVE SLEEVE IS USED TO PROTECT
BEARING SURFACES IN THE QUILL SHAFT ASSEMBLY.
PROTECTIVE SLEEVE IS PART OF 831350-1 SUN GEAR
INSTALLATION KIT.
1. I. (8) (g) Insert 831350-7 protective sleeve into quill shaft assembly.
(h) Using a long screwdriver, bend locknut key tab back and into slot on locking nut,
then remove protective sleeve.
(i) Perform a drop check from face of planet carrier assembly to face of locking nut
(component of quill shaft assembly).
1 Drop check dimension minimum is 4.715 inches. If drop check minimum is

less than 4.715 inches, coupling may be installed backwards in the quill
shaft assembly. (Refer to Step (4).)
2 Drop check dimension maximum of 4.778 inches. If drop check maximum

exceeds 4.778 inches, misassembly of the engine aft of the quill shaft
assembly has occurred (No. 3 carbon seal rotor, spacer, etc).
(j) Install sun gear bearing housing into quill shaft assembly.
NOTE: When tightening bolts in the following step, tighten them sequen-
tially to pull sun gear bearing housing evenly into planet carrier
assembly.
(k) Secure sun gear bearing housing to planet carrier assembly using bolts and key
washers.
(l) Tighten bolts to 120 inch-pounds torque.
(m) Bend key washer to lock bolts.

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July 31/95


2. Inspection/Check

Three inch drill press vice (Used with locally Commercially available
fabricated brass jaws or inserts)
A. Inspection of Pinion (Sun) Gear Bearing
(1) Inspect bearing in accordance with 70-00-00, Standard Practices. (See Figure 201.)
(2) If inspection requirements are not met, replace bearing in accordance with Approved
Repairs.
B. Inspection of Quill Shaft Assembly
(1) Inspect sun gearshaft teeth for the following. (See Figure 202.)
(a) Depth of any wear at end of contact pattern shall not exceed 0.002 inch.
(b) Surface areas of scoring (evident as high polish or wear in a radial direction)
shall not exceed an area greater than 0.150 by 0.400 inch and a depth of
0.0005 inch.
NOTE: Micropitting specified in the following step is defined as miniature

pits, generally of a size too small to measure individually, which
may appear as frosting (a lusterless finish or a dull or matted
appearance.)
(c) Micropitting on any tooth shall not exceed 85 percent of tooth contact surface.
NOTE: Pitting as specified in the following step is defined as small,

irregular shaped cavities in tooth surface from which material has
been removed.
(d) Dimension of any single pit (in any direction) shall not exceed 0.010 inch. Num-
ber of pits (with the exception of micropitting) within any circle of 0.250 inch
diameter shall not exceed three.
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Reason: To add Paragraph 2.B.(3) for magnetic particle inspection of quill shaft.
Paragraph 2.B.(3) is added as follows:
(3) If quill shaft assembly is disassembled (shaft retainer nut removed), perform magnetic particle
inspection of quill shaft (sun gear) in accordance with Section 70-00-00. Pay particular
attention to the areas adjacent to previously drilled straight pin holes. No cracks or linear
indications allowed.
UP833486
Page 3 of 13
72-72-02 29 Oct 2019
See TR
NOTE: Chips as specified in the following steps are defined as small
irregular shaped cavities in tooth surface, tip, or edge due to
contact with foreign object from which material has been re-
moved or displaced causing burr (raised metal) on edge of cavity.
2. B. (1) (e) Depth of any single chip on tip of tooth shall not exceed 0.003 inch and a maxi-
mum width of 0.020 inch radially. Total accumulative length of all chips on single
tip shall not exceed 0.100 inch. Burrs shall be stoned off.
(f) Depth of any single chip on edge of tooth radially outboard of mid-point shall not
exceed 0.003 inch, and a maximum width of 0.030 inch. Two chips maximum
per edge. Burrs shall be stoned off.
(g) Chips below mid-point on tooth not acceptable.
(2) Inspect couplings (inside quill shaft assembly) external splines for wear. Wear patterns
shall not run off ends of teeth. Wear step near tooth root shall not exceed 0.002 inch.
Pitting shall not exceed 0.010 inch.
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2. C. Inspection of Planet Gearshaft Assemblies
(1) With planet gearshaft assemblies disassembled from planet carrier, inspect for
matched condition by checking pin measurement values acid etched on shoulder of
each gearshaft. Values shall be matched within 0.001 inch. (See Figure 203.)
(2) Inspect planet gearshaft assembly bearings for the following.
CAUTION: DO NOT REMOVE MORE THAN ONE OUTER RACE

FROM PLANET GEARSHAFT ASSEMBLY BEARINGS AT A
GIVEN TIME AS THE RACES ARE NOT INTERCHANGE-
ABLE. IF MIXING DOES OCCUR, THE SERIAL NUMBER
AT EACH OUTER RACE SHALL BE MATCHED WITH THE
RESPECTIVE INNER RACE SERIAL NUMBER.
(a) With outer race of each bearing removed, inspect bearings in accordance with
(b) Inspect each bearing inner race for cracks.
CAUTION: TO PREVENT DAMAGE TO ROLLER BEARING

CAGE, ALWAYS REMOVE ROLLER BEARING BY
SLOWLY ROTATING PLANET GEARSHAFT AXIAL-
LY. AVOID ANY SIDEWAYS OR HORIZONTAL
MOVEMENT OF PLANET GEARSHAFT DURING
ROLLER BEARING REMOVAL.
1 With outer race removed, remove one roller from bearing cage using a drill
press vise equipped with brass jaws. (See Figure 205.)
a Secure bearing roller between brass jaws of vise while supporting

planet gearshaft assembly by hand.
b Slowly rotate planet gearshaft assembly, using steady motion, until

roller is removed from bearing cage.
2 Using 20X magnification, inspect inner race for cracks, paying particular
attention to guide flange and inner race roller path. Cracks are not allowed.
3 Reinstall bearing roller.
4 Repeat Steps 1 through 3 for each bearing inner race.
(c) Reinstall outer race on each bearing.

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July 31/95


NOTE: Fabricate brass jaws from 1/4 inch thick brass plating. Attach brass plate to
extend a minimum of 1/2 inch above existing vise jaws to ensure clearance be-
tween vise and planet gear teeth.
Planet Gearshaft Bearing Roller Removal

Figure 205
UP833486
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July 31/95


2. C. (2) (d) Check bearings for freedom of rotation.
1 Hold gearshaft in vertical position by outer race of lower bearing to check

lower bearing. Rotate gearshaft with free hand. Bearing rollers, bearing
cage, and gearshaft shall rotate freely. Binding not acceptable.
2 With gearshaft maintained in position established in Step 1, hold outer race

and cage of lower bearing stationary with fingers. Rotate gearshaft with free
hand. Gearshaft and bearing rollers shall rotate freely. Binding not accept-
able.
3 Repeat Steps 1 and 2 for other bearing on gearshaft.
4 Repeat Steps 1 through 3 for other four gearshaft assemblies.
(3) Inspect gear teeth on planet gearshafts for wear, scoring, pitting, and other damage.
Defects that exceed the following limits are cause for rejection.
(a) Depth of any scoring or wear shall not exceed 0.002 inch. Any areas of scoring
(evident as high polish or wear) shall not exceed an area greater than 0.050 by
0.150 inch.
NOTE: Micropitting specified in the following step is defined as miniature

pits, generally of a size too small to measure individually, which
may appear as frosting (a lusterless finish or a dull or matte
appearance).
(b) Micropitting on any tooth shall not exceed 85 percent of tooth contact surface.
(c) Dimension of any single pit (in any direction) shall not exceed 0.010 inch. Num-
ber of pits (with the exception of micropitting) within any circle of 0.250 inch
diameter shall not exceed three.
(4) Inspect forward and aft pin securing nuts to gearshaft for security. Pins shall be se-
cure.
NOTE: When ordering planet gearshaft assemblies for replacement of defec-

tive parts, supply pin measurement values stamped on shoulder of
remaining serviceable gearshaft assemblies. Data is required to
ensure replacement gearshaft assemblies will be matched with re-
maining serviceable gearshaft assemblies.
(5) Disassemble gearshaft assemblies not meeting inspection requirements of Steps (1)
through (4) in accordance with Approved Repairs.
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REVISION 11, DATED 11 MAY 2007. INSERT FACING 72-72-02, PAGE 221. THIS TR IS
Reason: To add fluorescent penetrant inspection for planet carrier.
Step 2.E.(1a) is added after Step 2.E.(1) as follows:
(1a) Inspect planet carrier for cracks. Perform fluorescent penetrant inspection in
accordance with 70-00-00, Standard Practices. No cracks allowed.

UP833486
Page 1 of 1
5 Aug 2010
See TR
2. D. Inspection of Planet Gear Assembly Oil Jet Strainer
Inspect oil jet strainer for clogging or torn wire mesh. Replace part if damage is evident.
(See Figure 203.)
E. Inspection of Planet Carrier
(1) Inspect flange on planet carrier that mates with intermediate case for fretting. Minor
fretting is acceptable providing no cracks have spread from fretting. (See Figure 203.)
F. Inspection of Scavenge Inlet Baffle Assembly
Inspect gasket for damage and security. If damaged or separated from baffle, repair in accor-
UP833486
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A. Clean Parts

201 15 Sun Gear Bearing Housing X X
202 10 Quill Shaft Assembly X X
203 10 Dowel Strap X X

15 Dowel Strap X X
20 Dowel Strap X X
40 Transfer Tube X
55 Planet Carrier Assembly X X

20 Oil Jet Strainer X
50 Oil Deflector X X
85 Oil Manifold Assembly X
95 Planet Gearshaft Assembly X X
100 Planet Carrier Assembly X X
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July 31/95



Reason: To replace TR 72-234 (added retainer nut torque and drill fixture assembly information to Table
205) and to change Part No. 298113-2 to 298113-3.
Retainer Nut Torque and Supports and secures coupling shaft during 298113-3
Drill Fixture Assembly disassembly and assembly operations.
Page 4 of 13
UP833486
72-72-02 29 Oct 2019

See TR
4. Approved Repairs

Automatic Center Punch Stakes pin during assembly. 285748-1-1
Staking Punch Stakes pin during assembly. 294681-1
Planetary Gearshaft Tool Kit provides tooling for disassembly and as- 298114-1
Kit sembly, operation of planet gearshaft.
Gear Retainer Tool Holds gearshaft retainer and assembled parts. 831152-1
Drill Fixture Guide drill when drilling holes in threads of nut 831153-1
and gearshaft retainer.
Protective Sleeve Protects bearing surface. 831350-5/-7
Pinion Gear Bearing Re- Removes and installs pinion gear bearing. 831363-1
moval and Installation Kit
Balance Arbor Adapts quill shaft assembly to balance ma- 831365-1
chine.
Adapter Sleeve Used with 298114-1 planetary gearshaft tool kit 831743-1
to accept TFE731-5B planetary gearshafts.

Adhesive (Sicomet 77) Henkel Corp, Adhesives, 1345 Gasket Dr, Elgin,
IL 60120
Marking compound (Dykem Hi-Spot Blue) ITW Dykem, P.O. Box 340, 805 E Highway 56,
Olathe, KS 66051-0340
UP833486
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June 9/06


Table 206. Equipment and Materials (Cont)

Shipping fixture Honeywell International Inc., Distribution Center,
AZ 85038-9003
NOTE: The following procedures are to be accomplished only by facilities having

required special capability and tooling.
4. A. Repair of Planet Gearshaft Assemblies
(1) Disassemble planet gearshaft assembly as follows. (See Figure 206.)
NOTE: If damage to one or more components of planet gearshaft as-

sembly requires part replacement disassemble planet gearshaft
assembly as follows.
(a) With outer race of each bearing removed (Figure 206), install planet gearshaft
assembly in 298114-13 fixture (part of 298114-1 tool kit (Figure 208)) using
831743-1 adapter sleeve. Use protective covering (masking tape, etc) over end
of shaft and nut to protect assembly from drill chips and any foreign matter.
Install plate of drill jig marked REMOVAL over end of gearshaft assembly with
bearing to be removed and with gearshaft assembly oriented to center drill guide
hole in REMOVAL plate over pin in nut.
CAUTION: WHEN PERFORMING THE FOLLOWING STEPS, ENSURE

COMPLETE REMOVAL OF PIN, ANY DRILL CHIPS, AND
ANY DEBRIS FROM DRILLED HOLE. PRESENCE OF ANY
MATERIAL LEFT IN HOLE WILL DAMAGE THREADS AT
NUT REMOVAL.
(b) Drill out pin using 0.0625 inch diameter (1/16 inch) drill to a depth of 0.240 inch.
Ensure complete removal of pin and any drill chips. Clean off drill chips and any
foreign matter using vacuum, magnet, or tape, as required.
(c) Remove REMOVAL plate of drill jig and protective covering from end of gear-
shaft. Verify assembly is free of all drill chips and foreign matter using 10X mag-
nification. Flush drilled hole with solvent or degreaser, then use magnetized
needle as required to completely clean drilled hole.
(d) Loosen and remove nut and spring washer. Discard spring washer.
(e) Invert fixture with gearshaft assembly and repeat Steps (a) through (d) for se-
cond bearing.
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5. PIN 35. SPRING WASHER

10. NUT 40. BEARING
15. SPRING WASHER 50. SPRING PIN
20. BEARING 55. RESTRICTOR
25. PIN 60. GEARSHAFT
30. NUT
Planet Gearshaft Assembly

Figure 206
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Planet Gearshaft Assembly

(Use 298114-13 Fixture, Part of 298114-1 Tool Kit)
Figure 207
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4. A. (1) (f) Remove gearshaft assembly from fixture.
(g) Using tools from tool kit 298114-1 (adapter 298114-15 and appropriate split half
plate 298114-17 and shaft driver 298114-21 for small bearing, split half plate
298114-19 and shaft driver 298114-23 for large bearing), remove bearings from
gearshaft.
(h) Replace components not meeting the requirements of 72-00-00, Inspection/

Check.
(2) Assemble planet gearshaft assembly.
(a) Inspect gearshaft threads and nut to be installed for burrs. If burrs are present,
clean up with rotary wire brush, burr knife, or grinding wheel as required. Re-
check by installing nut on gearshaft. Nut shall turn freely on gearshaft threads
with no binding. Verify parts are free of burrs with 10X magnification.
(b) Flush gearshaft, nut, and new spring washer with solvent or degreaser, then dry
by blowing with compressed air. Inspect spring washer to ensure that it is not
cracked or flattened.
NOTE: If old bearings are to be reused install outer race, if new bearings
are to be installed leave outer race on bearing assembly.
(c) Install gearshaft in 298114-15 torque adapter. Using appropriate bearing drivers,
298114-25 for small bearing and 298114-27 for large bearing, press bearings on
to gearshaft. Install inner race of bearing with chamfer on inner diameter facing
gear teeth on gearshaft.
(d) Liberally lubricate gearshaft journals with clean engine oil.
(e) Install large nut (10) and tighten to 500 inch-pounds torque, backoff nut and
retighten to 500 inch-pounds torque to properly seat bearing.
(f) Remove nut (10).

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CAUTION: ENSURE SPRING WASHER IS INSTALLED CORRECTLY,
OD OF WASHER IN CONTACT WITH BEARING AND ID OF
WASHER IN CONTACT WITH NUT. DO NOT REUSE
SPRING WASHERS AFTER THEY HAVE BEEN COM-
PRESSED BY NUT ONCE.
4. A. (2) (g) Install spring washer (15) on gearshaft.
NOTE: While tightening nut, torque will remain constant once the washer
is contacted until washer is compressed at which time torque will
increase sharply. (Use of dial indicator torque wrench is recom-
mended.)
(h) Reinstall large nut (10) and tighten to 50 inch-pounds torque.
(i) Install small nut (30) and tighten to 500 inch-pounds torque, back off nut and
tighten to 500 inch-pounds torque to properly seat bearing.
(j) Remove nut (30).
CAUTION: ENSURE SPRING WASHER IS INSTALLED CORRECTLY,

OD OF WASHER IN CONTACT WITH BEARING AND ID OF
WASHER IN CONTACT WITH NUT. DO NOT REUSE
SPRING WASHERS AFTER THEY HAVE BEEN COM-
PRESSED BY NUT ONCE.
(k) Install spring washer (35) on gearshaft.
NOTE: While tightening nut, torque will remain constant once the washer
is contacted until washer is compressed at which time torque will
increase sharply. (Use of dial indicator torque wrench is recom-
mended.)
(l) Reinstall small nut (30) and tighten to 40 inch-pounds torque.
(m) If either nut installed or gearshaft has been previously drilled for pinning, ensure
half-hole in nut is a minimum of 0.150 inch from existing half-hole in gearshaft
threads to be used.
(n) Remove gearshaft from 298114-15 adapter. Apply clean engine oil to bearings.
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4. A. (2) (o) Check each bearing for freedom of rotation.
1 Hold gearshaft in vertical position by outer race of lower bearing to check

lower bearing. Rotate gearshaft with free hand. Bearing rollers, bearing
cage, and gearshaft shall rotate freely. Binding not acceptable.
2 With gearshaft maintained in position established in Step 1 hold outer race

and cage of lower bearing stationary with fingers. Rotate gearshaft with free
hand. Gearshaft and bearing rollers shall rotate freely. Binding not accept-
able.
3 Repeat Steps 1 and 2 for other bearing on gearshaft.
(3) Repin nuts.
(a) Remove bearing outer races and install gearshaft assembly into 298114-13
fixture using 831743-1 sleeve adapter.
(b) Use protective covering (masking tape, etc.) over end of gearshaft and nut to
protect assembly from drill chips and foreign matter. Install drill plate of
298114-13 fixture marked INSTALLATION over gearshaft. Orient gearshaft to
locate drill hole in drill plate over an existing half-hole in gearshaft threads (when
gearshaft threads have been previously drilled). Ensure drill guide bushing of
drill plate is against end of gearshaft assembly to prevent any wobble of drill
during drilling operation.
(c) Drill hole into threads of nut (and gearshaft, when gearshaft has not been pre-
viously drilled) using 0.0625 inch (1/16 inch) diameter drill. Drill hole to depth of
0.190 to 0.220 inch. Remove drill plate and check depth of drilled hole using
287463-2-1 and 287463-27-1 gages. Clean off drill chips and any foreign matter
using vacuum, magnet, or tape as required.
(d) Remove protective covering from end of gearshaft. Turn gearshaft to orient
drilled hole down and rinse drilled hole with solvent, trichlorotrifluoroethane to
remove drill chips.
(e) Inspect drilled hole with 10X magnification for drill chips. Remove any chips
using a magnetized needle.
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4. A. (3) (f) Check drilled hole to ensure hole is not oversized using a 0.0636 inch diameter
inspection gage pin. Gage pin shall not fit into hole. If hole is oversized, repeat
Steps (b) through (f) using different existing half-hole in gearshaft for drilling nut.
If other existing half-holes in gearshaft are unusable, or if no other half-holes
exist in gearshaft threads, drill one hole approximately 45 degrees from any
other half-hole in gearshaft. Any new half-holes drilled in nut shall be at least
0.150 inch from any existing half-hole in nut. Maximum allowable combined
number of half-holes in gearshaft threads and nut is five. (Pinned hole is sixth
hole.)
(g) Press pin to bottom of drilled hole and stake center of pin using 285748-1-1
punch.
(h) Remove stylus from 285748-1-1 punch and install 294681-1 adapter in place of
removed stylus.
(i) Centerstake pin using 285748-1-1 punch and 294681-1 adapter to displace nut
and gearshaft material around perimeter of pin. Ensure nut and gearshaft mate-
rial is displaced to secure pin.
(j) Remove 294681-1 adapter from 285748-1-1 punch and reinstall stylus removed
in Step (h).
(k) Repeat Steps (b) through (j) for second bearing installation.
(l) Lubricate bearings with clean engine oil.
(m) Install outer races on bearings.
(4) Repeat Steps (1) through (3) for other four gearshaft assemblies.
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4. B. Replacement of Missing or Broken Dowel Pins of Intermediate Case Assembly Used for
Locating Aft Flange of Planet Gear Assembly
(1) Check hole size at location of broken or missing dowel pin. Do not attempt repair if
hole size is greater than 0.3748 inch.
(2) If portion of dowel pin is present in dowel pin hole, drill dowel pin using a carbide drill
and remove remainder of dowel pin using an easy-out type tool. Use a drill stop to limit
drill depth to 0.5 inch. Use care not to damage hole.
(3) Touch up interior of hole using chromate conversion coating solution. (Refer to
72-00-00, Cleaning/Painting.)
(4) Press in replacement dowel pin to full depth. Protrusion of pin above surface of inter-
mediate case assembly shall be 0.270 to 0.280 inch.
C. Repair of Scavenge Inlet Baffle Assembly
(1) Clean surface inlet baffle assembly in accordance with 72-00-00, Cleaning/Painting,
Method No. 5.
(2) Ensure all adhesive residue is removed from groove where gasket was removed.
NOTE: Adhesive sets in 20 to 30 seconds and cures in 60 to 120 seconds.
(3) Apply adhesive to seven points in groove of scavenge inlet baffle. (See Figure 208.)
(4) Install gasket in groove of scavenge inlet baffle.

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Scavenge Inlet Baffle Assembly Repair

Figure 208
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See TR
5. PIN 20. LOCKING NUT

10. LOCKNUT 25. SUN GEARSHAFT
15. COUPLING
Assembly of Quill Shaft Assembly

Figure 209
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July 31/95



Reason: To change Figure 209 to clarify part nomenclatures.
Figure 209 is changed as follows:
5. STRAIGHT PIN 20. LOCK NUT

10. SHAFT RETAINER NUT 25. SUN GEARSHAFT
15. SHAFT COUPLING
Page 5 of 13
UP833486
72-72-02 29 Oct 2019



Reason: To replace TR 72-234 (changed tooling part numbers and nomenclatures and changed diameter
of drill used to drill out pin), to change part number in Steps 4.D.(1)(a) thru (f) and in the NOTE
before Step 4.D.(2)(a) and in Steps 4.D.(2)(a) and (d), change Step 4.D.(2)(b) and (c), and to
add Step 4.D.(1)(g).
Step 4.D.(1)(a) is added, Steps 4.D.(1)(b) thru (f) are changed, Step 4.D.(1)(g) thru Step 4.D.(1)(j) are added,
the NOTE before Step 4.D.(2)(a) and Steps 4.D.(2), 4.D.(2)(a), (b), (c), and (d) are changed as follows:
(a) Index the relative position of the sun gearshaft (25) and the shaft retainer nut (10) using
marking compound.
(b) Install quill shaft assembly in PN 298113-39 retainer (component of PN 298113-3 retainer
nut torque and drill fixture assembly).
(c) Install PN 298113-15 drill fixture (component of PN 298113-3 retainer nut torque and drill
fixture assembly) on shaft retainer nut (10), and using a 0.0625 inch diameter drill, drill out
straight pin (5) by drilling to a depth of 0.240 inch to ensure complete removal of the pin.
(d) Remove PN 298113-15 drill fixture (component of PN 298113-3 retainer nut torque and drill
fixture assembly) from shaft retainer nut (10).
(e) Remove shaft retainer nut (10) from sun gearshaft (25) using PN 298113-13 torque adapter
assembly (component of PN 298113-3 retainer nut torque and drill fixture assembly).
(f) Remove shaft coupling (15) and lock nut (20) from sun gearshaft (25).
(g) Clean disassembled components in accordance with Cleaning, then inspect in accordance
with Inspection/Check, including magnetic particle inspection of quill shaft (sun gear).
(h) Inspect components in accordance with Inspection/Check.
(i) Replace components not meeting inspection requirements of Inspection/Check.
(j) If the sun gearshaft (25) or the shaft retainer nut (10) is replaced, proceed to Step 4.D.(2).
If the sun gearshaft (25) and the shaft retainer nut (10) are replaced, proceed to Step
4.D.(2).
If the sun gearshaft (25) and the shaft retainer nut (10) are not replaced, proceed to Step
4.D.(3).
(2) Balance assembled sun gearshaft and shaft retainer nut. (See Figures 210 and 211.)
NOTE: A standard vice can be used to hold (secure) PN 298113-39 retainer (component of
PN 298113-3 retainer nut torque and drill fixture assembly).
(a) Position sun gearshaft in PN 298113-39 retainer (component of PN 298113-3 retainer nut
torque and drill fixture assembly).
(b) Coat shaft retainer nut threads of sun gearshaft (25) with MIL-PRF-7808 or MIL-PRF-23699
oil only.
(c) Install shaft retainer nut (10) onto sun gearshaft (25), then tighten hand tight.
(d) Using PN 298113-13 torque adapter assembly (component of PN 298113-3 retainer nut
torque and drill fixture assembly), tighten shaft retainer nut (10) to 1250 inch-pounds (141
Nm) torque.
Page 6 of 13
UP833486
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See TR
4. D. Repair of Quill Shaft Assembly
(1) Disassemble quill shaft assembly. (See Figure 209.)
(a) Install assembly in 298113-1 fixture.
(b) Using a 0.0635 inch diameter drill, drill out pin by drilling to a depth of 0.240
inch to ensure complete removal of the pin.
(c) Remove drill plate of 298113-1 fixture.
(d) Remove nut using 298113-1 fixture.
(e) Remove coupling shaft from fixture.
(f) Replace components not meeting inspection requirements of Inspection/Check.
(2) Balance assembled sun gearshaft and locknut. (See Figures 210 and 211.)
CAUTION: USE A 831350-5/-7 DELRIN PROTECTIVE SLEEVE TO

PROTECT BEARING SURFACE, EXCEPT WHEN REMOV-
AL IS REQUIRED TO PERFORM A PARTICULAR STEP OR
FUNCTION ON SUN GEARSHAFT.
NOTE: A standard vice can be used to hold (secure) 298113-39 retainer.
(a) Position sun gearshaft in 831152-1 gear retainer tool.
(b) Coat threads of sun gearshaft with MIL-PRF-7808 or MIL-PRF-23699 oil only.
(c) Install locknut onto sun gearshaft, then tighten hand tight.
(d) Using 298113-13 torque wrench adapter assembly (component of 298113-2

retainer nut torque and drill fixture), tighten locknut to 1250 inch-pounds torque.
UP833486
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Aug 23/02

See TR
Assembling 831365-1 Balance Arbor and Sun Gearshaft and Nut

Figure 210
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July 31/95



Reason: To change Figure 210 to clarify part nomenclatures and to change the figure title to include shaft
retainer nut.
Figure 210 and title are changed as follows:
Assembling 831365-1 Balance Arbor and Sun Gearshaft and Shaft Retainer Nut
Figure 210
Page 7 of 13
UP833486
72-72-02 29 Oct 2019



Reason: To delete the NOTE before Step 4.D.(2)(e) and to replace Steps 4.D.(2)(e) thru (j) to clarify part
nomenclatures.
The NOTE before Step 4.D.(2)(e) is deleted and Steps 4.D.(2)(e) thru (j) are replaced as follows:
NOTE: Deleted.
4. D. (2) (e) Assemble sun gearshaft and balance arbor as follows. (See Figure 210.)
CAUTION: WHEN ASSEMBLING OR REMOVING THE PN 831365-1 BALANCE ARBOR

FROM THE SUN GEARSHAFT, EXTREME CARE MUST BE TAKEN TO
PREVENT DAMAGE TO THE SUN GEARSHAFT BEARING SURFACE.
NOTE: Sun gearshaft and shaft retainer nut have been previously assembled and torqued; do
not loosen shaft retainer nut prior to balancing. Balance tooling can be installed with
shaft retainer nut and sun gearshaft assembled.
1 Install (insert) the balance arbor through the sun gearshaft (large end) until it
bottoms against the sun gearshaft.
2 Slide the balance arbor sleeve over the balance arbor and inside of the sun
gearshaft and shaft retainer nut until it bottoms against the lockpin on the balance
arbor.
3 Install the balance arbor locknut on the balance arbor and tighten hand tight against
the sleeve.
CAUTION: DO NOT OVERTIGHTEN (EXPAND) THE BALANCE ARBOR WHEN
EXPANDING IT INSIDE THE SUN GEARSHAFT AND SHAFT RETAINER
NUT. OVERTIGHTENING (EXPANDING) MAY RESULT IN DAMAGE TO
THE BALANCE ARBOR.
4 Using an allen wrench, tighten the arbor setscrew until the balance arbor sleeve
expands and cannot be moved inside or out of the sun gearshaft. Do not overtighten
(expand) the balance arbor.
(f) Install assembled sun gearshaft, shaft retainer nut and PN 831365-1 balance arbor on a
(g) Dynamically balance assembled sun gearshaft and locknut on Datums A and B to an
accuracy of 0.016 ounce-inches in Plane L and 0.003 ounce-inches in Plane M by
removal of material from shaded areas shown in Figure 211.
(h) All areas where material is removed for balancing shall fair smoothly with no radii less
than 0.060 inch minimum. Surface finish for areas where material is removed shall be
63 microinches or better.
(i) Mark alignment marks in a straight line on the sun gearshaft and shaft retainer nut using
marking compound.
(j) Loosen the arbor setscrew until the sleeve fully retracts. Remove the arbor locknut and
arbor sleeve from the balance arbor, then remove PN 831365-1 balance arbor from
assembled sun gearshaft and shaft retainer nut.
Page 8 of 13
UP833486
72-72-02 29 Oct 2019

See TR
NOTE: Sun gearshaft and locknut have been previously assembled and
torqued; do not loosen locknut prior to balancing. Balance tool-
ing can be installed with locknut and sun gearshaft assembled.
4. D. (2) (e) Assemble sun gearshaft and balance arbor as follows. (See Figure 210.)
CAUTION: WHEN ASSEMBLING OR REMOVING THE 831365-1 BAL-

ANCE ARBOR FROM THE SUN GEARSHAFT, EXTREME
CARE MUST BE TAKEN TO PREVENT DAMAGE TO THE
SUN GEARSHAFT BEARING SURFACE.
1 Install (insert) the balance arbor through the sun gearshaft (large end) until
it bottoms against the sun gearshaft.
2 Slide the balance arbor sleeve over the balance arbor and inside of the sun
gearshaft locknut until it bottoms against the lockpin on the balance arbor.
3 Install the balance arbor locknut on the balance arbor and tighten hand tight
against the sleeve.
CAUTION: DO NOT OVERTIGHTEN (EXPAND) THE BALANCE

ARBOR WHEN EXPANDING IT INSIDE THE SUN
GEARSHAFT AND LOCKNUT. OVERTIGHTENING
(EXPANDING) MAY RESULT IN DAMAGE TO THE
BALANCE ARBOR.
4 Using an allen wrench, tighten the setscrew until the balance arbor expands
and cannot be moved inside or out of the sun gearshaft. Do not overtighten
(expand) the balance arbor.
(f) Install assembled sun gearshaft and locknut and 831365-1 balance arbor on a
(g) Dynamically balance assembled sun gearshaft and locknut on Datums A and B
to an accuracy of 0.016 ounce-inches in Plane L and 0.003 ounce-inches in
Plane M by removal of material from shaded areas as shown. (See Figure 211.)
(h) All areas where material is removed for balancing shall fair smoothly with no radii
less than 0.060 inch minimum. Surface finish for areas where material is re-
moved shall be 63 microinches or better.
(i) Mark alignment marks in a straight line on the sun gearshaft and locknut using
marking compound.
(j) Remove 831365-1 balance arbor from assembled sun gearshaft and locknut.
UP833486
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June 9/06

See TR
Balancing Sun Gearshaft and Locknut

Figure 211
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July 31/95



Reason: To change Figure 211 to clarify part nomenclatures and to change the figure title to include shaft
retainer nut.
Figure 211 and figure title are changed as follows:
Page 9 of 13
UP833486
72-72-02 29 Oct 2019


Dimensional Limits
DIM. C 0.050 inch (1.270 mm) DIM. F 0.695 inch (17.653 mm) Maximum
DIM. D 0.894 inch (22.708 mm) DIM. G 0.010 inch (0.254 mm) Minimum
DIM. E 0.010 inch (0.254 mm) Minimum DIA H 3.300 inch (83.820 mm) Minimum
Balancing Sun Gearshaft and Shaft Retainer Nut

Figure 211
Page 10 of 13
UP833486
72-72-02 29 Oct 2019



Reason: To replace TR 72-234 (changed tooling part numbers and nomenclatures), to add a NOTE and
to replace Steps 4.D.(3) thru (f) in entirety to clarify procedures.
NOTE is added and Steps 4.D.(3) thru (f) are replaced in entirety as follows:
NOTE: [Pre SB TFE731-72-3809] To assemble a pre SB TFE731-72-3806 quill shaft

assembly, use the post SB TFE731-72-3806 assembly procedure and then re-identify
the quill shaft assembly in accordance with SB TFE731-72-3806.
4. D. (3) [Post SB TFE731-72-3806] Assemble quill shaft assembly. (See Figure 209.)
(a) Position assembled sun gearshaft and shaft retainer nut in PN 298113-39, retainer
(component of PN 298113-3, retainer nut torque and drill fixture assembly).
(b) Using PN 298113-13, torque adapter assembly (component of PN 298113-3, retainer

nut torque and drill fixture assembly), remove shaft retainer nut (10) from sun
gearshaft (25).
CAUTION: THE ALIGNMENT MARKS ON THE SUN GEARSHAFT (25) AND SHAFT
RETAINER NUT (10) WERE APPLIED BEFORE DISASSEMBLY OR AFTER
BALANCING. DO NOT REMOVE MARKINGS. THEY ARE TO BE USED AS
REFERENCE POINTS FOR REASSEMBLY TO PREVENT THE
REQUIREMENT OF REBALANCING.
DO NOT DROP LOCK NUT (20) INTO SUN GEARSHAFT. WHEN

INSERTING LOCK NUT, CAREFULLY INSERT IT INTO SUN GEARSHAFT
TO PREVENT DAMAGE TO BEARING SURFACE.
NOTE: When inserting lock nut (20), it is inserted from the back side of the sun gearshaft
(25).
(c) With sun gearshaft (25) positioned in PN 298113-39, retainer (component of PN

298113-3, retainer nut torque and drill fixture assembly), carefully insert lock nut (20)
into sun gearshaft. Ensure that slots of lock nut face forward; threaded end of lock nut
will face the LPC1 stub shaft. (See Figure 209.)
CAUTION: SHAFT COUPLING (15) PULLER GROOVE MUST FACE FORWARD. IF

SHAFT COUPLING IS INSTALLED BACKWARD, THE QUILL SHAFT
ASSEMBLY WILL CONTACT THE SUN GEAR BEARING HOUSING.
NOTE: When inserting shaft coupling (15), it is inserted from the back side of the sun
gearshaft (25).
(d) Insert shaft coupling (15) into sun gearshaft (25). Ensure that puller groove of shaft
coupling is facing forward.
Check Point: Verify that slots of lock nut (20) and puller groove of shaft coupling
(15) are facing forward.
Page 11 of 13
UP833486
72-72-02 29 Oct 2019



(e) Coat shaft retainer nut threads of sun gearshaft (25) with MIL-PRF-7808 or MIL-PRF-
23699 oil only.
(f) Install shaft retainer nut (10) on sun gearshaft (25), then tighten hand tight.
Page 12 of 13
UP833486
72-72-02 29 Oct 2019

See TR
4. D. (3) Assemble quill shaft assembly. (See Figure 209.)
(a) Position assembled sun gearshaft and locknut in 831152-1 retainer.
(b) Using 298113-13 torque adapter assembly, remove locknut from sun gearshaft.
CAUTION: THE ALIGNMENT MARKS ON THE SUN GEARSHAFT

AND LOCKNUT WERE APPLIED AFTER BALANCING. DO
NOT REMOVE MARKINGS. IT IS TO BE USED AS A REF-
ERENCE POINT FOR REASSEMBLY TO PREVENT THE
REQUIREMENT OF REBALANCING.
DO NOT DROP LOCKING NUT INTO SUN GEARSHAFT.

WHEN INSERTING LOCKING NUT, CAREFULLY INSERT
IT INTO SUN GEARSHAFT TO PREVENT DAMAGE TO
BEARING SURFACE.
NOTE: When inserting locking nut, it is inserted from the back side of the
sun gearshaft.
(c) With sun gearshaft positioned in 831152-1 retainer, carefully insert locking nut
into sun gearshaft. Ensure that slots on locking nut face forward; threaded end
of locking nut will face the stub shaft. (See Figure 209.)
CAUTION: COUPLING PULLER GROOVE MUST FACE FORWARD.

IF INSTALLED BACKWARD, THE QUILL SHAFT ASSEM-
BLY WILL TOUCH THE SUN GEAR BEARING HOUSING.
NOTE: When inserting coupling, it is inserted from the back side of the
sun gearshaft.
(d) Insert coupling into sun gearshaft. Ensure that puller groove is facing forward.
Check Point: Verify that slots on locking nut and puller groove on
coupling are facing forward.
(e) Coat threads of sun gearshaft with MIL-PRF-7808 or MIL-PRF-23699 oil only.
(f) Install locknut on sun gearshaft, then tighten hand tight.

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Aug 23/02

See TR
4. D. (3) (g) With the assembly positioned in 831152-1 retainer, tighten locknut to a torque of
1250 inch-pounds using 298113-13 torque adapter assembly. Ensure that
alignment marks are aligned.
NOTE: The number of times the quill shaft assembly can be drilled and
pinned, is the same as the coupling shaft assembly in the current
Engine Light Maintenance Manual.
(h) With alignment marks aligned, drill and pin locknut to sun gearshaft using
831153-1 drill fixture (component of torque and drill retainer nut fixture assembly)
and straight pin.
(i) If quill shaft assembly is not to be installed immediately following assembly,

install MCS12445 shipping (handling) fixture on quill shaft assembly to protect
bearing surfaces and to restrain locking nut and coupling.
E. Replacement of Pinion Gear Bearing
(1) Remove bearing.
(a) Position pinion gear bearing housing assembly in 831363-11 holder.
NOTE: A standard vise can be used to secure 831363-11 holder.
(b) Remove locking nut from housing.
(c) Using 831363-17 driver, remove bearing from housing.
(2) Install bearing.
(a) Position pinion gear bearing housing assembly in 831363-11 holder.
NOTE: As an alternate method for installing the bearing, the bearing can
be heated in a temperature controlled oven if 831363-1 pinion
gear bearing removal and installation kit is not available.
(b) If 831363-1 pinion gear bearing removal and installation kit is available, Install
bearing onto housing with serial number facing out using 831363-15 driver as-
sembly.
(c) If 831363-1 pinion gear bearing removal and installation kit is not available, heat
bearing in a temperature controlled oven to 300 to 350°F for 10 to 15 minutes,
then install bearing onto pinion gear housing.
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Apr 22/05



Reason: To replace TR 72-234 (changed tooling part numbers and nomenclatures, deleted the NOTE,
and changed procedure for drilling and pinning locknut), to replace Steps 4.D.(3)(g) thru (i) and
to add Steps 4.D.(3)(j) and (k) to clarify procedures.
Steps 4.D.(3)(g) thru (i) are replaced, NOTE is deleted, and Steps 4.D.(3)(j) and (k) are added as follows:
4. D. (3) (g) With the sun gearshaft and shaft retainer nut assembly positioned in PN 298113-39,
retainer (component of PN 298113-3, retainer nut torque and drill fixture assembly),
tighten shaft retainer nut (10) to a torque of 1250 inch-pounds (141 Nm) using PN
298113-13, torque adapter assembly (component of PN 298113-3, retainer nut torque
and drill fixture assembly). Ensure that alignment marks on sun gearshaft (25) and
shaft retainer nut are aligned.
NOTE: Deleted.
(h) Install PN 298113-15, drill fixture, with PN SF-12-5x.0625, drill bushing (components
of PN 298113-3, retainer nut torque and drill fixture assembly), on shaft retainer nut
(10). Pre drill 0.0625 ±0.001 inch (1.588 ±0.025 mm) diameter hole in shaft retainer
nut and sun gearshaft (25) to a depth of 0.170 to 0.190 inch (4.32 to 4.83 mm). If
parts have been drilled previously, drill new hole approximately 45 degrees from the
existing hole. Hole shall be centered on sun gearshaft spline tooth centerline within
0.010 inch (0.25 mm). Drilled hole shall not break through an existing hole in shaft
retainer nut. Check depth of drilled hole using PN 287463-1-1 and PN 287463-2-1,
fixed depth gages.
(i) Replace PN SF-12-5x.0625, drill bushing, with PN SF-12-5x.0635, reamer bushing

(component of PN 298113-3, retainer nut torque and drill fixture assembly). Ream
hole to final diameter of 0.0635 ±0.0005 inch (1.613 ±0.013 mm). Re-check depth of
drilled hole using PN 287463-1-1 and PN 287463-2-1, fixed depth gages.
(j) Press straight pin (5) into drilled hole to full depth and stake using PN 285748-1-1,
stake pin.
(k) If quill shaft assembly is not to be installed immediately following assembly, install
MCS12445 shipping (handling) fixture on quill shaft assembly to protect bearing
surfaces and to restrain lock nut (20) and shaft coupling (15).
Page 13 of 13
UP833486
72-72-02 29 Oct 2019


CAUTION: NO ANTI-SEIZE COMPOUNDS ARE TO BE USED ON
THREADS OF PINION GEAR BEARING HOUSING AND
LOCKING NUT. PRIOR TO INSTALLATION, THREADS OF
LOCKING NUT SHOULD BE LUBRICATED WITH A LIGHT
COATING OF CLEAN ENGINE OIL ONLY.
WHEN LOCKING NUT IS BEING TORQUED, CARE MUST

BE TAKEN NOT TO TOUCH OR DAMAGE THE BEARING.
A DIAL INDICATOR TORQUE WRENCH MUST BE USED

TO TORQUE THE LOCKING NUT.
BECAUSE LOCKING NUT WILL GET EXTREMELY WARM

WHEN BEING TORQUED, IT IS RECOMMENDED THAT
LOCKING NUT BE TIGHTENED IN SEVERAL INCRE-
MENTS.
FRICTIONAL DRAG (A MINIMUM OF 80 INCH-POUNDS IS

REQUIRED) MUST BE ADDED TO THE REQUIRED
TORQUE OF LOCKING NUT.
INSTALL LOCKING NUT WITH THE NYLON THREAD

LOCKING INSERT FACING AWAY FROM THE PINION
BEARING. (SEE FIGURE 213.)
NOTE: Ensure bearing is fully seated onto pinion gear prior to installing
locking nut.
If bearing was heated for installation, allow bearing and housing

to cool prior to installing locking nut.
4. E. (2) (d) Install locking nut (5, 6) onto pinion gear bearing housing.
NOTE: A standard vise can be used to secure 831363-11 holder.
(e) Tighten locking nut to 425 inch-pounds torque (frictional drag has to be added
to torque of locking nut).
(f) Clean any locking nut fibers from the bearing.

UP833486
72-72-02 Page 241

Apr 28/00


5. LOCKING NUT 10. BEARING

6. LOCKING NUT 15. PINION GEAR BEARING HOUSING
Pinion Gear Bearing Housing Assembly

Figure 213
UP833486
72-72-02 Page 242

Apr 28/00


111 S. 34th St.
U.S.A.
CAGE: 99193
Telephone: (800) 601-3099 (U.S.A.)
VOLUME II
TURBOFAN AIRCRAFT ENGINE
PART NO. MODEL NO.

3075330-3/-4/-5 TFE731-5BR-1C
3075370-2/-3 TFE731-5BR-2C
3075160-3/-4 TFE731-5BR-1H
This document contains technical data and is subject to U.S. export regulations. These commodities,
technology, or software were exported from the United States in accordance with the export
administration regulations. Diversion contrary to U.S. law is prohibited.
ECCN: 9E991 or EAR99, no license required.

UP833486
Page 1
July 12/91
Revised May 11/07

PROPERTY OF HONEYWELL INTERNATIONAL INC., ARE PROVIDED IN CONFIDENCE, AND
MAY BE USED BY PERSONS REQUIRED BY FEDERAL AVIATION REGULATION PART 21.50 TO
COMPLY WITH ANY OF THE TERMS OF THESE INSTRUCTIONS. EXCEPT AS SET FORTH
ABOVE, NO PERSON MAY, IN WHOLE OR IN PART, USE, DUPLICATE OR DISCLOSE THIS
INFORMATION FOR ANY PURPOSE WITHOUT THE PRIOR WRITTEN PERMISSION OF
HONEYWELL INTERNATIONAL INC.
Honeywell Materials License Agreement

The documents and information contained herein (“the Materials”) are the proprietary data of Honeywell
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1. License Grant − If you are a party to an applicable product support agreement, a Honeywell Service Center agreement, or
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UP833486
Page 2
July 12/91
Revised May 11/07

6. Term − This License Agreement is effective until terminated as set forth herein. This License Agreement will terminate
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Copyright − Notice
Copyright 1991, 2007 Honeywell International Inc. All rights reserved.


UP833486
Page 3
July 12/91
Revised May 11/07


UP833486
Page 4
July 12/91
Revised May 11/07

CHAPTER 73 − ENGINE FUEL AND CONTROL
TABLE OF CONTENTS
CHAPTER/
SECTION/
GENERAL 73-00-00

Engine Fuel and Control 1
DISTRIBUTION 73-10-00

FUEL MANIFOLD ASSEMBLY INSTALLATION 73-10-01
Removal of Fuel Manifold Assembly Installation 201
Installation of Fuel Manifold Assembly Installation 203
Repair of Fuel Manifold Assembly by Replacing Burned,
Eroded, or Cracked Fuel Nozzle Shrouds 215
Repair or Bowed or Deformed Nozzle Body 217
Replacement of Damaged Flexible Hose Assembly 218
FUEL AND P3 SENSING LINES INSTALLATION 73-10-02
UP833486
73-CONTENTS ENGINE FUEL AND CONTROL

Page 1
Aug 23/02

CHAPTER/
SECTION/
DISTRIBUTION (CONT)
SERVICE TUBES CLAMP AND TUBES INSTALLATION 73-10-03

Removal of Service Tubes Clamp and Tubes 201
Installation of Service Tubes Clamp and Tubes 206
FUEL HEATER AND CHECK VALVE INSTALLATION 73-10-04

[Pre SB TFE731-73-3122] Repair of Fuel Heater Check Valve 207
Repair of Fuel Heater 211
CONTROLLING 73-20-00

General 1
FUEL SYSTEM INSTALLATION 73-20-01
Removal of Fuel Control 201
Removal of Fuel Pump 204
Installation of Fuel Pump 206
Installation of Fuel Control 209
UP833486

Page 2
Nov 26/03

CHAPTER/
SECTION/
CONTROLLING (CONT)
FUEL SYSTEM INSTALLATION (CONT) 73-20-01

Adjustment/Test 214
FUEL CONTROL COMPONENTS 73-21-01
Replacement of Damaged Inserts in Power
Lever Cover 207
Replacement of Defective Variable Resistor
(Power Lever Potentiometer) 212
FUEL PUMP COMPONENTS 73-21-02
Removal of Fuel Filter Element 201
Removal of Fuel Filter By-Pass Indicator 205
[Fuel Pump, Part No. 3070850-57]
[Pre SB TFE731-73-3123] Remove Fuel Filter
By-Pass Indicator 205
[Post SB TFE731-73-3123] Remove Fuel Filter
[Fuel Pump, Part No. 3060710-ALL]
[Pre SB TFE731-73-3139 or Pre SB TFE731-73-3145]
Remove Fuel Filter By-Pass Indicator 205
[Fuel Pump, Part No. 3060710-2/-16]
[Post SB TFE731-73-3124, Pre SB TFE731-73-3139, or
Post SB TFE731-73-3145] Remove Fuel
Filter By-Pass Indicator 206
UP833486

Page 3
Apr 22/05

CHAPTER/
SECTION/
CONTROLLING (CONT)
FUEL PUMP COMPONENTS (CONT) 73-21-02

Removal of Fuel Filter By-Pass Indicator (Cont)
[Fuel Pump, Part No. 3060710-16/-17]
Remove Electrical Differential Pressure Indicator 206
Removal of By-Pass Return Filter 206
Removal of Plugs 206
Removal of Fuel Anti-Icing Valve 206A
Installation of Fuel Anti-Icing Valve 206A
Installation of Plugs 206A
Installation of By-Pass Return Filter 207
Installation of Fuel Filter By-Pass Indicator 207
[Pre SB TFE731-73-3123] Install Fuel Filter
[Post SB TFE731-73-3123] Install Fuel Filter
[Pre SB TFE731-73-3139 or Pre SB TFE731-73-3145]
Install Fuel Filter By-Pass Indicator 208
[Fuel Pump, Part No. 3060710-16/-17]
Install Electrical Differential Pressure Indicator 208
Installation of Fuel Filter Element 211
[Fuel Pump, Part No. 3070850-57] Repair of Excessive
Fuel Pump Drive Shaft Seal Leakage 215
UP833486

Page 4
Apr 22/05

CHAPTER/ CHAPTER/
Volume II 215 Aug 23/02
Title Page 1 May 11/07 216 July 31/95
2 May 11/07 217 July 31/95
3 May 11/07 218 July 31/95
4 May 11/07
73-10-02 201 July 31/95
ENGINE 202 July 31/95
FUEL AND 203 Nov 26/03
CONTROL − Tab 204 Apr 22/05
73-10-03 201 Nov 26/03
Table of 1 Aug 23/02
202 Nov 26/03
Contents 2 Nov 26/03
203 Nov 26/03
3 Apr 22/05
4 Apr 22/05 204 Nov 26/03
205 Nov 26/03
List of 206 Nov 26/03
Effective 1 May 11/07 207 Apr 22/05
Pages 2 May 11/07 208 Apr 22/05
73-10-04 201 Apr 28/00
Record of 202 Nov 26/03
Temporary 1 May 11/07 202A Apr 22/05
202B Apr 22/05
203 Aug 23/02
73-00-00 1 July 31/95
204 May 11/07
2 July 31/95
205 Nov 26/03
3 Apr 22/05
206 Nov 26/03
4 Apr 22/05
207 June 9/06
73-10-00 1 Apr 22/05
208 Apr 28/00
2 Apr 22/05
209 Apr 28/00
73-10-01 201 Nov 26/03 210 Apr 28/00
202 Aug 23/02 211 Apr 28/00
203 Aug 23/02 212 Nov 26/03
204 Aug 23/02 73-20-00 1 May 11/07
205 Nov 26/03 2 Apr 22/05
206 Aug 23/02 73-20-01 201 Nov 30/05
207 Apr 28/00 202 July 31/95
208 July 31/95 203 July 31/95
209 July 31/95 204 July 31/95
210 July 31/95 205 July 31/95
211 Nov 30/06 206 July 31/95
212 July 31/95 207 Nov 26/03
213 July 31/95 208 Aug 23/02
214 July 31/95 209 Aug 23/02
UP833486
73-EFF Page 1
May 11/07

CHAPTER/ CHAPTER/
210 Aug 23/02
211 Aug 23/02
212 Aug 23/02
213 Aug 23/02
214 Apr 22/05
73-21-01 201 Nov 26/03
202 July 31/95
203 July 31/95
204 July 31/95
205 July 31/95
206 Nov 30/06
207 July 31/95
208 July 31/95
209 July 31/95
210 July 31/95
211 Nov 26/03
212 July 31/95
213 Aug 23/02
214 July 31/95
215 July 31/95
216 July 31/95
217 July 31/95
218 July 31/95
73-21-02 201 Nov 26/03
202 Apr 28/00
203 May 11/07
204 May 11/07
205 Apr 22/05
206 Apr 22/05
206A Apr 22/05
206B Apr 22/05
207 Nov 26/03
208 Apr 22/05
209 Apr 22/05
210 Apr 22/05
211 May 11/07
212 May 11/07
213 May 11/07
214 May 11/07
215 June 9/06
216 Aug 23/02
UP833486
73-EFF Page 2
May 11/07

CHAP/SEC/ INCORPO-
SUBJ RATED INTO
73-1 and 73-2 5
73-3 and 73-4 7

73-21-02
73-5 211 Feb 5/07 11
UP833486
73-T-R-REC Page 1
May 11/07


UP833486
73-T-R-REC Page 2
Apr 22/05

1. Engine Fuel and Control
Fuel from the aircraft fuel system is pumped through the engine fuel system by the fuel pump,
filtered, metered by the fuel control, delivered to the combustion chamber by the fuel manifold and
atomized for efficient combustion by the fuel nozzles. The fuel pump is mounted on the aft side of
the accessory drive gearbox and provides the drive for the fuel control. The fuel control function is
accomplished by the engine-mounted fuel control and by the DEEC located in the airframe. The
flow divider valve provides primary and secondary fuel flows to the fuel manifold assembly. Prima-
ry fuel flow is provided during starts and secondary fuel flow is supplied as fuel flow requirements
increase. Refer to 72-00-00, Schematics and Diagrams for a schematic of the engine fuel and
control system.
UP833486
73-00-00 Page 1
July 31/95


forming maintenance on the engine Fuel and Control Section.

Chapter/
Section/
1 Disconnect electrical connectors and remove clamps of engine wiring 72-00-02
harness installation from gearbox components
2 Oil pressure sensing lines of fuel/oil cooler installation 79-20-07
4 Fuel tubes from fuel heater 73-10-04
5 Nut securing clamp on outer P3 pneumatic tube assembly at mount- 73-10-02
ing flange for transfer gearbox; remove clamp and reinstall nut. Re-
move outer P3 pneumatic tube assemblies
6 Fuel tubes, tees, caps, conical seals, unions, and packings providing 73-10-02
connections from bottom duct rib to flow divider valve
10 Oil tube from oil temperature regulator (fuel/oil cooler) to bottom duct 79-20-07
rib
11 Duct rib, bottom panel and right-side panel 79-20-09
12 Lower right-side oil (air/oil) cooler 79-20-09
UP833486
73-00-00 Page 2
July 31/95


performing maintenance on the engine Fuel and Control Section.

Chapter/
Section/
1 Lower right-side oil (air/oil) cooler 79-20-09
2 Right-side panel, bottom panel, and bottom rib 79-20-09
3 Oil tube from oil temperature regulator (fuel/oil cooler) to bottom duct 79-20-07
rib
7 Fuel tubes, tees, caps, unions, and packings to connect elbows at 73-10-02
bottom duct rib and flow divider valve
8 Outer P3 pneumatic tube assembly from elbow at bottom duct rib to 73-10-02
fuel control
9 Fuel tubes from fuel heater 73-10-04
11 Oil pressure sensing lines of fuel/oil cooler installation 79-20-07
12 Connect electrical connectors and install clamps of engine wiring 72-00-02
harness installation on gearbox components
UP833486
73-00-00 Page 3
Apr 22/05



UP833486
73-00-00 Page 4
Apr 22/05


DISTRIBUTION − DESCRIPTION AND OPERATION
1. Fuel Manifold Assembly
The fuel manifold assembly is mounted on the combustion chamber plenum case, and delivers
fuel to the combustion chamber through twelve nozzles.
2. Oil Temperature Regulator (Fuel/Oil Cooler)
The oil temperature regulator (fuel/oil cooler) receives metered fuel directly from the fuel control.
The primary purpose is to cool the oil prior to its entry to the fan reduction section. The fuel/oil
cooler is covered in 79-20-07.
3. Fuel Heater
A fuel heater is installed in the oil system down stream of the oil filter to heat inlet fuel to the fuel
filter and prevent fuel icing.
4. Fuel Heater Check Valve
The fuel heater check valve is mounted to and below the fuel heater and consists of two check
valves through which the anti-ice valve fuel flows from the fuel pump to the fuel heater and back to
the fuel pump. The check valve maintains fuel pressure in the fuel heater to prevent formation of
fuel vapors which may result in cavitation of the fuel pump.
UP833486
73-10-00 Page 1
Apr 22/05



UP833486
73-10-00 Page 2
Apr 22/05


FUEL MANIFOLD ASSEMBLY INSTALLATION

Fuel Manifold Assembly Provides proper positioning of fuel nozzles. 831414-1
Guide Pin Set (Consists
of 22 Guide Pins)
Table 201A. Materials and Compounds

A. Removal of Fuel Manifold Assembly Installation (See Figure 201)
(1) Disconnect manifold assemblies from fuel line manifolds. Remove bolts securing
manifold assemblies to combustion chamber plenum case.
CAUTION: HANDLE MANIFOLD ASSEMBLY WITH CARE AT REMOVAL TO

PREVENT BREAKING OR DAMAGING BOSSES.
(2) Remove manifold assemblies starting at top of engine and working toward bottom of
engine. Remove gaskets and shield segments.
UP833486
73-10-01 Page 201

Nov 26/03


Fuel Manifold Assembly Installation

Figure 201
UP833486
73-10-01 Page 202

Aug 23/02


CAUTION: ENSURE FUEL NOZZLE GROMMETS (ON COMBUSTION CHAMBER
LINER WITHIN PLENUM CASE) ARE IN PLACE BEFORE INSTAL-
LING COMPONENTS.
values.
1. B. Installation of Fuel Manifold Assembly Installation (See Figure 201)
NOTE: During fuel manifold assembly installation, guide pins shall be used to
reduce ITT variability.
(1) Install 831414-1 guide pin set into the combustion chamber plenum case at the 22
locations. (See Figure 202.)
CAUTION: MAKE SURE SHARP EDGES ON SHIELD SEGMENTS DO NOT

CONTACT MANIFOLD ASSEMBLY TUBING. IF REQUIRED,
BEND SHIELD SEGMENTS TO CLEAR TUBING.
(2) Install shield segments and serviceable gaskets over guide pins.
KEY TO FIGURE 201
5. BOLT 50. SHIELD SEGMENT

10. FUEL MANIFOLD ASSEMBLY 55. SHIELD SEGMENT
30. GASKET 60. SHIELD SEGMENT
35. GASKET 65. SHIELD SEGMENT
40. SHIELD SEGMENT 70. SHIELD SEGMENT
45. SHIELD SEGMENT
UP833486
73-10-01 Page 203

Aug 23/02


Fuel Manifold Assembly Guide Pin Installation and Tightening Sequence

Figure 202
UP833486
73-10-01 Page 204

Aug 23/02


NOTE: Fuel manifold assemblies comprise a matched set. If replacement is
required both halves shall be replaced as a set.
1. B. (3) Position fuel manifold assemblies over the guide pins on combustion chamber plenum
case.
(4) Coat threads of bolts to secure fuel manifold assemblies on engine with anti-seize
compound.
(5) Install bolts (5, Figure 201) in fuel manifold assemblies as follows. (See Figure 202.)
(a) Install bolt at No. 1 location then tighten bolt to 15 inch-pounds torque to pull
nozzle and gaskets together. Do not apply any torque at this point.
(b) Remove guide pin at the No. 2 bolt location. Install bolt then tighten bolt only
enough to pull nozzle and gasket together.
(c) Alternately tighten bolts in small increments in locations No. 1 and No. 2 until 30
inch-pounds torque is reached at both locations.
(d) Tighten bolts at locations No. 1 and No. 2 to 55 inch-pounds torque.
(e) Repeat Steps (a) through (d) for remaining nozzle bodies.
(f) Remove the alignment pin from bolt location No. 3 and insert bolt.
(g) Tighten bolt in location No. 3 to 55 inch-pounds torque.
(h) Repeat Steps (f) and (g) for remaining No. 3 bolt locations. Do not lockwire
bolts.
NOTE: Wait at least 15 minutes for gaskets to settle.
(i) Tighten bolts in sequence shown in Figure 202 to 55 inch-pounds torque.
(j) Lockwire all fuel manifold assembly nozzle bodies after final torque.
UP833486
73-10-01 Page 205

Nov 26/03


CAUTION: MAKE SURE CLAMPS OF FUEL MANIFOLD ASSEMBLIES ARE
POSITIONED CORRECTLY. CRACKS IN FUEL NOZZLE BODY
PRIMARY/SECONDARY FITTINGS CAN RESULT FROM INCOR-
RECT POSITIONING OF CLAMPS.
1. B. (6) Ensure clamps are positioned parallel to centerline of engine (Figure 203) and tighten
fuel line manifold B-nuts to final torque.
(7) Connect B-nuts of fuel line manifold to Nozzles 1 and 12 in accordance with 73-10-03.
Installation of Fuel Assembly Clamps

Figure 203
UP833486
73-10-01 Page 206

Aug 23/02



Reason: To change flatness requirement for mounting surface from 0.027 inch to 0.022 inch.
Step 2.A.(4)(b) is changed as follows:
(b) Visually inspect mounting surfaces which mate with gaskets. Surface shall not
be bowed or deformed in excess of 0.022 inch. Refer to Approved Repairs if
mounting surface is bowed or deformed.
Page 2 of 2
73-10-01 29 Apr 2015
UP833486

See TR RELEASED FOR THE EXCLUSIVE USE BY: JET MX

2. Inspection/Check
A. Inspection of Fuel Manifold Assembly
(1) Inspect fuel manifold assembly for security and evidence of leakage.
(2) Inspect flexible hose assemblies for fraying or evidence of chafing. Replace defective
hose assemblies in accordance with Approved Repairs.
(3) Inspect shield segments for broken welds and cracks.
(4) Inspect fuel nozzle bodies as follows. (See Figure 204.)
(a) Visually inspect extensions on nozzle bodies which hold spring pins for cracks.
(b) Visually inspect mounting surfaces which mate with gaskets. Surface shall not
be bowed or deformed in excess of 0.027 inch. Refer to Approved Repairs if
mounting surface is bowed or deformed.
(c) Visually inspect fuel nozzle tips for carbon deposits. Refer to Cleaning/Painting if
carbon deposits are present.
(5) Replace fuel manifold assembly if inspection requirements of Steps (1) through (4) are
not met and damage is beyond the scope of Approved Repairs.
UP833486
73-10-01 Page 207

Apr 28/00


Inspection of Fuel Nozzle Body

Figure 204
UP833486
73-10-01 Page 208

July 31/95


2. A. (6) Inspect assembled fuel nozzle shrouds (installed at each fuel nozzle) for excessive
erosion of material or damage. (See Figure 205.)
(a) Inspect thermal barrier coating. Total loss of thermal barrier coating shall not
exceed 0.625 square-inches.
(b) Inspect fuel nozzle shroud cooling holes for obstructions. Closed and/or ob-
structed cooling holes are not acceptable.
(c) Inspect cooling holes for erosion and burning. Some loss of material is allow-
able; however, complete erosion or burn through of material between adjacent
cooling holes or from cooling holes to nozzle opening is not permitted.
(d) Inspect for buckling, cracking, or distortion of shroud (top part of shroud should
be spherical and bottom part cylindrical). Buckling, distortion, or cracks are not
permitted.
(e) Inspect pin retention holes for elongation.
1 Overall length of elongated hole shall not exceed a width of 0.150 inch
(Dimension C).
2 Minimum edge distance from hole to bottom of shroud shall be 0.010 inch
(Dimension D).
(f) Inspect fuel nozzle shroud scalloped area for burning or erosion.
1 A maximum of two burn areas are allowed for each shroud.
2 The minimum distance between burned areas shall not be less than 0.250
inch (Dimension E).
3 Maximum width of each burn shall not exceed 0.150 inch (Dimension F).
4 Minimum distance between burn area and cooling hole shall not be less
than 0.020 inch (Dimension G).
5 Maximum depth of burn area shall not exceed 0.075 inch (Dimension H).
6 Any burning or erosion of base metal in three pilot legs is not acceptable.
UP833486
73-10-01 Page 209

July 31/95


ALLOWABLE LIMITS
DIM. C 0.150 inch maximum
DIM. D 0.010 inch minimum
DIM. E 0.250 inch minimum
DIM. F 0.150 inch maximum
DIM. G 0.020 inch minimum
DIM. H 0.075 inch maximum
Fuel Nozzle Shroud Inspection
Figure 205
UP833486
73-10-01 Page 210

July 31/95


2. A. (6) (g) Inspect for evidence of fret (contact with combustion chamber fuel nozzle grom-
met) on outer shroud wall. Fretting is acceptable provided minimum wall thick-
ness of 0.010 inch is maintained.
(h) If the inspection requirement of Step (a) is not met but the inspection require-
ments of Steps (b) through (g) are met, fuel nozzle shroud may be returned to
the following for repair.

Distribution Center
(i) If requirements of Steps (b) through (g) are not met, remove and replace pins
securing defective shrouds and defective shrouds in accordance with Approved
Repairs.
UP833486
73-10-01 Page 211

Nov 30/06


2. A. (7) Inspect assembled fuel nozzle swirl assemblies. (See Figure 206.)
NOTE: Erosion and burning usually appears as an increase in diameter
of aperture at end of swirl assembly.
(a) Inspect for any erosion or burning of material. Maximum permissible diameter of
aperture is 0.390 inch.
(b) Inspect swirl assembly discharge annulus for deformation caused by nicks or
dents. Reduction of swirl assembly discharge annulus area is not acceptable.
(c) Replace fuel manifold assembly if inspection criteria of Steps (a) and (b) are not
met.
(d) Loss of thermal barrier coating is acceptable.
ALLOWABLE LIMITS
DIM. A 0.390 inch maximum
Inspection of Fuel Nozzle Swirl Assemblies (Typical)

Figure 206
UP833486
73-10-01 Page 212

July 31/95



Suede brush (1630-210) Los Angeles Brush Co, 2137 E 37th St, Los
Angeles, CA 90058-1416
CAUTION: CLEANING SOLUTIONS/COMPOUNDS CONTAINING CHLORINE

SHALL NOT BE USED TO CLEAN FUEL MANIFOLD ASSEMBLY.
Plumbing and fittings X
201 10 Manifold Assembly Refer to Step 3.A.(2)

40 thru Shield Segment X X X
70
UP833486
73-10-01 Page 213

July 31/95


3. A. (2) Clean fuel manifold assembly halves.
CAUTION: USE ONLY 10-MICRON FILTERED DRY AIR OR NITRO-

GEN WHEN PRESSURIZING FUEL MANIFOLD AS-
SEMBLY IN THE FOLLOWING PROCEDURE TO PRE-
VENT CONTAMINATION OF FUEL MANIFOLD ASSEMBLY.
DO NOT CLEAN FUEL NOZZLES WITHOUT AIR OR NI-
TROGEN FLOWING THROUGH NOZZLES.
(a) On one of the fuel manifold assembly halves, connect source of 10-micron fil-
tered dry air or nitrogen at pressure of 100 psig to both primary and secondary
fuel input connections.
(b) Using brass, soft bristled, suede brush, clean carbon from fuel nozzle tips.
(c) Shut off air or nitrogen source and disconnect lines to primary and secondary
fuel inputs.
(d) Visually inspect each fuel nozzle tip to ensure no fibers from brush used for
cleaning or any other foreign matter remain on tips. If any fibers or foreign mat-
ter is observed, repeat Steps (a) through (d) to ensure clean nozzle tips.
(e) Repeat Steps (a) through (d) on second fuel manifold assembly half.
UP833486
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July 31/95


4. Approved Repairs

Penetrating oil (CRC 3-36) CRC Industries Inc, 885 Louis Dr, Warminster, PA
18974-2869
Penetrating oil (CHESTERTON, 81308, 15 OZ EW Chesterton, 860 Salem St, Groveland, MA
3-36))
Penetrating oil (Spray-On 711) (Alternate for Sprayon Products, 26300 Fargo Ave, Bedford


Manifold Holder Set Supports fuel nozzle body for spring pin re- 293317-1
moval/installation.
A. Repair of Fuel Manifold Assembly by Replacing Burned, Eroded, or Cracked Fuel Nozzle
Shrouds (See Figure 207)
CAUTION: THE USE OF PROCEDURES OTHER THAN SPECIFIED IN THE

FOLLOWING STEPS TO REPLACE FUEL NOZZLE SHROUD
COULD RESULT IN AN ELONGATED SHROUD WHICH IN TURN
COULD DAMAGE THE SWIRL NUT.
NOTE: Prevent penetrating oil from getting into fuel nozzle tip when perform-
ing the following step.
(1) Use penetrating oil to spray spring pins to facilitate spring pin removal.
UP833486
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Aug 23/02


5. SPRING PIN 25. FLEXIBLE HOSE ASSEMBLY

10. SHROUD 30. FLEXIBLE HOSE ASSEMBLY
15. FLEXIBLE HOSE ASSEMBLY 35. FLEXIBLE HOSE ASSEMBLY
20. FLEXIBLE HOSE ASSEMBLY 40. WARNING BAND
Flexible Hose Assembly and Fuel Nozzle Shroud Replacement

Figure 207
UP833486
73-10-01 Page 216

July 31/95


CAUTION: WHEN REMOVING SPRING PINS, 293317-1 MANIFOLD HOLD-
ER SET SHALL BE USED TO SUPPORT ARMS ON FUEL
NOZZLE BODY TO PRECLUDE BREAKING.
4. A. (2) Using a fine point punch, ground to a 45 degree angle, drive spring pins out to remove
shroud. Support fuel nozzle body with 293317-1 manifold holder set to avoid damage
when removing spring pins.
NOTE: To facilitate removal of spring pins ensure spring pins are installed as
specified in the following step.
(3) Install new shroud using new spring pins. Ensure pins are installed with slot of pins
facing approximately 180 degrees away from cutout of fuel nozzle body spring pin
holders as shown in Figure 204. (Slot of spring pins shall not be visible after installa-
tion.)
(4) If spring pins are loose, remove and increase diameter slightly, then reinstall to ensure
a tight fit.
B. Repair of Bowed or Deformed Nozzle Body
CAUTION: DURING REPAIR OF DEFORMED MOUNTING FLANGES, EXER-

CISE EXTREME CARE TO PREVENT DAMAGE TO GASKET
SEALING SURFACE OF NOZZLE BODY. AFTER BENDING
NOZZLE BODY MOUNTING FLANGE, PERFORM CAREFUL
VISUAL INSPECTION FOR CRACKS.
(1) Repair bowed or deformed mounting flanges of nozzle bodies by bending mounting
flange. After repair, surface shall not be bowed or deformed in excess of 0.022 inch.
(2) Inspect nozzle body for cracks. Replace fuel manifold assembly if part is cracked.
UP833486
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July 31/95


CAUTION: MANIFOLD HALVES ARE MATCHED SETS. ONLY SPECIFIED
PARTS MAY BE REPLACED AT FIELD LEVEL IN LIEU OF REPLAC-
ING COMPLETE FUEL MANIFOLD ASSEMBLY.
values.
4. C. Replacement of Damaged Flexible Hose Assembly
(1) Replace damaged flexible hose assembly. (See Figure 207.)
NOTE: Assembled twist angle between adjacent nozzles shall not ex-
ceed 10 degrees and the accumulated twist angle between the
end nozzles shall not exceed 45 degrees. Install nozzle bodies
in the same position from which they were removed.
(a) Install flexible hose assembly (15, 35). Tighten nuts on flexible hose assembly to
120 inch-pounds torque, then lockwire.
(b) Install flexible hose assembly (20, 30). Tighten nuts on flexible hose assembly to
80 inch-pounds torque, then lockwire.
(c) Install flexible hose assembly (25). Tighten nuts on flexible hose assembly to 80
inch-pounds torque, then lockwire.
(2) After installation of flexible hose assembly, run engine in accordance with Aircraft Flight
Manual and/or appropriate document to check for leakage and distortion of hoses.
UP833486
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July 31/95


FUEL AND P3 SENSING LINES INSTALLATION
instructions.
A. Removal of Fuel and P3 Sensing Lines

(2) Remove fuel tubes, tees, caps, conical seals, unions, reducers, and packings providing
connections from flow divider valve to oil temperature regulator.
(3) Remove nut securing clamp on outer P3 pneumatic tube assembly at mounting flange
for transfer gearbox; remove clamp and reinstall nut. (See Figure 201.) Remove outer
P3 pneumatic tube assembly.
(4) Remove fuel tubes, tees, caps, conical seals, unions, and packings providing connec-
tions from bottom duct rib to flow divider valve. (See Figure 201.)
UP833486
73-10-02 Page 201

July 31/95


Fuel and P3 Sensing Lines Installation

Figure 201
UP833486
73-10-02 Page 202

July 31/95


KEY TO FIGURE 201
5. NUT 85. FUEL-IN TUBE ASSEMBLY

10. BOLT # 90. REDUCER
15. CLAMP 95. PACKING
20. OUTER P3 PNEUMATIC TUBE #100. CONICAL SEAL
ASSEMBLY #105. UNION
25. PRIMARY FUEL TUBE ASSEMBLY #110. CONICAL SEAL
30. SECONDARY FUEL TUBE 115. JUMPER TUBE ASSEMBLY
ASSEMBLY
#120. UNION
35. CAP
125. CONICAL SEAL
#40. TEE
130. FUEL-IN TUBE ASSEMBLY
#45. CONICAL SEAL
#135. REDUCER
50. CAP
140. PACKING
#55. TEE
145. CONICAL SEAL
#60. CONICAL SEAL
150. FUEL-OUT TUBE ASSEMBLY
#65. UNION
#155. UNION
70. PACKING
160. PACKING
#75. UNION
165. CONICAL SEAL
80. PACKING
#[PRE SB TFE731-72-3566] (SERVICE BULLETIN REPLACES CONICAL SEAL WITH RING

SEAL AND REPLACES ASSOCIATED FITTING.)
UP833486
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Nov 26/03


instruction.

mended values.
1. B. Installation of Fuel and P3 Sensing Lines (See Figure 201)
(1) Install fuel tubes, tees, caps, unions, and packings to connect elbows at bottom duct rib
and flow divider valve. (See Figure 201.)
(2) Install outer P3 pneumatic tube assembly from elbow at bottom duct rib to fuel control.
Secure tube assembly with clamp under nut at mounting flange for transfer gearbox.
(See Figure 201.) Tighten nut (5) at mounting flange of transfer gearbox to 100 inch-
pounds torque.
(3) Install fuel-in tube assemblies, jumper tube assembly, fuel-out tube assembly, reducers,
unions, and packings.
quence, Steps 10 through 12.
2. Inspection/Check
Clean tubing as specified in 72-00-00, Cleaning/Painting, Cleaning Method No. 12.

UP833486
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Apr 22/05


SERVICE TUBES CLAMP AND TUBES INSTALLATION

A. Removal of Service Tubes Clamp and Tubes (See Figure 201 or 202)

(2) Remove nuts, bolts, and clamps securing inner P3 pneumatic tube. Remove inner P3
pneumatic tube and gasket.
(3) [Pre SB TFE731-73-3109] Remove bolts and screw securing service tubes clamps to
engine, then remove tee plate and lower service tube clamp.
(4) [Post SB TFE731-73-3109] Remove bolts, screw, and washers securing service tubes
clamps to engine, then remove tee plate and lower service tube clamp.
(5) [Post SB TFE731-73-3136] Remove nut, bolt, and clamps securing primary and sec-
ondary fuel line manifolds.
(6) Disconnect and remove fuel line manifold conical seals.
(7) Disconnect oil tube and remove bolts securing inner fuel line manifold, then remove
inner fuel line manifold.
(8) Remove upper service tubes clamp.

UP833486
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Nov 26/03


[Post SB TFE731-73-3109, Pre SB TFE731-73-3136, and Pre SB TFE731-79-3063]

Service Tubes Clamp and Tube Installation (Typical)
Figure 201
UP833486
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Nov 26/03


KEY TO FIGURE 201
5. BOLT 150. INNER P3 PNEUMATIC TUBE

* 7. WASHER (PART ADDED) 155. GASKET
10. SCREW 160. P3 AIR SUPPLY TUBE
15. TEE PLATE 165. FUEL LINE MANIFOLD
22. LOWER HALF SERVICE TUBES (SECONDARY)
CLAMP 167. FUEL LINE MANIFOLD (PRIMARY)
47. UPPER HALF SERVICE TUBES #170. CONICAL SEAL
CLAMP #175. CONICAL SEAL
60. NUT 180. CONICAL SEAL
70. BOLT 185. CONICAL SEAL
80. CLAMP 187. BEARING SCAVENGE OIL TUBE
90. CLAMP #190. CONICAL SEAL
100. BOLT 195. BOLT
120. NUT 205. BOLT
125. BOLT #210. FUEL LINE MANIFOLD (INNER)
130. CLAMP 215. IGNITER LEAD
140. NO. 6 BEARING LUBE TUBE
ASSEMBLY
145. BOLT
*[POST SB TFE731-73-3109, REV 1]

UP833486
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Nov 26/03


[Post SB TFE731-73-3109, Post SB TFE731-73-3136, and Post SB TFE731-79-3063]

Service Tubes Clamp and Tube Installation
Figure 202
UP833486
73-10-03 Page 204

Nov 26/03


KEY TO FIGURE 202
5. BOLT 145. BOLT

7. WASHER 150. INNER P3 PNEUMATIC TUBE
10. SCREW 155. GASKET
15. TEE PLATE 160. P3 AIR SUPPLY TUBE
22. LOWER HALF SERVICE TUBES 165. FUEL LINE MANIFOLD
CLAMP (SECONDARY)
47. UPPER HALF SERVICE TUBES 167. FUEL LINE MANIFOLD (PRIMARY)
CLAMP #170. CONICAL SEAL
60. NUT #175. CONICAL SEAL
61. BOLT #180. CONICAL SEAL
62. NUT #185. CONICAL SEAL
63. CLAMP 187. BEARING SCAVENGE OIL TUBE
64. CLAMP #190. CONICAL SEAL
70. BOLT 195. BOLT
80. CLAMP 200. BOLT
90. CLAMP 205. BOLT
100. BOLT #210. FUEL LINE MANIFOLD (INNER)
120. NUT 220. IGNITER LEAD
125. BOLT
130. CLAMP
135. CLAMP
140. NO. 6 BEARING LUBE TUBE
ASSEMBLY
#[PRESB TFE731-72-3566] (SERVICE BULLETIN REPLACES CONICAL SEAL WITH RING

UP833486
73-10-03 Page 205

Nov 26/03


instruction.

mended values.
1. B. Installation of Service Tubes Clamp and Tubes (See Figure 201 or 202)
(1) Apply a light coat of anti-seize lubricant to threads of bolts for securing inner fuel line
manifold. Position inner fuel line manifold on engine, connect oil tube, and secure with
bolts. Tighten bolts (195, 200, 205) to 60 inch-pounds torque.
CAUTION: TO AVOID DAMAGE TO NUT PLATE FLANGE OF COMBUSTION

CHAMBER PLENUM CASE, USE PROPER LENGTH SCREWS
TO SECURE SERVICE TUBES CLAMP.
(2) [Post SB TFE731-73-3109, Rev 1] Apply a light coat of anti-seize compound to

threads of screw and bolts for securing service tubes clamps. Assemble primary and
secondary fuel line manifolds, service tubes clamps, and tee plate, then secure with
screw and bolts and washers. Tighten bolts (5) and screw (10) to 20 inch-pounds
torque.
(3) [Post SB TFE731-73-3136] Install clamps on primary and secondary fuel line man-
ifolds and secure with bolt and nut.
NOTE: Ensure gasket material is completely removed from both the inner P3
pneumatic tube flange and plenum case boss flange prior to installa-
tion.
(4) Coat threads of bolts used to secure inner P3 pneumatic tube to plenum case with
anti-seize compound.
NOTE: Raised ridge on inner P3 pneumatic tube gasket can face either
direction.
(a) Install inner P3 pneumatic tube with new gasket and secure to plenum case with
bolts.
(b) In an alternating sequence, tighten bolts that secure inner P3 pneumatic tube to
plenum case boss in 20 inch-pound increments, then to 40 inch-pounds final
torque.
(5) Install clamps to secure P3 pneumatic tube and secure with bolts and nuts. Tighten
bolts (100, 125) to 50 inch-pounds torque.
UP833486
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Nov 26/03


2. Inspection/Check
A. P3 Pneumatic Tube Inspection
(1) Inspect flanges for flatness.
(a) Clean previous gasket material from flange on inner P3 pneumatic tube.
(b) Lay a straight edge across (between) flange on inner P3 pneumatic tube.
(c) Measure gap between straight edge and flange. Gap of 0.020 inch or less is
acceptable. If gap is more than 0.020 inch, replace or repair (flatten) flange
using standard shop practices. Repair (flatten) flanges to meet 0.020 inch or
less requirement.
No. No. Nomenclature 1 2 5 6 12
Plumbing and Fittings X
201/202 20 Clamp X X X X
45 Clamp X X X X
UP833486
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Apr 22/05



UP833486
73-10-03 Page 208

Apr 22/05


FUEL HEATER AND CHECK VALVE INSTALLATION


Fuel Heater Check Valve Secures valve while torquing fuel lines outer 296756-1
Holder fittings.
A. Removal and Installation of Fuel Heater and Check Valve
See Figure 201 or 201.1, as applicable, for location of components

during the following procedures.
(1) Remove fuel heater and check valve (if applicable). (See Figure 201.)
(a) Loosen mount bolts securing fuel heater.
(b) [With Check Valve] Disconnect and remove tubes (5, 10, 15, 20). Remove nut,
elbow, and unions. Remove packings from fuel heater, check valve, and fuel
pump.
(c) [Without Check Valve] Disconnect and remove fuel-in and fuel-out tubes then
remove unions and packings.
(d) Remove packings from fuel heater, check valve and fuel pump.
(e) Remove oil tubes from fuel heater in accordance with 79-20-06.
(f) Remove bolts and washers securing fuel heater, then remove fuel heater.
UP833486
73-10-04 Page 201

Apr 28/00


5. TUBE ASSEMBLY #40. CONICAL SEAL

10. TUBE ASSEMBLY #45. UNION
15. TUBE ASSEMBLY #75. FUEL HEATER CHECK VALVE
25. NUT 85. WASHER
#30. ELBOW 90. FUEL HEATER
35. PACKING

[With Check Valve]

Fuel Heater and Check Valve Installation
Figure 201
UP833486
73-10-04 Page 202

Nov 26/03


5. TUBE ASSEMBLY 25. CONICAL SEAL

15. UNION 35. WASHER
20. PACKING 40. FUEL HEATER
[Without Check Valve]

Fuel Heater Installation
Figure 201.1
UP833486
73-10-04 Page 202A

Apr 22/05



UP833486
73-10-04 Page 202B

Apr 22/05


NOTE: Refer to 70-00-00, Standard Practices, for general torque values. Add
mended values.
To prevent possible leakage due to improper alignment of fuel heater

and associated plumbing, washers are installed between the fuel
heater and the engine to aid in alignment. Do not install more than
three washers under each pad of fuel heater.
1. A. (2) [With Check Valve] Install fuel heater and check valve (if applicable). (See Figure
201.)
(a) Install fuel heater on engine with bolts and washers. Do not tighten bolts at this
time.
(b) Install packing, elbow, and nut onto fuel heater. Tighten nut (25) to 175 to 180
inch-pounds torque.
(c) Install new packings on unions, then install unions on fuel heater and fuel pump.
(d) Install tubes on check valve. Do not tighten at this time.
(e) Place check valve onto engine in position of final assembly.
(f) Position check valve tubes on fuel heater and fuel pump.
(g) Tighten bolts (80) securing fuel heater to 70 inch-pounds torque.
(h) Using 296756-1 fuel heater check valve holder, tighten previously installed tube
assemblies installed in Step (d).
(i) Install oil tubes on fuel heater in accordance with 79-20-06.
(3) [Without Check Valve] Install fuel heater and fuel tubes. (See Figure 201.1.)
Position fuel-in and fuel-out tubes on fuel heater and fuel pump, then tighten bolts (30)
securing fuel heater to 50 to 70 inch-pounds torque. Ensure tubes are aligned then
tighten nuts on fuel-in and fuel-out tubes.
UP833486
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Aug 23/02


2. Inspection/Check

Fuel (JP-4/JP-5) (MIL-DTL-5624) Commercially available
Test fluid (MIL-PRF-7024, Type II) Commercially available
A. [Pre SB TFE731-73-3122] Inspection of Fuel Heater Check Valve
(1) Inspect check valve for cracks or signs of leakage. Cracks or leakage are not accept-
able.
(2) Perform fuel heater check valve functional check.
WARNING: EXERCISE EXTREME CAUTION DURING USE OF FUEL

MIL-DTL-5624, GRADE JP-4/JP-5, OR TEST FLUID
MIL-PRF-7024, TYPE II. FUEL AND TEST FLUID ARE
HIGHLY FLAMMABLE. ENSURE SAFETY PRECAUTIONS
ARE FOLLOWED AND FIRE PREVENTION EQUIPMENT
IS READILY AVAILABLE.
(a) Perform check valve “To Pump” opening pressure test as follows.
1 Construct test setup as shown in Figure 202. Test fluid shall be fuel
MIL-DTL-5624, Grade JP-4/JP-5, or test fluid MIL-PRF-7024, Type II.
2 Slowly open shutoff valve and supply test fluid under pressure to “From
Heater” port until pressure gage indicates 20 psig. Fluid leakage from “To
Pump” port shall not exceed three cc per minute.
3 Continue opening shutoff valve until steady stream of fluid discharges from
“To Pump” port and record pressure gage reading. Pressure shall be 25
+5/−2.5 psig. Catch fluid in suitable container.
UP833486
73-10-04 Page 204

May 11/07


[Pre SB TFE731-73-3122]
Fuel Heater Check Valve Test Setup
Figure 202
UP833486
73-10-04 Page 205

Nov 26/03


2. A. (2) (b) Perform check valve “To Heater” opening pressure test.
MIL-DTL-5624, Grade JP-4, or test fluid MIL-PRF-7024, Type II.
2 Slowly open shutoff valve and supply test fluid under pressure to “From
Pump” port until steady stream of fluid discharges from “To Heater” port.
Record pressure gage reading. Pressure shall not exceed 3 psig. Catch
fluid in suitable container.
(c) Perform check valve “Backflow” leakage test.
MIL-DTL-5624, Grade JP-4, or test fluid MIL-PRF-7024, Type II.
2 Slowly open shutoff valve and supply test fluid under pressure to “To Heat-
er” port until pressure gage indicates 25 psig. Fluid leakage from “From
Pump” port shall not exceed three cc per minute.
(3) Refer to Approved Repairs if value does not meet requirements of Steps (1) or (2).
B. Inspection of Fuel Heater
(1) Inspect fuel heater for cracks, ruptured welds, or signs of internal leakage. Leakage or
damage of oil outlet adapter of fuel heater may be repaired in accordance with Ap-
proved Repairs.
(2) Replace parts not meeting inspection requirements of Step (1) or damaged beyond
scope of Approved Repairs.
(2) Clean plumbing and fittings in accordance with 72-00-00, Cleaning/Painting, Cleaning
Method No. 12.
UP833486
73-10-04 Page 206

Nov 26/03


4. Approved Repairs
values.
Use care when disassembling check valve. Components are under spring
tension, which must be anticipated to preclude damage to parts.
A. [Pre SB TFE731-73-3122] Repair of Fuel Heater Check Valve
(1) Repair leakage at “to pump” opening. (See Figure 203.)
(a) Remove screws securing valve seat. Anticipate pressure of spring tension.
NOTE: When removing shims, record number and thickness for use at
reassembly.
Do not dispose of 0.150 inch shim (25) and 0.200 inch shim
(30). These shims are required at reassembly.
(b) Remove valve seat, ball and spring assembly, spring retainer, and shims. (See
Figure 203.)
(c) Remove packing from valve seat.
(d) Inspect and repair inside area of slots (windows) in valve seat for the following.
(See Figure 204.)
1 Inspect for burrs and sharp edges.
2 Break edges on the inside area of slots to remove sharpness and deburr as
required. Finish shall be 125 microinches or better.
(e) Install new packing (10) on valve seat. (See Figure 203.)
(f) Inspect and repair ball and spring.
1 Inspect ball for nicks, cuts, and excessive wear.
2 Inspect spring assembly for wear.
3 If ball or spring is damaged, replace with new ball and spring assembly.
UP833486
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June 9/06



15. BALL AND SPRING ASSEMBLY 47. SHIMS (PART NO. S8154-104C002,
25. SHIM (PART NO. S8154-104C150) S8154-104C005, AND
S8154-104C020)
30. SHIM (PART NO. S8154-104C200)
50. SHIM (PART NO. S8154-185C125)
33. SHIMS (PART NO. S8154-104C002,
S8154-104C005, AND 60. BALL AND SPRING ASSEMBLY
S8154-104C020) 70. PACKING
Fuel Heater Check Valve

(Partial Field Maintenance Breakdown)
Figure 203
UP833486
73-10-04 Page 208

Apr 28/00


Valve Seat Inspection

Figure 204
UP833486
73-10-04 Page 209

Apr 28/00


4. A. (1) (g) Reshim check valve as required to achieve requirements of “to pump” opening
pressure test, specified in Inspection/Check. (See Figure 203.)
1 Reinstall 0.150 inch shim (25) and 0.200 inch shim (30).
2 Select additional shims (33) (0.002 inch, 0.005 inch, and 0.020 inch) as
required. Maximum quantity of ten additional shims allowed in check valve.
(h) Install spring retainer, ball and spring assembly, and valve seat. Secure valve
seat with screws.
(i) Check valve must meet all requirements of “to pump” opening pressure test
specified in Inspection/Check after reshimming.
(2) Repair leakage at “to heater” opening and/or leakage during “backflow” test as follows.
(See Figure 203.)
(a) Remove screws securing retaining plate. Anticipate pressure of spring tension.
NOTE: When removing shims, record number and thickness for use
during reassembly.
Do not dispose of 0.125 shim (50). This shim is required at

reassembly.
(b) Remove valve cover, shim(s), spring retainer, spring and ball, and valve seat.
(c) Remove packings from valve cover and valve seat.
(d) Install new packing (45) on valve cover and new packing (70) on valve seat.
(e) Inspect and repair ball and spring (60).
1 Inspect ball for nicks, cuts, and excessive wear.
2 Inspect spring assembly for wear.
3 If ball or spring is damaged, replace with new ball and spring assembly.
(f) Install valve seat, ball and spring assembly, and spring retainer.
(g) Reshim check valve as required to achieve requirements of “to heater” opening
pressure check and “backflow” leakage check specified in Inspection/Check, as
1 Reinstall 0.125 inch shim (50).
2 Select additional shims (47) (0.002 inch, 0.005 inch, and 0.020 inch) as
required. Maximum quantity of ten additional shims allowed in check valve.
(h) Install valve cover and retainer plate. Secure retainer plate with screws.
(i) Check valve must meet all requirements of “to heater” opening pressure check
and “backflow” leakage check specified in Inspection/Check after reshimming.
UP833486
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Apr 28/00


values.
4. B. Repair of Fuel Heater
(1) Repair leakage at oil outlet adapter or replace damaged oil outlet adapter. (See Figure
205.)
(a) Remove nuts, washers, and screws securing oil outlet adapter.
(b) Remove oil outlet adapter.
(c) Remove packing (25) from oil outlet adapter.
(d) Install new packing (25) on serviceable oil outlet adapter (20).
(e) Install oil outlet adapter, then secure with nuts (10), washers (15), and screws
(5).
(f) Tighten nut (10) to 35 inch-pounds torque.

UP833486
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Apr 28/00


5. SCREW **20A. OIL OUTLET ADAPTER

10. NUT 25. PACKING
15. WASHER 30. FUEL HEATER
*20. OIL OUTLET ADAPTER
*[PRE SB TFE731-73-3113]
**[POST SB TFE731-73-3113]
Fuel Heater Repair
Figure 205
UP833486
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Nov 26/03


CONTROLLING − DESCRIPTION AND OPERATION
1. General
The fuel control system incorporates the fuel control, fuel pump, and flow divider valve.
The fuel control, attached to the rear of the fuel pump, is driven by the fuel pump shaft. The fuel
control incorporates a power lever shaft, overspeed solenoid, shutoff valve, outlet pressure regula-
tor, compressor discharge limiter, flyweight governor, inlet pressure regulator, servo pressure
valve, torque motor head sensor, and metering valve.
The engine driven fuel pump is mounted on the rear face of the accessory gearbox and provides a
mount for the fuel control. The fuel pump incorporates a boost pump and high pressure pump,
filter element and filter by-pass valve, and high pressure relief valve.
The filter by-pass valve on the fuel pump allows by-pass of fuel around the fuel filter when the
pressure drop across the fuel filter is excessive. An integral delta pressure switch of the valve is
used for cockpit indication of an excessive differential pressure condition before bypassing occurs.
The flow divider valve directs primary and secondary fuel flows to the fuel nozzles. Initially, fuel
flows through the primary section of the flow divider. As combustion occurs and the flow require-
ment increases, the flow divider directs fuel flow through the secondary as well as the primary
section to maintain proper fuel flow.
UP833486
73-20-00 Page 1
May 11/07



UP833486
73-20-00 Page 2
Apr 22/05


FUEL SYSTEM INSTALLATION

Grease (Mobil 29) (MIL-G-81827) Mobil Oil Corp, Beaumont Refinery, P.O. Box
(Molybdenum-Disulphide) 3311, Interstate 10, Beaumont, TX 77704
91201-2497
CAUTION: FUEL CONTROL FORWARD SHAFT, FOR COUPLING TO FUEL

PUMP, AND FUEL CONTROL AFT SHAFT, FOR COUPLING TO AIR-
CRAFT POWER LEVER LINKAGE, MAY BE DAMAGED IF PROPER
HANDLING IS NOT OBSERVED. PROVIDE SUITABLE PROTECTION
FOR SHAFTS. DO NOT REST UNIT ON SHAFTS. DO NOT ALLOW
ANY FORCE AGAINST SHAFTS WHICH MAY BEND SHAFTS, DAM-
AGE SPLINES, OR DAMAGE INTERNAL FUEL CONTROL PARTS.
NOTE: Before removing fuel control for failed electrical resistance check, verify
resistance measurements at fuel control connectors in accordance with
73-21-01, Inspection/Check.
Refer to 73-21-01 for maintenance of fuel control.
A. Removal of Fuel Control (See Figures 201 and 202)
(1) Remove fuel and P3 pneumatic tubes, fittings, conical seals if installed, and packings
from fuel control and flow divider valve in accordance with 73-10-02 and 73-10-03.
UP833486
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Nov 30/05


Fuel System Installation

(Partial Breakdown)
Figure 201
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1. A. (2) Disconnect electrical connectors from fuel control.
(3) Remove bolts and washers securing fuel control support bracket to engine.
(4) Remove screws and washers securing fuel control support bracket to fuel control.
Remove bracket.
(5) Support aft end of fuel control and loosen clamp coupling to separate fuel control from
fuel pump. Remove clamp coupling and packings.
(6) Remove screws and washers securing flow divider valve to fuel control. Remove
valve.
(7) Remove screws and washers securing pressure (P3) limiter valve and remove P3
limiter valve. Remove packings from pressure limiter valve. If P3 limiter valve is not to
be immediately reinstalled, install 3070917-1 shipping cover with packings over valve
cavity in fuel control and secure with screws and washers.
KEY TO FIGURE 201
5. SCREW 55. WASHER

10. SCREW 60. SCREW
20. FLOW DIVIDER VALVE 70. WASHER
25. SCREW 75. FUEL CONTROL SUPPORT
30. WASHER BRACKET
35. PRESSURE (P3) LIMITER VALVE 80. CLAMP COUPLING
40. PACKING 85. FUEL CONTROL
50. BOLT 95. PACKING
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NOTE: Refer to 73-21-02 for maintenance of fuel pump.
1. B. Removal of Fuel Pump (See Figures 201 and 202)
(1) Remove fuel control in accordance with Paragraph 1.A.
(2) Disconnect electrical connector for filter by-pass valve.
(3) Remove fuel lines from fuel pump in accordance with 73-10-04.
(4) Support aft end of fuel pump, then remove four nuts and washers securing fuel pump to
gearbox. Remove fuel pump and gasket.
(5) Remove splined shaft with packings.
(6) Remove shaft coupling and retaining ring.

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Fuel System Installation

(Partial Breakdown)
Figure 202
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CAUTION: THERE ARE NUMEROUS CONFIGURATIONS OF FUEL PUMPS.
THESE DIFFERENCES INCLUDE MOTIVE FLOW CAPABILITY, ANTI-
ICE CAPABILITY, DIFFERENT ANTI-ICE VALVE SETTINGS (FOR JP-4
CHECK VALVE MODULE), ETC, AND ARE IDENTIFIED BY DASH (-)
NUMBER SUFFIX TO THE BASIC PART NUMBER. USE OF INCOR-
RECT FUEL PUMP MAY RESULT IN CAVITATION OF THE PUMP
WITH A RESULTANT ENGINE POWER LOSS AND/OR FLAME OUT.
IF ENGINE IS OPERATED WITH INCORRECT FUEL PUMP
INSTALLED, FUEL CONTROL SHALL ALSO BE REPLACED. REFER
TO ILLUSTRATED PARTS CATALOG, TO DETERMINE THE COR-
RECT PART NUMBER FOR ENGINE MODEL NUMBER AND SER-
VICE BULLETIN CONFIGURATION.
instructions.

mended values.
1. C. Installation of Fuel Pump (See Figures 201 and 202)
(1) Ensure gearbox spline cavity, splined shaft, and fuel pump forward splines are thor-
oughly clean. Remove any grease from these areas using solvent.
(2) Install retaining ring in shaft coupling. Insert shaft coupling in fuel pump and ensure
retaining ring engages slot in fuel pump shaft. Ensure coupling does not extend past
surface of fuel pump which mates with fuel control. Position gasket of fuel pump
mounting flange.
KEY TO FIGURE 202

110. FUEL PUMP 135. RETAINING RING
115. SPLINED SHAFT 140. SHAFT COUPLING
120. PACKING
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1. C. (3) Install packings on exterior and interior of splined shaft.
CAUTION: DO NOT PACK THE INTERNAL SPLINE CAVITY OF THE

SPLINED SHAFT AND GEARBOX DRIVE GEAR WITH GREASE.
IF THE INTERNAL SPLINE CAVITY IS PACKED WITH GREASE,
INTERNAL DAMAGE TO THE FUEL PUMP CAN OCCUR WHEN
THE FUEL PUMP IS INSTALLED.
(4) Apply grease on internal spline teeth of splined shaft and gearbox drive gear. Make
sure to apply grease in splines to the top of the spline teeth only. Do not pack grease
into the internal spline cavity. (See Figure 202.1.)
CAUTION: WHEN INSTALLING FUEL PUMP ON ACCESSORY DRIVE

GEARBOX ENSURE ELASTOMERIC BUSHINGS IN MOUNT
ASSEMBLIES ARE NOT BOTTOMED OUT OR DEFORMED.
ADJUST PLUMBING, ASSOCIATED FITTINGS AND/OR SUP-
PORT STRUTS AS REQUIRED.
(5) Position fuel pump on gearbox studs with splined shaft engaged on gearbox drive gear
splines, then secure with washers and nuts.
(6) Ensure a Component Maintenance/Modification Record Card (Form No. PX-3107-78)

is initiated for fuel pump. (Refer to Service Bulletin TFE731-72-3397.)
(7) Install fuel lines on fuel pump in accordance with 73-10-04.
(8) Prior to installing fuel control, ensure by-pass return filter with packing is installed in fuel
pump. Refer to 73-21-02.
(9) Install fuel control on fuel pump in accordance with Paragraph 1.D.
(10) Visually check accessory drive gearbox mount assemblies to ensure elastomeric bush-
ings are not bottomed out or deformed. Check to ensure proper alignment of accesso-
ry drive gearbox. Adjust plumbing, associated fittings and/or support struts as required.
(11) Visually check tubes adjacent to fuel pump and fuel control to ensure proper clearance.
Adjust associated fittings and clamps as required to achieve proper clearance.
(12) Connect electrical connector to filter by-pass valve.

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Internal Splines of Splined Shaft and Gearbox Drive Gear

Figure 202.1
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CAUTION: OVERBOARD DRAIN PORT (FIGURE 203) MUST BE UNOB-
STRUCTED AND VENTED TO ATMOSPHERE FOR PROPER FUEL
CONTROL OPERATION.
values.
1. D. Installation of Fuel Control (See Figures 201 and 202)
(1) Position flow divider valve on fuel control, then secure with screws and washers.
(2) Remove 3070917-1 shipping cover with packings and attaching screws and washers to
allow installation of pressure (P3) limiter valve. Install pressure (P3) limiter valve with
packings, then secure with screws and washers. Tighten screws (25) to 15 to 20 inch-
pounds torque.
CAUTION: THE SHAFT COUPLING SHALL BE ON THE FUEL PUMP

SHAFT PRIOR TO INSTALLING FUEL CONTROL ON FUEL
PUMP. WITHOUT SHAFT COUPLING, THE MECHANICAL
N2 GOVERNOR IS NOT DRIVEN AND ENGINE WILL
OVERSPEED RAPIDLY IN MANUAL MODE.
WHEN INSTALLING FUEL CONTROL ON FUEL PUMP

AND ACCESSORY DRIVE GEARBOX ENSURE ELAS-
TOMERIC BUSHINGS IN MOUNT ASSEMBLIES ARE NOT
BOTTOMED OUT OR DEFORMED. ADJUST PLUMBING,
ASSOCIATED FITTINGS AND/OR SUPPORT STRUTS AS
REQUIRED.
NOTE: Clamp coupling shall be positioned with latching bolt inboard and
with nut down.
(3) Install new packings at forward face of fuel control.
Check Point 250: A. Verify proper installation of shaft coupling (140)

and retaining ring (135) in fuel pump (110).
B. Verify packings (90, 95) are installed on fuel

control (85).
C. Verify shaft coupling (140) does not extend past

surface of fuel pump (110) which mates with fuel
control (85).
(4) Support fuel control on fuel pump with shaft engaging shaft coupling in fuel pump and
secure with clamp coupling. Tighten nut on clamp coupling (80) to 35 to 45 inch-
pounds torque. Tap clamp coupling around complete outer diameter, then re-check
torque on nut of clamp coupling. Repeat as required until torque is unchanged when
re-checked.
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1. D. (5) Position fuel control support bracket on fuel control, then secure with screws and wash-
ers.
(6) Secure fuel control and support bracket to engine with bolts and washers.
(7) Attach fuel and P3 pneumatic tubes to fuel control and flow divider valve in accordance
with 73-10-02 and 73-10-03.
(8) Visually check accessory drive gearbox mount assemblies to ensure elastomeric bush-
ings are not bottomed out or deformed. Adjust plumbing, associated fittings, and/or
support struts as required.
(9) Install electrical connectors P6 and P7 on fuel control using strap wrenches. Tighten
connectors as follows: P6 - 14 inch-pounds torque: P7 - 9 inch-pounds torque.
(10) Verify rigging of fuel control power lever shaft to aircraft power lever in accordance with
72-00-00, Removal/Installation.
(11) Purge fuel system of air as follows.
(a) Attach an overboard line to the fuel pump discharge pressure tap on fuel control.
(See Figure 203 or 73-21-01, Figure 203.)
(b) Ensure that ignition system is de-energized. Turn on aircraft boost pump.
(c) Allow aircraft fuel boost pump to run until a steady stream of fuel is observed
coming from the fuel pump discharge pressure port line. Turn off aircraft boost
pump and proceed to Step (e). If steady stream of fuel is not observed coming
from the fuel pump discharge pressure port line, turn off aircraft boost pump and
perform Step (d).
(d) Motor engine momentarily to reposition fuel pump drive shaft, and repeat Step
(c).
(e) Remove line from discharge pressure port and reinstall plug with new packing in
port.
(f) Disconnect fuel line at primary discharge port of flow divider valve, and connect a
line to drain overboard.
CAUTION: DO NOT EXCEED MANUFACTURER’S RECOMMENDED

DUTY CYCLE FOR STARTER-GENERATOR.
(g) Ensure that ignition system is de-energized. Turn on aircraft boost pump. Ad-
vance power lever to idle position. Motor engine with starter-generator until fuel
only flows from overboard drain line.
(h) Stop motoring engine. Turn off aircraft boost pump. Disconnect overboard drain
line and reconnect line to primary discharge port of flow divider valve.
(12) Perform Adjustment/Test in accordance with Paragraph 5.

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150. PLUG 155. PACKING (S9412-552)
Overboard Drain Port and Pump Discharge Pressure Tap

Figure 203
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2. Inspection/Check
A. Inspection of Fuel System Installation Components
(1) Inspect assemblies for obvious damage such as ruptured housings and fuel leaks.
Fuel pump drain leakage acceptable if leakage rate does not exceed 30 drops per hour
(one drop every two minutes).
(2) Replace assemblies if ruptured housings are evident. Replace packings illustrated on
Figures 201 and 202 as required to stop fuel leaks.
(3) Inspect shaft coupling for damage.
(4) Inspect splined shaft for damaged splines.
(5) Inspect coupling clamp for obvious damage and condition of threads.
(6) Refer to 73-21-01 for inspection of fuel control. Refer to 73-21-02 for inspection of fuel
pump.
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Clean grease from components using solvent. Clean parts as specified in Table 203 in accor-
dance with cleaning methods provided in 72-00-00, Cleaning/Painting.
Cleaning Methods
Figure Item
201/202 80 Clamp Coupling X X X

115 Splined Shaft X X X
140 Shaft Coupling X X X
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4. Approved Repairs
5. Adjustment/Test
A. Procedures Required When Replacement Fuel Control is Installed
Comply with 72-00-00, Adjustment/Test, Fuel Control Manual Mode Adjustment Procedure,
Overspeed Solenoid/Engine Components Test, and Digital Electronic Engine Control (DEEC)
Manual Mode Transfer Check, after installation of replacement fuel control.
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FUEL CONTROL COMPONENTS
CAUTION: FUEL CONTROL FORWARD SHAFT, FOR COUPLING TO FUEL

PUMP, AND FUEL CONTROL AFT SHAFT, FOR COUPLING TO AIR-
CRAFT POWER LEVER LINKAGE, MAY BE DAMAGED IF PROPER
HANDLING IS NOT OBSERVED. PROVIDE SUITABLE PROTECTION
FOR SHAFTS. DO NOT REST UNIT ON SHAFTS. DO NOT ALLOW
ANY FORCE AGAINST SHAFTS WHICH MAY BEND SHAFTS, DAM-
AGE SPLINES, OR DAMAGE INTERNAL FUEL CONTROL PARTS.
NOTE: All maintenance performed on fuel control must be recorded on the Compo-
nent Maintenance/Modification Record Card (Form No. PX-3107-78).
Refer to Service Bulletin TFE731-72-3397.
A. Removal of Fuel Control Fuel Filter (Inlet Screen) (See Figure 201 or 203)
(1) Remove fuel control in accordance with 73-20-01.
(2) Loosen screw securing fuel filter retainer under flange of bearing retainer assembly.
(3) Move fuel filter retainer back to disengage groove in filter.
(4) Remove fuel filter and assembled packing from fuel control. Remove packing from
filter.
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Fuel Control Fuel Filter (Inlet Screen)

Figure 201
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values.
1. B. Installation of Fuel Control Fuel Filter (Inlet Screen) (See Figure 201 or 203)
(1) Install new packing on fuel filter.
CAUTION: ENSURE FUEL FILTER IS INSERTED TO THE LEVEL RE-

QUIRED TO ALIGN GROOVE FOR RETAINER. FUEL FILTER
WILL BE DAMAGED IF INSERTED TOO FAR IN FUEL CONTROL
AND WILL CAUSE FUEL LEAK.
(2) Insert fuel filter with assembled packing in filter bore on forward face of fuel control.
Insert filter to depth required to align retainer on fuel control with retainer groove on
filter.
(3) Move fuel filter retainer to engage groove in filter, then tighten screw to secure end of
filter retainer under bearing retainer assembly flange. Tighten screw to 30 to 40 inch-
pounds torque. Check to ensure retainer is engaged in proper groove of filter.
(4) Install fuel control in accordance with 73-20-01.

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2. Inspection/Check
A. Check of Torque on Fuel Control Power Lever Shaft
(1) Remove components from fuel control to gain access to the power lever shaft in accor-
NOTE: Checking power lever torque from minimum to maximum will result in
an apparent power lever binding; therefore, power lever torque mea-
surement should be performed only from maximum to minimum.
(2) Using suitable torque wrench and adapter and with power lever at maximum, check
torque of power lever shaft by rotating shaft full range of travel, from maximum to mini-
mum. Torque shall not exceed 15 inch-pounds maximum.
(3) Replace fuel control if requirement is not met.
B. Inspection of Fuel Control
(1) Inspect control for leakage and security.
(2) Inspect electrical connectors for broken or damaged pins.
NOTE: Do not attempt field repair of fuel control except as specified in Ap-
proved Repairs.
(3) Inspect threaded inserts on power lever cover of fuel control (Figure 202 or 203) for
security or damage. If damage is evident, refer to Approved Repairs.
(4) Replace fuel control if leakage is evident or if damage exceeds scope of Approved
Repairs.
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2. C. Fuel Control Electrical Resistance Checks
(1) Check resistance of each pin of fuel control electrical Connectors J6 and J7 to fuel
control case. Resistance shall be more than 10 megohms for each pin.
CAUTION: ENSURE OHMMETER CURRENT DOES NOT EXCEED 10 MA

WHEN MEASURING POWER LEVER POTENTIOMETER RESIS-
TANCES IN THE FOLLOWING STEPS.
(2) Check power lever potentiometer wiper resistance from J6-3 to J6-4 with power lever
shaft angle at 120 degrees. Resistance shall be 17K to 24K ohms. Reduce power
lever shaft angle to 26 degrees; resistance shall be less than 1000 ohms. Reduce
power lever shaft angle to zero degrees; resistance shall be less than 12K ohms.
Replace power lever potentiometer in accordance with Approved Repairs if require-
ment is not met.
(3) [Fuel Control, Part No. 3070800-19] Check power lever potentiometer tap resistance
from J6-4 to J6-6. Resistance shall be 2.2K to 3.2K ohms. Replace power lever
potentiometer in accordance with Approved Repairs if requirement is not met.
(4) Check total power lever potentiometer resistance from J6-4 to J6-5. Resistance shall
be 17K to 23K ohms and shall not change with power lever shaft rotation. Replace
power lever potentiometer in accordance with Approved Repairs if requirement is not
met.
(5) Check manual mode solenoid resistance from J6-7 to J6-8. Resistance shall be 40 to
50 ohms.
(6) Check resistance of overspeed solenoid from J6-1 to J6-2. Resistance shall be 40 to
50 ohms.
(7) Check resistance of torque motor coils from J7-A to J7-B, and from J7-C to J7-D.
Resistance shall be 200 to 260 ohms and shall be the same value for both ±10 ohms.
(8) Replace fuel control if requirements are not met and repair is beyond scope of Ap-
proved Repairs.
D. Inspection of Fuel Control Fuel Filter (Inlet Screen)
Inspect fuel filter for erosion damage, tears, deformation, and cleanliness. If metal particles
are evident, replace fuel pump in accordance with 73-20-01. Clean dirty filter. Replace dam-
aged filter.
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Clean fuel control fuel filter (inlet screen) in accordance with 72-00-00, Cleaning/Painting,
Cleaning Method No. 1.
4. Approved Repairs

Insulation sleeving (S9124-16-012) Honeywell International Inc., Distribution Center,
AZ 85038-9003
AZ 85038-9003
Pin extractor (ATA2020LS) Astro Tool Co, Inc, 3941 W 139th St, Hawthorne,
CA 90250-7404
Pin inserter (ATB1067) Astro Tool Co, Inc, 3941 W 139th St, Hawthorne,
CA 90250-7404
Glendale, CA 91209
Solder (Sn60) (Federal Specification QQ-S-571) Litton Systems Inc, 515 E Touhy, Des Plaines, IL
60018-2675
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NOTE: Inserts with the letter “R” electro-etched adjacent to the insert boss have
been previously replaced and may not be repaired in accordance with the
following procedure.
4. A. Replacement of Damaged Inserts in Power Lever Cover (See Figure 202 or 203)
(1) Remove four screws and washers securing power lever cover over power lever shaft,
then remove cover. Provide protective covering over fuel control until cover is rein-
stalled.
(2) Use No. 8 (0.199 inch diameter) drill to drill into damaged insert to a depth of 3/32
inch.
(3) Bend exposed locking “kees” on insert inward and break off.
(4) Remove damaged insert using easy-out type tool.
(5) Drill through boss for replacement insert using 0.272 inch diameter drill.
(6) Countersink drilled hole at 82 to 100 degrees to a diameter of 0.323 (+0.010/−0.000)

inch.
(7) Tap drilled boss with UNC-2B-5/16-18 threads to a minimum depth of 0.37 inch. Clean
hole with solvent.
primer to stand for 45 minute before application.
(9) Apply a thin wet coat to cover all internal surfaces of prepared hole.
(10) While primer is still wet, thread replacement Insert (Keensert) Part No. KNHBL0832J
(Tridair Industries, Fastener Div, 3000 W Lomita Blvd, Torrance, CA 90505) into pre-
pared hole until body of insert is 0.010 - 0.020 inch below top surface of boss. Insert
may not protrude through inside surface of cover assembly more than 0.115 inch.
Drive in locking “kees” on insert until flush with insert body.
(11) Touch up area immediately adjacent to installed insert by wiping with primer to seal
surface scratches.
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Insert Replacement in Power Lever Cover (Typical)

Figure 202
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Fuel Control Exploded View for Power Lever Potentiometer Replacement

Figure 203
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4. A. (12) Electro-etch the letter “R” adjacent to the boss for the replacement insert as shown on
Figure 202 to indicate over-sized repair insert has been installed.
(13) Allow primer to cure for four to six hours at room temperature or for one hour in oven at
82 to 135°C (180 to 275°F).
(14) Install power lever cover with screws and washers removed in Step (1). Install screw
with no lockwire hole at location shown on Figure 202.
KEY TO FIGURE 203
5. SCREW 90. GASKET

10. SCREW 95. SCREW
25. INSERT 103. LEAF SPRING
30. COVER 105. POSITION INDICATOR
32. RING RETAINER 110. WIRE
34. BEARING 115. WIRE
35. GASKET 120. WIRE
*37. PACKING **125. WIRE
*39. GASKET **130. WIRE
40. SCREW 135. INSULATION SLEEVING
45. WASHER 140. VARIABLE RESISTOR (POWER
50. DIAL INDICATOR LEVER POTENTIOMETER)
55. SCREW 145. FUEL FILTER (INLET SCREEN)
65. SPUR GEAR 155. PLUG (PUMP DISCHARGE
PRESSURE)
70. SCREW
160. PACKING
75. SCREW
165. PLUG
80. ELECTRICAL CONNECTOR J6
170. PACKING
85. INSULATION SLEEVING
*REMOVED FOR REPAIR ONLY

**USED ON FUEL CONTROL, PART NO. 3070800-19 ONLY.
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4. B. Replacement of Defective Variable Resistor (Power Lever Potentiometer)
CAUTION: DO NOT REMOVE POWER LEVER GEAR FROM POWER LE-

VER SHAFT WHEN REMOVING AND REPLACING POTENTIOM-
ETER. POWER LEVER GEAR IS SECURED TO POWER LEVER
SHAFT BY A RETAINER RING (SNAP RING). INCORRECT
SHUTOFF OPERATION MAY RESULT DUE TO MISALIGNMENT
OF THE POWER LEVER GEAR AND ACTUATING VALVE GEAR.
(1) Remove power lever potentiometer. (See Figures 203 and 205.)
(a) Remove screws and washers securing power lever cover, then remove cover
and gasket.
(b) Remove lockwire and back out minimum stop bolt enough to permit removal of
screw securing position indicator.
(c) Remove screw and washer securing indicator dial, then remove indicator dial.
(d) Remove nut and screw securing spur gear, then remove spur gear.
(e) Note orientation of key of electrical Connector J6 to fuel control housing. Re-
move screws securing electrical Connector J6 and pull electrical connector out
from fuel control for access to connector pins.
(f) On Connector J6 with soldered pin connections, unsolder wires from Pins J6-3,
J6-4, J6-5, J6-6, and J6-9, as applicable. On Connector J6 with crimped pin
connections, push Pins J6-3, J6-4, J6-5, J6-6, and J6-9, as applicable, out of
connector using pin extractor.
(g) Remove screws and washers securing leaf spring, position indicator and variable
resistor (power lever potentiometer). Remove leaf spring and position indicator.
(h) Remove power lever potentiometer with attached wires and insulation sleeving.
(i) Unsolder wires from power lever potentiometer terminals and remove wires with
insulation sleeving.
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4. B. (2) Install replacement power lever potentiometer. (See Figure 203.)
CAUTION: ENSURE OHMMETER CURRENT DOES NOT EXCEED 10

MILLIAMPERES WHEN PERFORMING THE FOLLOWING
CHECKS. POTENTIOMETER WILL BE DAMAGED BY
CURRENT EXCEEDING 10 MILLIAMPERES.
(a) Prior to installing power lever potentiometer on fuel control, perform the following
resistance checks. Replace power lever potentiometer if resistance is not as
specified.
Potentiometer Terminals Required Resistance (ohms)
1 to 3 18K to 22K
(b) Solder wires to potentiometer terminals (Figure 204), using good shop practices.
(c) Position insulation sleeving over power lever potentiometer wires as close to
connector terminals as possible. Shrink insulation sleeving using heat gun.
(d) Install power lever potentiometer into fuel control, routing attached wires through
power section housing for connection to electrical Connector J6. Extend wires
out of housing 2.25 inches.
(e) Position leaf spring (103) and position indicator (105) onto power lever poten-
tiometer (140), then secure with washers (100) and screw (95).
1 Tighten screws (95) to 45 inch-pounds torque.
2 Ensure no wires are pinched between power lever potentiometer case and
fuel control housing.
(f) Position heat shrink sleeving over end of each wire to be connected to electrical
Connector J6, when Connector J6 with soldered pin connections is used.
(g) On Connector J6 with soldered pin connections, solder wires to applicable elec-
trical connector pins as shown in Figure 204.
(h) On Connector J6 with crimped pin connections, insert pins at applicable connec-
tor pin locations (Figure 204), using pin inserter.
(i) On Connector J6 with soldered pin connections, push insulation sleeving over
connector terminals and shrink insulation sleeving using a heat gun.
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*USED ON FUEL CONTROL, PART NO. 3070800-19 ONLY

PINS REQUIRED VOLTS ACTUAL PLA, DEG
POTENTIOMETER
TEST 4 and 3 5.00 ±0.05 72.0 ±0.5
4 and 3 10.00 ±0.03 MAX STOP
Test Data Sheet Variable Resistor (Potentiometer) Testing

Figure 204
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4. B. (2) (j) Secure electrical Connector J6 and associated gasket to fuel control with screws,
ensuring key of connector is oriented to fuel control as noted at disassembly.
Tighten screws to 7 inch-pounds torque.
(k) Remove screw for rig pin hole (Figure 205).
(l) Rotate power lever shaft at aft end of fuel control to align rig pin slot with rig pin
hole (Figure 205). Install a 3 inch long, 0.125-inch diameter rig pin through rig
pin hole and into slot in gear.
(m) Install spur gear on power lever potentiometer shaft, then secure with screw and
nut. Tighten nut to 5 inch-pounds torque.
(n) Install indicator dial on spur gear. Locate indicator dial on spur gear so 20 ±1
degree reading is aligned with position indicator pointer while maintaining light
counterclockwise pressure on power lever shaft to remove any slack. With
indicator dial aligned, secure indicator dial with screw and washer. Tighten
screw to 7 inch-pounds torque. Remove rig pin.
(o) Check setting of maximum stop at full counterclockwise rotation of power lever
shaft. If stops do not occur at 120 to 122 degrees, adjust setting of maximum
stop.
(p) Adjust minimum stop to obtain indicator dial reading of 0 to -2 degrees.
(q) Tighten locknuts, to secure maximum and minimum stop adjustment screws.
(r) Lockwire maximum and minimum adjustment screws and locknuts.
(s) Adjust stop nuts on maximum and minimum stop to obtain 0.125 inch maximum
clearance as shown in Figure 205.
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Fuel Control Component Identification

Figure 205
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4. B. (3) Check and calibrate power lever potentiometer. (See Figures 204 and 205.)
CAUTION: ENSURE POWER SUPPLY OUTPUT CURRENT DOES

NOT EXCEED 10 MILLIAMPERES WHEN PERFORMING
THE FOLLOWING CHECKS. POTENTIOMETER WILL BE
DAMAGED BY CURRENT EXCEEDING 10 MILLIAM-
PERES.
NOTE: Record results of the following steps on Test Data Sheet, Figure
204.
(a) Connect variable voltage source across J6-5 (+) and J6-4 (-) and adjust voltage
to 10.0 volts dc.
(b) Set power lever shaft at aft end of fuel control to 72.0 ±0.5 degrees as indicated
on fuel control indicator dial.
(c) Measure voltage across J6-3 (+) and J6-4 (-) and record. Voltage shall be 5.00
±0.05 volts dc. If voltage is not as specified, calibrate shaft position of poten-
tiometer as follows.
1 Maintain setting of power lever shaft and spur gear, and remove screw and
washer securing indicator dial. Remove indicator dial.
2 Loosen nut securing spur gear to potentiometer shaft enough to allow shaft
rotation within spur gear.
3 Rotate potentiometer shaft to obtain specified voltage indication without

changing position of spur gear and power lever shaft.
4 Tighten nut to secure spur gear to potentiometer shaft to 5 inch-pounds

torque.
5 Reinstall indicator dial in accordance with Steps (2)(l), (n), and (o).
6 Repeat applicable voltage check to ensure voltage requirement is met.
(d) Set power lever shaft to maximum. Measure voltage across J6-3 (+) and J6-4 (-)
and record value. Voltage shall be 10.00 ±0.03 volts dc.
(e) Replace power lever potentiometer if requirements are not met.

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4. B. (4) Finish assembly of fuel control as follows. (See Figure 203.)
(a) Install gasket for cover, then install cover on aft face of fuel control. Secure
cover with screws and washers. Tighten screws to 50 inch-pounds torque.
(b) Install screw in rig pin hole (Figure 205).

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July 31/95


FUEL PUMP COMPONENTS
NOTE: All maintenance performed on fuel pump must be recorded on the Compo-
nent Maintenance/Modification Record Card (Form No. PX-3107-78).
Refer to Service Bulletin TFE731-72-3397.

Fuel Filter Element To remove fuel filter element. 293035-1
Extractor

NOTE: The following maintenance practices do not require the removal of the fuel
pump.
A. Removal of Fuel Filter Element (See Figure 201 or 202)
(1) Using wrench on square fitting of filter bowl cover, unscrew and remove filter bowl
cover. Remove packing from filter bowl cover.
(2) Using 293035-1 extractor, remove fuel filter element from filter cavity of fuel pump.
UP833486
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Nov 26/03


Fuel Pump, Part No. 3070850-57

(Field Maintenance Breakdown)
Figure 201
UP833486
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Apr 28/00


KEY TO FIGURE 201
5. BY-PASS RETURN FILTER 95. PLUG

15. FILTER BOWL COVER *&105. UPDATE RECORD PLATE
20. PACKING 110. FUEL PUMP
30. PACKING **115. SLINGER
35. FILTER ELEMENT **125. SCREW
#45. FUEL FILTER BY-PASS INDICATOR **130. WASHER
#50. PACKING **135. MOUNTING FLANGE
#55. PACKING **140. INJECTOR
#60. MANIFOLD AND BULKHEAD NUT **145. PACKING
##63. FUEL FILTER BY-PASS INDICATOR **150. PACKING
65. PACKING **155. PACKING
70. PACKING **160. SHAFT SEAL
75. PLUG **165. PACKING
80. PACKING
*NOT REMOVED AT THIS MAINTENANCE LEVEL

**REMOVED ONLY FOR REPAIR
#PRE SB TFE731-73-3123
##POST SB TFE731-73-3123
&POST SB TFE731-73-3078
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May 11/07


115
120 80
75
65
70
72
61 85 110
90
65
70
10
5
60
30 100
95
35
20
15
E481961
5. RETAINER RING **72. RETAINER

10. BY-PASS RETURN FILTER 75. PLUG
15. FILTER BOWL COVER 80. PACKING
20. PACKING 85. PLUG
35. FILTER ELEMENT 95. PLUG
*60. FUEL FILTER BY-PASS INDICATOR 100. PACKING
**61. ELECTRICAL DIFFERENTIAL 110. FUEL PUMP
PRESSURE INDICATOR 115. ANTI-ICING VALVE
70. PACKING
*[PRE SB TFE731-73-3139 AND PRE SB TFE731-73-3145]

**[POST SB TFE731-73-3139 AND POST SB TFE731-73-3145]
Fuel Pump, Part No. 3060710-ALL

(Field Maintenance Breakdown)
Figure 202
UP833486
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May 11/07


1. B. Removal of Fuel Filter By-Pass Indicator
(1) Disconnect electrical connector to fuel filter by-pass indicator.
(2) [Fuel Pump, Part No. 3070850-57] [Pre SB TFE731-73-3123] Remove fuel filter
by-pass indicator. (See Figure 201.)
(a) Note angular position of elbow on fuel filter by-pass indicator and manifold
assembly for aid at installation.
(b) Loosen jam nut securing fuel filter by-pass indicator and manifold assembly (45
through 70).
(c) Remove fuel filter by-pass indicator and manifold assembly.
(d) Remove packings (65, 70) from fuel filter by-pass indicator and manifold assem-
bly.
(e) If required, remove fuel filter by-pass indicator (45) from manifold bulkhead nut
(60).
(f) Remove packings (50, 55) from fuel filter by-pass indicator.
(3) [Fuel Pump, Part No. 3070850-57] [Post SB TFE731-73-3123] Remove fuel filter
by-pass indicator. (See Figure 201.)
(a) Note angular position of the fuel filter by-pass indicator for aid at installation.
(b) Remove lockwire from the three allen-head screws on top of the fuel filter by-
pass indicator.
(c) Loosen the three allen-head screws to permit fuel filter by-pass indicator to
rotate.
(d) Remove fuel filter by-pass indicator.
(e) Remove packings (65, 70) from fuel filter by-pass indicator.
(4) [Fuel Pump, Part No. 3060710-ALL] [Pre SB TFE731-73-3139 or Pre SB

TFE731-73-3145] Remove fuel filter by-pass indicator. (See Figure 202.)
(a) Note position of fuel filter by-pass indicator for aid at installation.
(b) Remove fuel filter by-pass indicator from fuel pump.
(c) Remove packings (65, 70) from fuel filter by-pass indicator.
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Apr 22/05


1. B. (5) [Fuel Pump, Part No. 3060710-2/-16] [Post SB TFE731-73-3124, Pre SB
TFE731-73-3139, or Pre SB TFE731-73-3145] Remove fuel filter by-pass indicator.
(See Figure 202.)
(a) Note position of fuel filter by-pass indicator for aid at installation.
(b) Remove lockwire from the three allen-head screws on top of the fuel filter by-
pass indicator.
(c) Loosen the three allen-head screws to permit fuel filter by-pass indicator to
rotate.
(d) Remove fuel filter by-pass indicator.
(e) Remove packings (65, 70) from fuel filter by-pass indicator.
(6) [Fuel Pump, Part No. 3060710-16/-17] [Post SB TFE731-73-3139 or Post SB

TFE731-73-3145] Remove electrical differential pressure indicator. (See Figure 202.)
(a) Disconnect electrical connector from electrical differential pressure indicator (61).
(b) Cut lockwire and remove electrical differential pressure indicator from fuel pump.
(c) Remove packings (65, 70) and retainer (72) from electrical differential pressure
indicator.
C. Removal of By-Pass Return Filter
(1) [Fuel Pump, Part No. 3070850-57] Remove by-pass return filter. (See Figure 201.)
(a) Remove by-pass return filter.
(b) Remove and discard packing from by-pass return filter.
(2) [Fuel Pump, Part No. 3060710-ALL] Remove by-pass return filter. (See Figure 202.)
Remove retainer ring (5) and by-pass return filter (10).
D. Removal of Plugs (See Figure 201)
(1) Remove plugs.
(2) Remove packings from plugs.

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Apr 22/05


NOTE: Do not remove fuel anti-icing valve unless troubleshooting or other instruc-
tions indicate that removal of the fuel anti-icing valve is required.
In order to gain access to the fuel anti-icing valve for removal/installation,

the fuel pump must be removed from the engine. (Refer to 73-20-01.)
1. D1. [Fuel Pump, Part No. 3060710-ALL] Removal of Fuel Anti-Icing Valve (See Figure 202)
(1) Carefully remove lockwire from anti-icing valve to prevent damage to parts or personal
injury.
(2) After loosening, unthread and remove fuel anti-icing valve by hand.
(3) Remove and discard packing (O-ring).
D2. [Fuel Pump, Part No. 3060710-ALL] Installation of Fuel Anti-Icing Valve
(1) Install new packing on fuel anti-icing valve and install into fuel pump by hand.
(2) Tighten fuel anti-icing valve and torque to 200 to 250 inch-pounds.
(3) Lockwire fuel anti-icing valve to housing.
E. Installation of Plugs
mended values.
(1) [Fuel Pump, Part No. 3070850-57] Install plugs. (See Figure 201.)
(a) Install new packings on plugs.
(b) Install plugs and tighten to 25 to 30 inch-pounds torque.

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Apr 22/05



UP833486
73-21-02 Page 206B

Apr 22/05


1. E. (2) [Fuel Pump, Part No. 3060710-2/-16] Install plugs. (See Figure 202.)
(a) Install new packings on plugs.
(b) Install plug (75) and tighten to 30 to 40 inch-pounds torque.
(c) Install plug (85) and tighten to 40 to 55 inch-pounds torque.
(d) Install plug (95) and tighten to 75 to 100 inch-pounds torque.
F. Installation of By-Pass Return Filter
(1) [Fuel Pump, Part No. 3070850-57] Install by-pass return filter. (See Figure 201.)
(a) Install new packing (10) on by-pass return filter (5).
(b) Install by-pass return filter (5) in fuel pump.
(2) [Fuel Pump, Part No. 3060710-2/-16] Install by-pass return filter. (See Figure 202.)
Install by-pass return filter (10) and retainer ring (5) in fuel pump.
G. Installation of Fuel Filter By-Pass Indicator
mended values.
(1) [Fuel Pump, Part No. 3070850-57] [Pre SB TFE731-73-3123] Install fuel filter by-
pass indicator. (See Figure 201.)
(a) Install two piece fuel filter by-pass indicator as follows.
1 If removed, install packings (50, 55) on fuel filter by-pass indicator (45).
2 Install fuel filter by-pass indicator into manifold and bulkhead nut (60).
Tighten fuel filter by-pass indicator (45) to 70 to 80 inch-pounds torque.
3 Install packings (65 and 70) on fuel filter by-pass indicator and manifold
assembly.
CAUTION: ENSURE ELBOW OF FUEL FILTER BY-PASS INDI-

CATOR AND MANIFOLD ASSEMBLY IS POSI-
TIONED AS NOTED AT REMOVAL TO PRECLUDE
INTERFERENCE WITH AIRCRAFT COMPONENTS
WHEN FUEL PUMP IS INSTALLED ON ENGINE.
4 Screw fuel filter by-pass indicator and manifold assembly into fuel pump.
Ensure elbow is positioned as noted at removal. Tighten jam nut of fuel
filter by-pass indicator and manifold assembly (60) to 70 to 80 inch-pounds
torque.
(b) Connect electrical connector to fuel filter by-pass indicator.

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Nov 26/03


1. G. (2) [Fuel Pump, Part No. 3070850-57] [Post SB TFE731-73-3123] Install fuel filter by-
pass indicator. (See Figure 201.)
(a) If removed, install packings (65, 70) on fuel filter by-pass indicator (63).
(b) Install fuel filter by-pass indicator (63) into the fuel pump (110). Tighten fuel filter
by-pass indicator (45) to 70 to 80 inch-pounds torque.
(c) Position the fuel filter by-pass indicator (63) is positioned as noted at removal.
Tighten the three allen-head screws to 5 to 8 inch-pounds torque.
(d) Secure the three allen-head screws with lockwire.
(e) Connect electrical connector to fuel filter by-pass indicator.
(3) [Fuel Pump, Part No. 3060710-ALL] [Pre SB TFE731-73-3139 or Pre SB

TFE731-73-3145] Install fuel filter by-pass indicator. (See Figure 202.)
(a) [Pre SB TFE731-73-3124] Install packings (65, 70) on fuel filter by-pass indica-
tor (60).
(b) [Post SB TFE731-73-3124] Lubricate packings (65, 70) and install between
threads and bottom of the hexagonal head of the fuel filter by-pass indicator (60).
(c) Install fuel filter by-pass indicator on fuel pump and tighten to 110 to 150 inch-
pounds torque.
(d) Position fuel filter by-pass indicator electrical connector as noted at removal.
Tighten the three adjustment screws to 5 to 8 inch-pounds torque.
(e) Connect electrical connector to fuel filter by-pass indicator.
(4) [Fuel Pump, Part No. 3060710-16/-17] [Post SB TFE731-73-3139 or Post SB

TFE731-73-3145] Install electrical differential pressure indicator. (See Figures 202,
203, and 204.)
NOTE: The hex lock-nut (10, Figure 203) is part of the electrical differen-
tial pressure indicator (5).
(a) Back-up the hex lock-nut until it just touches the electrical differential pressure
indicator body.
(b) Install retainer (15) into the retainer groove of the hex lock-nut.
NOTE: When installing packing (20) make sure it is installed between the
threads on the electrical differential pressure indicator (5).
(c) Lubricate new packings (20, 25) and threads of the electrical differential pressure
indicator (5) with engine oil and install the packings on the electrical differential
pressure indicator.
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Apr 22/05


5. ELECTRICAL DIFFERENTIAL 15. RETAINER

PRESSURE INDICATOR 20. PACKING
10. HEX LOCK-NUT (PART OF 25. PACKING
DIFFERENTIAL PRESSURE
INDICATOR)

Electrical Differential Pressure Indicator and Sealing Components
Figure 203
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Apr 22/05


CAUTION: WHEN POSITIONING THE ELECTRICAL DIFFERENTIAL
PRESSURE INDICATOR, MAKE SURE THE PACKING
UNDER THE HEX LOCK-NUT HAS NOT BEEN MOVED
ONTO ONE OF THE THREADS. THIS COULD CAUSE
FUEL LEAKAGE.
NOTE: Check to make sure the hex lock-nut is set against the body of
the electrical pressure differential indicator body so the electrical
differential pressure indicator will turn all the way into the main
turbine engine fuel pump housing. Backing out the electrical
differential pressure indicator for proper positioning in the follow-
ing step should require less than one turn.
1. G. (4) (d) Install electrical differential pressure indicator (61, Figure 202) with installed
retainer and packings into the fuel pump (110) hand tight, then back out the
electrical differential pressure indicator until the body of the electrical differential
pressure indicator is at an approximate angle of 45 ±5 degrees. (See Figure
204.)
(e) Use a proper tool to hold the electrical differential pressure indicator (61, Figure
202) at the correct position obtained in Step (d), then tighten the hex lock-nut
against the main turbine engine fuel pump body to 110 to 150 inch-pounds
torque.

Electrical Differential Pressure Indicator Installed Position
Figure 204
UP833486
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Apr 22/05


WARNING: WEAR GOGGLES WHEN REMOVING OR INSTALLING
LOCKWIRE TO PREVENT POSSIBLE EYE DAMAGE.
1. G. (4) (f) Secure the electrical differential pressure indicator hex lock-nut to the main
turbine engine fuel pump body with lockwire.
(g) Connect the electrical connector to the electrical differential pressure indicator.
H. Installation of Fuel Filter Element
mended values.
(1) [Pre SB TFE731-73-3122] Install fuel filter element. (See Figure 201.)
(a) Install new packing (20) on filter bowl cover (15).
NOTE: Ensure packing is properly positioned in fuel filter element.
(b) Install fuel filter element (35) in filter cavity of fuel pump.
(c) Spray threads of filter bowl cover (15) with dry film lubricant. Allow dry film lubri-
cant to dry, then install filter bowl cover (15) and tighten to 40 inch-pounds
torque.
(2) [Post SB TFE731-73-3122] Install fuel filter element. (See Figure 202.)
(a) Install packing (20) on filter bowl cover (15).
(b) Install filter element (35) and filter bowl cover.
(c) Tighten filter bowl cover to 100 to 150 inch-pounds torque.
2. Inspection/Check
A. Inspection of Fuel Pump
(1) Inspect fuel pump for security and leakage. Fuel pump drain leakage acceptable if
leakage rate does not exceed 30 drops per hour (one drop every 2 minutes).
(2) If leakage rate is greater than 30 drops per hour replace shaft seal subassembly and
packings as required. Refer to Approved Repairs.
(3) Inspect filter bowl cover for stripped or damaged threads.
(4) Inspect fuel filter by-pass indicator for obvious damage and condition of threads.
(5) Inspect manifold assembly for obvious damage and condition of threads.
(6) Inspect threads of plugs and bosses for obvious damage.
(7) Inspect by-pass return filter for damage and cleanliness. Refer to Cleaning/Painting.
UP833486
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May 11/07


2. A. (8) Replace items that do not meet inspection requirements.
B. Functional Test Fuel By-Pass Indicator
NOTE: Fuel by-pass indicator test fixture may be locally fabricated as

indicated in Figure 205.
(1) Set up functional test of fuel by-pass indicator. (See Figure 205.)
(a) Connect test fixture to clean/dry source of compressed air or nitrogen.
(b) If fuel by-pass indicator being tested is electrical, connect continuity test. (Refer
to Table 203.) Continuity shall be as indicated in Table 203 with no air pressure
applied.
(2) Slowly apply pressure to test port of fuel by-pass indicator test fixture.
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May 11/07


Fuel By-Pass Valve Test Fixture and Setup

Figure 205
UP833486
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May 11/07


Table 203. Fuel By-Pass Indicator Continuity

Air Pressure Pins Continuity
0 A to C Yes
0 B to C No
0 A, B, C to Case No
6 to 8 psig A to C No
6 to 8 psig B to C Yes
6 to 8 psig A, B, C to Case No
2. B. (3) Fuel by-pass indicator shall function between 6 to 8 psig as follows.

(a) Manual by-pass indicator − visual indicator pin shall extend.
(b) Electric by-pass indicator − continuity shall be as indicated in Table 203.
(4) Replace indicator if it does not meet functional test requirements.
C. [3060710-ALL] Inspection of Anti-Icing Valve (if removed)
(1) Visually inspect anti-icing valve for obvious damage.
(2) Replace anti-icing valve if damaged.

(1) Clean grease from components using solvent.

No. No. Nomenclature 1 2
201 5 By-pass Filter X X

15 Cover X X
202 10 By-pass Filter X X

15 Cover X X
UP833486
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May 11/07


4. Approved Repairs

Lubricant (Santovac OS-124 or Santovac 5) Arch Technology Holding LLC, 8 Governor Dr, St
Charles, MO 63301
Lubricant (Super-O-Lube) (Alternate for Parker-Hannifin Corp, O-Ring Div, P.O. Box
A. [Fuel Pump, Part No. 3070850-57] Repair of Excessive Fuel Pump Drive Shaft Seal Leak-
age
(1) Remove fuel pump in accordance with 73-20-01.
CAUTION: THE FOLLOWING PROCEDURES MUST BE ACCOMPLISHED

IN A CLEAN AREA TO PREVENT CONTAMINATION FROM EN-
TERING FUEL PUMP.
(2) Remove fuel pump shaft seal subassembly. (See Figure 201.)
NOTE: Slinger threads are left-hand.
(a) Remove slinger from drive shaft using suitable spanner wrench. Turn wrench in
clockwise direction to loosen slinger.
(b) Remove screws and washers attaching fuel pump mounting flange to pump
housing.
(c) Carefully separate fuel pump mounting flange from injector and pump housing.
(d) Remove assembled injector from drive shaft.
(e) Remove packing (145) from pump housing.
(f) Remove packings (150, 155) from injector. Discard packings.
(g) Remove shaft seal subassembly and packing (165) from injector. Discard shaft
seal subassembly and packing.
UP833486
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June 9/06


4. A. (3) Install fuel pump shaft seal subassembly.
(a) Lubricate packing (145) using lubricant. Install new packing into pump housing.
(b) Install new packing (150, 155) in sealing grooves of injector.
(c) Install new packing (165) in shaft sealing groove of injector.
(d) Install new shaft seal subassembly in injector.
CAUTION: CAREFULLY INSTALL ASSEMBLED INJECTOR ON DRIVE

SHAFT TO PREVENT DAMAGE TO SHAFT SEAL SUB-
ASSEMBLY.
(e) Install assembled injector on driveshaft. Ensure shaft seal contacts drive shaft
flange.
(f) Install fuel pump mounting flange on pump housing. Secure mounting flange
with screws and washers. Tighten screws (125) to 75 to 80 inch-pounds
torque.
(g) Rotate fuel pump drive shaft by hand in direction of rotation (clockwise) shown
by arrow on edge of mounting flange. If drive shaft cannot be rotated by hand
disassemble in accordance with Steps (2)(b) and (2)(c) and determine cause.
(h) Check that drive shaft has axial movement. If no axial movement is observed
disassemble in accordance with Steps (2)(b) and (2)(c) and determine cause.
NOTE: Slinger threads are left-hand.
(i) Install slinger on drive shaft using suitable spanner wrench. Rotate wrench in
counterclockwise direction. Tighten slinger securely.
(4) Install fuel pump in accordance with 73-20-01.

UP833486
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Aug 23/02


CHAPTER 74 − IGNITION
TABLE OF CONTENTS
CHAPTER/
SECTION/
GENERAL 74-00-00

Ignition System 1
Ignition Unit 1
Igniter Leads 1
Igniter Plugs 1
IGNITION UNIT AND IGNITER PLUG INSTALLATION 74-00-01
Repair of Igniter Leads (Installed on Engine) 214
Adjustment/Test 220
UP833486
74-CONTENTS IGNITION
Page 1
Apr 22/05


UP833486
74-CONTENTS IGNITION
Page 2
Apr 22/05

CHAPTER/ CHAPTER/
IGNITION − Tab
Contents 2 Apr 22/05
List of
Effective 1 Nov 30/06
Pages 2 Nov 30/06
Record of
74-00-00 1 July 31/95

2 July 31/95
3 Apr 22/05
4 Apr 22/05
74-00-01 201 Nov 26/03
202 July 31/95
203 July 31/95
204 July 31/95
205 Apr 22/05
206 Apr 22/05
207 Nov 26/03
208 Nov 30/06
209 July 31/95
210 July 31/95
211 July 31/95
212 July 31/95
213 July 31/95
214 Nov 30/06
215 July 31/95
216 July 31/95
217 July 31/95
218 July 31/95
219 July 31/95
220 July 31/95
221 July 31/95
222 July 31/95
UP833486
74-EFF Page 1
Nov 30/06



UP833486
74-EFF Page 2
Nov 30/06


CHAP/SEC/ INCORPO-
SUBJ RATED INTO
UP833486
74-T-R-REC Page 1
Apr 22/05


UP833486
74-T-R-REC Page 2
Apr 22/05

1. Ignition System
The ignition system operates on 24 volts dc (nominal) power. It consists of an ignition unit, igniter
leads, and igniter plugs.
2. Ignition Unit
The ignition unit, mounted on the upper left side of the fan by-pass housing, is a solid state, high
voltage, dual capacitor discharge type with independent and redundant circuits, allowing each
igniter plug to fire non-synchronously. Synchronous firing may occur, but the firing shall not re-
main synchronous for more than 30 seconds. If firing remains synchronous for more than 30
seconds, ignition unit should be replaced. The ignition unit utilizes 10 to 30 volts dc input (40 volts
dc for short periods) to provide separate and independent secondary outputs of 18,000 to 24,000
volts to the igniter plugs. The system is capable of continuous operation when required and se-
lected by manually operated switch. There is no specific duty cycle limitation on continuous op-
eration and the system may be operated as long as necessary when flight environment dictates its
use. However, prolonged unnecessary use of the system will reduce igniter plug life. The unit
provides voltage to produce sparks at the approximate rate of two to seven per second to each
igniter plug.
3. Igniter Leads
The igniter leads are shielded, high-tension flexible leads connecting the ignition unit and igniter
plugs.
4. Igniter Plugs
The igniter plugs are mounted at six and seven o’clock on the turbine plenum. The plugs are
operated by separate igniter leads and fire non-synchronously when pulsed by the ignition unit.
Verification of non-synchronous firing is accomplished by turning on switch and listening for two
distinct and out of sequence audible indication (snaps) of sparking. Audible indication (snaps)
may be synchronous for up to 30 seconds.
UP833486
74-00-00 Page 1
July 31/95


forming maintenance of the engine Ignition System.

Chapter/
Section/
2 Tube assemblies from solenoid controller valve 76-10-01
3 Upper section of fan duct set 72-70-05
4 Left and right side panels 79-20-09
5 Upper air/oil cooler 79-20-09
UP833486
74-00-00 Page 2
July 31/95


performing maintenance on the engine Ignition System.

Chapter/
Section/
1 Upper air/oil cooler 79-20-09
2 Left and right side panels 79-20-09
3 Upper section of fan duct set 72-70-05
4 Tube assemblies on solenoid controller valve 76-10-02
UP833486
74-00-00 Page 3
Apr 22/05



UP833486
74-00-00 Page 4
Apr 22/05


IGNITION UNIT AND IGNITER PLUG INSTALLATION

Dry lubricant (TFL50) Distec Inc, International Enterprise Park, 939
Barnum Ave, Bridgeport, CN 06608
A. Removal of Ignition System Components (See Figure 201)
(1) Ensure ignition system is de-energized.
(2) Remove bottom panel in accordance with 79-20-09.
(3) Remove service tube clamps in accordance with 73-10-03.
(4) Disconnect wiring harness electrical connector from ignition unit in accordance with
CAUTION: BENDING IGNITER LEADS WHEN DISCONNECTING FROM

IGNITION UNIT WILL CAUSE DAMAGE TO INTERNAL INSULA-
TION OF IGNITER LEADS. TO AVOID BENDING IGNITER
LEADS, REMOVE IGNITION UNIT MOUNTING BOLTS BEFORE
DISCONNECTING IGNITER LEADS FROM IGNITION UNIT.
(5) Remove ignition unit mounting bolts and washers and disconnect igniter lead connec-
tors from ignition unit and igniter plugs. Remove ignition unit.
(6) Remove nut and bolt securing igniter lead restraining cables to fan duct set.
(7) Remove bolts which secure igniter plugs to engine. Remove igniter plugs and gaskets.
(8) Remove bolts, nuts, clamps, and bracket securing igniter lead at bottom of combustion
chamber plenum case.
(9) Remove bolts and washers which secure lock plate and grommet to engine. Remove
lock plate and grommet.
UP833486
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Nov 26/03


Ignition Unit, Igniter Plugs, and Igniter Lead Installation

Figure 201
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July 31/95


1. A. (10) Remove igniter leads from engine as follows.

(b) Remove bolts, and clamps securing igniter leads, then remove igniter leads. Do
not remove insulation sleeving or tape from igniter leads unless damaged. If
insulation sleeving and tape must be removed, mark location on lead before
removal for aid when installing new tape and sleeving.
KEY TO FIGURE 201
5. BOLT 90. CLAMP

10. WASHER 95. NUT
20. IGNITER LEAD 100. BOLT
25. IGNITER LEAD 105. MOUNTING BRACKET
30. IGNITION UNIT 110. BOLT
35. NUT 115. CLAMP
40. SCREW 120. BOLT
45. SCREW 125. IGNITER PLUG
55. LOCK PLATE 135. NUT
60. GROMMET 145. CLAMP
65. BOLT 150. BOLT
70. IGNITER PLUG 160. CLAMP
75. GASKET 165. SLEEVING
80. NUT 170. TAPE
85. BOLT
UP833486
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July 31/95


values.
1. B. Installation of Ignition System Components (See Figure 201)
(1) Install tape and insulation sleeving on igniter leads (removed from engine) if removed
because of damage. (See Figure 202.)
(a) Locate points marked on igniter leads for positioning insulation sleeving.
(b) Double wrap each lead with tape. Tape wrap shall extend nine inches and be
positioned so ends of tape will not be exposed after installation of insulation
sleeving. (See Figure 202.)
(c) Install ten inch length of insulation sleeving on each lead, enclosing tape and
extending from mark made at removal toward ignition unit end of lead. (See
Figure 202.)
(d) Shrink insulation sleeving in place using hot air.
Tape and Insulating Sleeving

Figure 202
UP833486
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July 31/95


1. B. (2) Install igniter leads on engine. (See Figure 201.)
(a) Apply a light coat of anti-seize lubricant to threads of bolt for securing clamp to
low pressure compressor case assembly. Position igniter leads on engine and
secure to low pressure compressor case assembly with clamp, washer, and bolt.
Tighten bolt (150) to 50 inch-pounds torque.
(b) Apply a light coat of anti-seize lubricant to stud for securing clamp to tower shaft
housing mounting boss. Secure igniter leads at stud for mounting tower shaft
housing with clamp and nut. Tighten nut (135) to 50 inch-pounds torque.
(c) Install removed components in accordance with 74-00-00, Table 2, Component

Installation Sequence, Steps 1 through 5.
NOTE: It is important that igniter lead elbows located directly below ignition
unit be positioned properly to prevent chafing against air/oil coolers
and fan duct set.
(3) Install grommet and lockplate on igniter leads leaving lockplate loose. Position igniter
lead elbows to fit.
(4) Apply a light coat of anti-seize lubricant to threads of bolts for securing grommet and
lockplate to engine. Secure grommet and lockplate to engine with bolts and washers.
Tighten screws (45) to 15 inch-pounds torque.
(5) Spray dry lubricant in igniter terminal ceramic well to prevent sticking when igniter lead
is inserted as shown in Figure 203. Mask to prevent getting dry lubricant on contact pin
and on chamfered metal surface, as shown in figure.
CAUTION: BOLTS SECURING IGNITER PLUGS SHALL BE TIGHTENED

ALTERNATELY IN 10 INCH-POUND INCREMENTS UNTIL FINAL
TORQUE OF 50 INCH-POUNDS IS OBTAINED TO PULL IGNIT-
ER PLUG IN PLACE EVENLY WITHOUT COCKING. A GAP MAY
EXIST UNDER IGNITER PLUG FLANGE AFTER TIGHTENING
BOLTS. DO NOT TIGHTEN BOLTS TO TORQUE OF MORE
THAN 50 INCH-POUNDS AS IGNITER PLUG MOUNTING
FLANGES MAY BE CRACKED.
(6) Install one new gasket on each igniter plug. Install clamp on longer igniter lead at
position for bolt (110, Figure 201). Coat threads of bolts to secure igniter plugs with
anti-seize compound. Secure igniter plugs and clamp to engine with attaching bolts.
Alternately tighten bolts (65, 110, 120) in ten inch-pound increments to 50 inch-
pounds torque, then lockwire bolts.
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Apply Dry Lubricant to Igniter Plug Terminal

Figure 203
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1. B. (7) Install igniter leads on igniter plugs. Tighten connectors of igniter leads (20, 25) at
igniter plugs to 70 inch-pounds torque.
(8) Coat threads of bolts for securing bracket to transition duct with anti-seize compound.
Secure mounting bracket to transition duct with nuts and bolts. Tighten bolts (100) to
(9) Secure terminals on igniter lead restraining cables to fan duct set with nut and bolt.
CAUTION: BENDING IGNITER LEADS WHEN CONNECTING TO IGNITION

UNIT WILL CAUSE DAMAGE TO INTERNAL INSULATION OF
IGNITER LEADS. DO NOT MOUNT IGNITION UNIT ON ENGINE
BEFORE CONNECTING IGNITER LEADS TO IGNITION UNIT.
DO NOT APPLY THREAD ANTI-SEIZE LUBRICANT TO IGNITER

LEAD CONNECTORS. DEGRADING OF IGNITION UNIT PER-
FORMANCE WILL RESULT.
(10) Install igniter leads on ignition unit. Tighten connector of igniter leads finger tight.
(11) Position ignition unit on engine.
(12) Apply a light coat of anti-seize lubricant to threads of ignition unit mount bolts. Secure
ignition unit to fan duct set with bolts. Tighten bolts (5) to 50 inch-pounds torque.
(13) Install clamp on longer ignition lead. Coat threads of bolt for securing clamp to mount-
ing bracket with anti-seize compound. Secure clamp to mounting bracket with nut and
bolt. Tighten bolt (85) to 40 to 50 inch-pounds torque.
(14) Tighten igniter leads at ignition unit to 70 inch-pounds torque.
(15) Install service tube clamps in accordance with 73-10-03.
(16) Install bottom panel in accordance with 79-20-09.
(17) Connect wiring harness electrical connector to ignition unit in accordance with Aircraft
Maintenance Manual.
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2. Inspection/Check

Igniter lead connector wear gage Champion Aerospace, P.O. Box 686, 1230 Old
(Champion, Part No. CT-497) Norris Road, Liberty, SC 29657-3508
A. Inspection of Ignition Unit
(1) Inspect unit for burns, punctures, and damaged pins.
(2) Inspect threaded surfaces for worn, crossed, or peened threads. Ensure threaded
parts turn freely on mating parts.
(3) Replace unit if inspection requirements are not met.
B. Inspection of Igniter Leads
NOTE: Overheating of igniter lead terminals may be caused by hot gas leak-
age, either around igniter plug gasket or through igniter plug insulator.
If evidence of overheating or arcing exists, replace igniter plug and
gasket associated with damaged igniter lead and repair or replace
damaged igniter lead.
(1) Visually inspect igniter leads for burned insulation, condition of terminals and silicone
grommets. Damage is not allowed.
(2) Visually inspect igniter leads for broken, frayed or other damage to shielding.
(a) Broken or frayed shielding may be repaired if no more than one cord or five
individual wire strands are broken in the damaged area and the lead is function-
al. No more than four such repaired areas are permitted.
(b) Crushed shielding is not allowed if damage to internal conductor is suspected.
(c) Underlying damage to the internal conductor due to excessive bending or twist-
ing is not allowed. Such damage may be observed at either end of braided
section and may be identified as unusual bulging.
(d) Worn “flat spots” may be repaired provided the criteria in Step (a) are main-
tained.
(3) Inspect igniter lead terminals for deformation, cracks, chipping, or evidence of arcing.
No damage is allowed.
(4) Replace or repair igniter lead or lead terminals if inspection requirements are not met.
Refer to Approved Repairs.
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2. C. Inspection of Igniter Plugs
(1) Inspect igniter plugs for the following.
NOTE: An internal rattle may be evident when igniter plug is shaken.

This is normal and is not cause for rejecting igniter plug.
(a) Visually inspect igniter plug for broken or missing parts. If igniter plug is broken
or parts missing, replace plug.
(b) Visually inspect the center electrode and outer shell for erosion. (See Figures
204 and 205.)
NOTE: Erosion of the inside diameter on the center electrode can

be checked using an igniter lead connector wear gage
(Champion, Part No. CT-497). Use of gage shall be in
accordance with the manufacturer’s instructions.
1 Uniform erosion of the electrode and outer shell is acceptable. An iridium

igniter plug may have pins around the inside diameter of the outer shell.
The pins (local protrusions) will erode at a different rate than the outer shell.
2 Erosion of the center electrode shall not exceed 0.030 inch below the end
of the ceramic insulator. Replace igniter plug if limit is exceeded.
3 Erosion of the outer shell inner diameter shall not exceed 0.330 inch diame-
ter at the ceramic insulator surface. Measure eroded areas using vernier
caliper as shown in Figures 204 and 205.
(c) Visually inspect ceramic insulator for cracks or chipped area as shown in Figure
204. Ensure normal ceramic insulator erosion is not misinterpreted as cracking.
Replace igniter plug if ceramic insulator is damaged.
(d) Visually inspect outer shell for burned or flowed metal as shown in Figure 204.
Replace plug if metal is burned or flowed.
(e) Visually inspect the outer shell outside diameter for grooving (wear) from contact
with combustor grommet. Grooving shall not exceed 0.030 inch depth in outer
shell as shown in Figure 204. Replace igniter plug if limit is exceeded.
(f) Visually inspect for clogged annular passage between insulator and outer shell.
If clogged, clean by abrasive blasting (72-00-00, Cleaning/Painting, Cleaning
Method No. 4) or replace plug. Do not use abrasive blasting on spark gap sur-
face or interior of electrical connector.
(g) Visually inspect for cracked or broken ceramic insulator in the igniter plug con-
nector. Replace damaged igniter plug.
(h) Visually inspect for bent, burned, broken, or loose pin in the igniter plug connec-
tor. Replace damaged igniter plug.
(i) Visually inspect for cracked mounting flange. If cracked, replace igniter plug.
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Igniter Plug Inspection

Figure 204
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Iridium Igniter Plug Inspection

Figure 205
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2. C. (1) (j) Visually inspect for loose center electrode.
1 Hold the igniter plug with the firing tip pointed up.
2 Using light finger pressure, push the firing tip center electrode from side to
side. If no electrode movement is detected, the igniter plug is acceptable.
3 If any igniter firing tip center electrode movement is detected or the elec-
trode is not visible (fallen inside the igniter plug body), replace igniter plug.
NOTE: The following procedure is only required when performing a Routine In-
spection.
D. Check of Ignition System Operation
(1) Turn on ignition switch and listen for two distinct and out of sequence audible indica-
tions (snaps) of sparking. System may be synchronous for up to 30 seconds.
(2) If only one audible indication (snap) is heard after 30 seconds, refer to Trouble Shoot-
ing for corrective action.
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201 20, 25 Igniter Lead X

30 Ignition Unit X
55 Lockplate X X X X
70, 125 Igniter Plug X
105 Mounting Bracket X X
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4. Approved Repairs

Crimp tool (Champion, Part No. 52243) Champion Aerospace Inc, 1230 Old Norris Rd,
Liberty, SC 29657-3508
AZ 85038-9003
Polyimide film tape Honeywell International Inc., Distribution Center,
AZ 85038-9003
A. Repair of Igniter Leads (Installed on Engine) (See Figure 206)
NOTE: The following repair procedure may be performed to replace a defec-

tive Wire Subassembly, Part No. 53165 (Livingston Industries Inc,
4564 Caterpillar Rd, P.O. Box 4208, Redding, CA 96099) (internal
conductor), within the external igniter lead conduit with the igniter
leads installed on the engine. Honeywell Repair Kit, Part No.
3070873-3, and crimp tool (Champion, Part No. 52243) may be used
to repair either igniter lead.
(1) Replace internal conductors. (See Figure 206.)
(a) Disconnect defective igniter lead at ignition unit and igniter plug in accordance
with Removal/Installation.
CAUTION: BENDING IGNITER LEADS WHEN DISCONNECTING

FROM IGNITION UNIT WILL CAUSE DAMAGE TO INTER-
NAL INSULATION OF IGNITER LEADS. TO AVOID BEND-
ING IGNITER LEADS, REMOVE IGNITION UNIT MOUNT-
ING BOLTS BEFORE DISCONNECTING IGNITER LEADS
FROM IGNITION UNIT.
(b) At end of igniter lead connecting to igniter plug (long leg), press insulator into
igniter lead end fitting to expose retaining ring. Remove retaining ring and insu-
lator. Remove seal, spring ferrule, and spring. Cut off crimped-on socket.
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5. RETAINING RING 25. SEAL

10. INSULATOR 30. SOCKET
15. SPRING 35. WIRE SUB-ASSEMBLY
20. SPRING FERRULE (INTERNAL CONDUCTOR)
Igniter Lead Repair

Figure 206
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CAUTION: IF ATTEMPT IS MADE TO PULL DEFECTIVE INTERNAL
CONDUCTOR THROUGH CONDUIT WITHOUT FIRST
REMOVING CRIMPED-ON SOCKET (PREVIOUS STEP),
SOCKET WILL JAM ON IGNITER LEAD ELBOW.
4. A. (1) (c) Replace internal conductor using one of the following procedures.
1 If the condition of the old conductor permits, attach the new conductor by
stripping the end of the old conductor and end of replacement conductor
opposite crimped-on socket. Twist stripped ends together and solder. Pull
old conductor with replacement conductor attached through conduit from
end of igniter lead connecting with ignition unit (short leg).
NOTE: If alternate procedure of replacing internal conductor is

used, make a small loop on the lead end, this will allow the
use of a hook at the short leg if there are problems getting
the internal conductor around the elbow.
2 (Alternate Procedure) Pull old conductor out of conduit from end of igniter
lead connecting with ignition unit (short leg). Attach new internal conductor
to a 5 foot piece of lockwire. Push the lockwire through the conduit from the
back of the engine and pull new internal conductor into place.
(d) On end of igniter lead connecting to igniter plug (long leg), install spring, spring
ferrule, seal and insulator over the socket and secure in place by snapping the
retaining ring into slot closest to the tip on the socket. Push assembly against
igniter lead end fitting. Compress spring by installing igniter plug until seated (do
not compress spring to solid height).
(e) At opposite end of igniter lead (short leg), pull lightly on internal conductor to
assure conductor is fully extended. Cut conductor to 1.00 inch from point inter-
nal conductor extends through end fitting on igniter lead. Strip insulation 0.27
inch from end on internal conductor. (See Figure 207.)
(f) Slide socket (30, Figure 206) on the internal conductor and crimp.
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Trimming Replacement Internal Conductor for Igniter Lead Repair

Figure 207
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4. A. (1) (g) Install spring, spring ferrule seal and insulator over the socket. Secure with
retaining ring by snapping retaining ring into slot closest to the tip of the socket.
To aid installing retaining ring, insulator and spring may be compressed but do
not compress spring to solid height.
(h) Test repaired igniter lead after conductor replacement.
1 Install ignition unit in accordance with Removal/Installation.
2 Connect igniter plugs to igniter leads so sparking can be observed.
WARNING: ELECTRICAL DISCHARGE AT IGNITER PLUGS IS

DANGEROUS. DO NOT COME IN CONTACT WITH
IGNITER PLUG SPARK GAP WHEN IGNITER
PLUGS ARE CONNECTED TO IGNITION UNIT. AT
CONCLUSION OF CHECK, REMOVE STATIC
CHARGE FROM IGNITER PLUGS BY SHORTING
ACROSS SPARK GAP. USE SHIELDED JUMPER
WIRE OR WELL-INSULATED TOOL WHEN SHORT-
ING SPARK GAP. CONDUCT TEST IN AREA FREE
OF FLAMMABLE FLUIDS OR VAPORS.
3 Connect 28 volt dc power source to ignition unit and observe igniter plugs.
Check igniter plugs for spark rate of one spark per second minimum at 10
volts dc (higher rate at higher voltage).
4 Remove 28 volt dc power source and igniter plugs used for check. Install
components in accordance with Removal/Installation.
(2) Replace parts at lead terminals if they do not meet inspection requirements. (See
Figure 206.)
(a) Press terminal into igniter lead nut to expose snap ring and remove snap ring
and terminal. Removal of grommet, retainer, and spring is not required unless
necessary to replace a defective part. Remove and reinstall serviceable parts if
required.
(b) Install serviceable terminal and secure with snap ring.

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4. A. (3) Repair damaged igniter lead shielding. (See Figure 208.)
NOTE: Failure to trim repaired area to be free of any loose wires can
cause shorts if frayed shielding penetrates insulation and con-
tacts internal conductor.
(a) Trim damaged area on shielding to ensure all frayed material is removed and
cannot penetrate insulation and contact internal conductor.
(b) Double wrap trimmed area with tape approximately to one half inch on either
side of damaged area.
(c) Install insulation sleeving over wrap and heat shrink to a tight fit.
Igniter Lead Shielding Repair

Figure 208
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5. Adjustment/Test
WARNING: ELECTRICAL DISCHARGE AT IGNITER PLUGS IS DANGEROUS.

DO NOT COME IN CONTACT WITH IGNITER PLUG SPARK GAP
WHEN IGNITER PLUGS ARE CONNECTED TO IGNITION UNIT. AT
CONCLUSION OF CHECK, REMOVE STATIC CHARGE FROM IGNIT-
ER PLUGS BY SHORTING ACROSS SPARK GAP. USE SHIELDED
JUMPER WIRE OR WELL INSULATED TOOL WHEN SHORTING
SPARK GAP. CONDUCT TEST IN AREA FREE OF FLAMMABLE
FLUIDS OR VAPORS. WHENEVER OBSERVING IGNITER PLUG
FIRING, WEAR SUITABLE EYE PROTECTION TO PROTECT FROM
HIGH INTENSITY LIGHT.
NOTE: The following is a bench check of the complete ignition system. Compo-
nents of system (ignition unit, igniter plugs, and igniter leads) of known
serviceability may be used with a component suspected of being defective
to determine if serviceable, or serviceability of complete system may be
verified.
Inspect all components, prior to testing, in accordance with Inspection/

Check.
A. Ignition System Test
(1) Connect igniter plugs to igniter leads and connect igniter leads to ignition unit.
(2) Connect variable dc power source (0 to 30 volts) across ignition unit electrical connec-
tor, Pins A (-) and B (+).
(3) Turn on variable dc power source and adjust for 28 to 30 volts dc. Each igniter plug
shall fire non-synchronously at a rate not exceeding 420 sparks per minute for a mini-
mum of 30 seconds. Synchronous firing may occur, but the firing shall not remain
synchronous for more than 30 seconds. If requirements are not met, proceed to Step
(5). If requirements are met, proceed to Step (4).
(4) Reduce output of variable dc power source to 10 volts dc. Each igniter plug shall fire
at a rate of at least 60 sparks per minute for a minimum of 30 seconds. If requirements
are met, ignition system is serviceable. Shut off power supply and terminate test. If
requirements are not met proceed to Step (5).
(5) If requirements of Step (3) or (4) are not met, isolate defective component or compo-
nents as described in Table 204 or 205, as applicable.
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TABLE 204. IGNITION SYSTEM TEST (BOTH IGNITER PLUGS FAIL TEST)
TROUBLE SHOOTING PROCEDURE
TEST FAILS (BOTH IGNITER PLUGS

FAIL CHECK) - REPLACE IGNITION
UNIT AND REPEAT STEPS 5.A.(1)
THROUGH (4). IF-
OK-SYSTEM IS SERVICEABLE. NOT OK-REPLACE IGNITER

PLUGS REPEAT STEPS 5.A.(1)
THROUGH (4). IF-
OK-SYSTEM IS SERVICEABLE. NOT OK-REPAIR OR REPLACE

IGNITER LEADS AND REPEAT
STEPS 5.A(1) THROUGH (4).
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TABLE 205. IGNITION SYSTEM TEST (ONE IGNITER PLUG FAILS TEST)
TROUBLE SHOOTING PROCEDURE
TEST FAILS (ONE IGNITER PLUG

FAILS CHECK) - SWITCH IGNITER
LEAD CONNECTIONS AT IGNITION
UNIT - REPEAT STEPS 5.A.(1)
THROUGH (4) AND DETERMINE IF
SAME IGNITER PLUG FAILS CHECK.
IF-
OK-(SAME IGNITER PLUG FAILS NOT OK-(OPPOSITE IGNITER

CHECK) - REPLACE IGNITER PLUG NOW FAILS CHECK) - RE-
PLUG FAILING CHECK AND RE- PLACE IGNITER LEAD FOR IG-
PEAT STEPS 5.A.(1) THROUGH NITER PLUG FAILING CHECK
(4). AND REPEAT STEPS 5.A.(1)
THROUGH (4). IF-
OK-SYSTEM IS SERVICEABLE. NOT OK-REPLACE IGNITION

UNIT AND REPEAT STEPS 5.A.(1)
THROUGH (4).
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CHAPTER 75 − AIR
TABLE OF CONTENTS
CHAPTER/
SECTION/
GENERAL 75-00-00

Air 1
ENGINE ANTI-ICING 75-10-00

BLEED AIR DUCT INSTALLATION 75-10-05
ENGINE INDICATING 75-40-00

INLET PRESSURE AND TEMPERATURE SENSOR
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Page 1
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UP833486
75-CONTENTS AIR
Page 2
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CHAPTER/ CHAPTER/
AIR − Tab
List of
Pages 2 Nov 30/06
Record of
75-00-00 1 July 31/95

2 July 31/95
75-10-00 1 Apr 22/05
2 Apr 22/05
75-10-05 201 Aug 23/02
202 July 31/95
203 July 31/95
204 Aug 23/02
205 Apr 22/05
206 Apr 22/05
75-40-00 1 Apr 22/05
2 Apr 22/05
75-40-01 201 Nov 30/05
202 July 31/95
203 Apr 22/05
204 July 31/95
205 Apr 22/05
206 Apr 22/05
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CHAP/SEC/ INCORPO-
SUBJ RATED INTO
75-40-01
75-1 203 July 12/04 7
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1. Air
Compressor bleed air flow is available for airframe use at all engine operating levels and during all
flight conditions.
Temperature and pressure of inlet air to the engine is sensed by the electronic engine control for
fuel scheduling purposes.
forming maintenance on the engine Air Section.

Chapter/
Section/
10 Ignition unit, lockplate, and grommet securing ignitor leads to fan 74-00-01
duct set
12 Right side duct, oil-out tube, left side fairing, and inlet tube 79-20-09
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performing maintenance on the engine Air Section.

Chapter/
Section/
2 Right side duct, oil-out tube, left side fairing, and oil inlet tube 79-20-09
4 Lockplate and grommet securing ignitor leads to fan duct set and 74-00-01
install ignition unit.
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ENGINE ANTI-ICING − DESCRIPTION AND OPERATION
1. Bleed-Air Ducts
Low pressure bleed air is provided for airframe use at ports on the left and right hand sides of the
fan outer duct. The bleed air is ported from the compressor case assembly through the bleed air
ducts.
2. Inlet Pressure and Temperature Sensor
The inlet pressure and temperature sensor incorporates an electrical heating element for the
prevention of ice formation when anti-icing is selected by the pilot. The inlet pressure and temper-
ature sensor is covered in 75-40-00.
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BLEED AIR DUCT INSTALLATION

A. Removal of Bleed Air Duct Seals (See Figure 201)
(1) Remove screws and washers securing bleed air port covers. Remove bleed air port
covers and gaskets.
(2) Remove screws securing outer flanges, then remove outer flanges.
(3) Remove bolts and washers securing adapters, then remove adapters.
(4) Slip bleed air ducts out from engine to allow removal of inner and outer seals installed
on bleed air ducts.
(5) Remove seals.
values.
B. Installation of Bleed Air Duct Seals (See Figure 201)
(1) Install new seals on each end of bleed air ducts.
(2) Slip bleed air ducts inward to normal installed position.
(3) Apply anti-seize lubricant to threads of screws and bolts used to secure adapters, outer
flanges, and bleed air port covers.
(4) Install adapters, then secure with bolts and washers. Tighten bolts (55, 120) to 40
inch-pounds torque.
(5) Install outer flanges, then secure with screws. Tighten screws (25, 90) to 30 inch-
pounds torque.
(6) Install gaskets and bleed air port covers, then secure with screws and washers.
Tighten screws (5, 70) to 40 inch-pounds torque.
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Bleed Air Duct Installation

Figure 201
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1. C. Removal of Bleed Air Ducts (See Figure 201)

(2) Remove screws and washers securing bleed air port covers. Remove bleed air port
covers and gaskets.
(3) Remove screws securing outer flanges, then remove outer flanges.
(4) Remove bolts and washers securing adapters, then remove adapters.
(5) Remove nuts, washers, bolts, and screws securing fan duct set to engine support
housing in accordance with 72-70-05.
(6) Remove bleed air ducts with assembled seals, then remove seals.
KEY TO FIGURE 201
5. SCREW 70. SCREW

15. BLEED AIR PORT COVER 80. BLEED AIR PORT COVER
20. BLEED AIR PORT GASKET 85. BLEED AIR PORT GASKET
25. SCREW 90. SCREW
30. OUTER FLANGE 95. OUTER FLANGE
*40. INSERT *105. INSERT
45. ADAPTER 110. ADAPTER
55. BOLT 120. BOLT
60. LP BLEED AIR DUCT 125. LP BLEED AIR DUCT
65. SEAL 130. SEAL

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values.
1. D. Installation of Bleed Air Ducts (See Figure 201)
(1) Install new seals at each end of bleed air ducts.
(2) With fan duct set unfastened from engine support housing, install bleed air ducts and
seat in normally installed position.
(3) Secure fan duct set to engine support housing with screws, bolts, washers, and nuts in
(4) Apply a light coat of anti-seize lubricant to threads of screws and bolts used to secure
adapters, outer flanges, and bleed air port covers.
(5) Install adapters, then secure with bolts and washers. Tighten bolts (55, 120) to 40
inch-pounds torque.
(6) Install outer flanges, then secure with screws. Tighten screws (25, 90) to 30 inch-
pounds torque.
(7) Install gaskets and bleed air port covers, then secure with screws and washers.
Tighten screws (5, 70) to 40 inch-pounds torque.
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2. Inspection/Check
A. Inspection of Bleed Air Ducts
Inspect bleed air ducts for corrosion, cracks, dents, or distortion. Replace bleed air ducts if
corrosion, cracks, dents, or distortion are evident.
B. Inspection of Outer Flange
Visually inspect outer flange. Cracks are not acceptable. Replace part if cracks are evident.

201 15, 80 Cover X X X X

30, 95 Flange X
45, 110 Adapter X X X X
60, 125 Duct X X X
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ENGINE INDICATING − DESCRIPTION AND OPERATION
1. Inlet Pressure and Temperature Sensor
The inlet pressure and temperature sensor senses engine inlet air pressure and temperature for
use by the digital electronic engine control. The sensor incorporates an electrical heating element
for the prevention of ice formation when anti-icing is selected by the pilot. If air entry ports become
restricted (ice, dirt, etc), the auxiliary port provides a static pressure (port) signal to the digital
electronic engine control.
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INLET PRESSURE AND TEMPERATURE SENSOR INSTALLATION

91201-2497
A. Removal of Inlet Pressure and Temperature Sensor (See Figure 201)
(1) Disconnect wiring harness electrical connector from sensor.
(2) Disconnect pneumatic tube from pneumatic port on sensor in accordance with Aircraft
Maintenance Manual.
(3) Remove remotely mounted sensor and sensor gasket in accordance with Aircraft Main-
tenance Manual.
values.
B. Installation of Inlet Pressure and Temperature Sensor (See Figure 201)
(1) Install sensor and sensor gasket in accordance with Aircraft Maintenance Manual.
(2) Connect pneumatic tube to pneumatic port on sensor in accordance with Aircraft Main-
tenance Manual.
(3) Install engine wiring harness electrical connector on sensor. Tighten electrical connec-
tor using appropriate strap wrench. Tighten connector to 9 inch-pounds torque.
(4) If replacement inlet pressure and temperature sensor was installed, perform engine flat
rate (EFR) and take-off low pressure rotor speed (N1) FR/MN adjustment procedures.
Refer to 72-00-00, Adjustment/Test.
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5. GASKET 10. INLET PRESSURE AND

TEMPERATURE SENSOR
Inlet Pressure and Temperature Sensor Installation

Figure 201
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2. Inspection/Check
A. Inspection of Inlet Pressure and Temperature Sensor
(1) Inspect pneumatic fitting threads for visible damage.
(2) Inspect electrical connector for visible damage.
(3) Inspect probe for visible damage.
(4) Visually check pressure sensor auxiliary port and through slot on downstream side of
probe. If any foreign matter is present, clean sensor in accordance with Cleaning/
Painting.
(5) Replace sensor if it does not meet inspection requirements of Steps (1) through (3).
B. Check of Inlet Pressure and Temperature Sensor Temperature Sensing Element
(1) Measure resistance of temperature sensing element across Pins A and B of sensor
electrical connector. Resistance shall be approximately 465 ohms, plus 1.1 ohms X
ambient (sensor probe) temperature in degrees F, ±20 ohms.
NOTE: Sensor temperature sensing element is a highly precise instrument.

Use a Wheatstone bridge or similar equipment with a narrow tolerance
band and ensure test equipment accuracy before rejecting sensor.
Sensor failure normally would not result in a resistance shift but would
be evident as an open circuit.
(2) If resistance is not OK, clean electrical connector in accordance with Cleaning/Painting
or replace sensor.
C. Check of Inlet Pressure and Temperature Sensor Heater
(1) Measure heater resistance across Pins C and D of sensor electrical connector. Resis-
tance shall be 8 ±2 ohms at ambient temperature of 21 ±11°C (70 ±20°F).
(2) Connect 28 volt dc power source across Pins C and D of sensor electrical connector.
Sensor probe shall become warm as noted by placing bare hand near probe.
(3) If requirements of Steps (1) and (2) are not met, clean electrical connector in accor-
dance with Cleaning/Painting or replace sensor.
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Inlet Pressure and Temperature Sensor Cross Section

Figure 202
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(1) Clean inlet pressure and temperature sensor as follows.
(a) Remove any foreign material lodged in internal ports of sensor by blowing com-
pressed air through air entry, auxiliary and air exit ports at sides of air inlet scoop
and at rear of probe. (See Figure 202.)
(b) If necessary to clean internal ports of sensor, use syringe to flush internal ports
with solution of water and household detergent. After flushing, rinse sensor with
clean tap water, then dry with clean compressed air.
(c) If further cleaning is required, soak sensor probe in solution of tap water and
household detergent. Move sensor back and forth in liquid, completely flushing
internal ports. Rinse sensor under tap water, then dry with clean compressed air.
CAUTION: USE CARE NOT TO DAMAGE INTERNAL TEMPERATURE

SENSING ELEMENT OF SENSOR. DO NOT INSERT
WIRE OR OTHER DEVICE IN PORTS UNLESS METHODS
OF STEPS (b) AND (c) FAIL TO REMOVE CONTAMI-
NATION.
(d) If still further cleaning is required to clean foreign material from air entry, auxiliary
and air exit ports at sides and rear of probe, and adjacent to pressure sensing
port, insert 0.020 inch diameter wire in air exit ports to dislodge material. Re-
peat Step (b) after clearing ports.
(e) Clean electrical connector in accordance with 72-00-00, Cleaning/Painting,

Cleaning Method No. 11.
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CHAPTER 76 − ENGINE CONTROLS
TABLE OF CONTENTS
CHAPTER/
SECTION/
GENERAL 76-00-00

Engine Controls 1
POWER CONTROL 76-10-00

SURGE BLEED VALVE INSTALLATION 76-10-01
Removal and Installation of Solenoid Controller
Valve Installation 201
Disassembly and Assembly of Solenoid Controller Valve 205
Removal and Installation of Surge Bleed Valve 209
Removal and Installation of Air Line Manifold Installation 210
Repair of Surge Bleed Valve 220
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76-CONTENTS ENGINE CONTROLS

Page 1
Aug 23/02

CHAPTER/
SECTION/
POWER CONTROL (CONT)
[PRE SB TFE731-76-3065] DIGITAL ELECTRONIC ENGINE

CONTROL (DEEC) AND DEEC WIRING HARNESS 76-10-02
Removal and Installation of Digital Electronic
Engine Control (DEEC) 201
Removal and Installation of DEEC Wiring Harness 201
Removal of DEEC Air Filter 201
Installation of DEEC Air Filter 201
[POST SB TFE731-76-3065] N1 DIGITAL ELECTRONIC
ENGINE CONTROL (N1 DEEC) AND N1 DEEC
WIRING HARNESS 76-10-03
Adjustment/Test 206
Installation of ECTM Software 206
Downloading ECTM Data and Entering N1 DEEC/
Engine Statistics 207
N1 DEEC Static Adjustment 212
Check for N1 DEEC BIT Faults 214
Overspeed Solenoid Operation 223
Operational Check 223
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CHAPTER/
SECTION/
POWER CONTROL (CONT)
[5BR-1H, WITH SYNC/APR] SYNCHRONIZER AND AUTOMATIC

PERFORMANCE RESERVE (APR) SYSTEMS 76-10-10
Adjustment/Test 501
[5BR-2C, WITH SYNC/APR] SYNCHRONIZER AND AUTOMATIC
PERFORMANCE RESERVE (APR) SYSTEMS 76-10-11
Adjustment/Test 501
[5BR-1C, WITH RPR] RESTRICTED PERFORMANCE RESERVE
(RPR) SYSTEMS 76-10-12
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UP833486

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Apr 22/05

CHAPTER/ CHAPTER/
ENGINE 223 Apr 22/05
CONTROLS − Tab 224 Apr 22/05
Table of 1 Aug 23/02 76-10-02 201 Nov 30/06
Contents 2 Nov 26/03 202 July 31/95
3 Apr 22/05 203 Apr 22/05
4 Apr 22/05 204 Apr 22/05
76-10-03 201 Nov 26/03
List of 202 Aug 23/02
Effective 1 Nov 30/06 203 Nov 26/03
Pages 2 Nov 30/06 204 Aug 23/02
205 Aug 23/02
Record of
206 Nov 26/03
Revisions 2 Apr 22/05 207 Aug 23/02
208 Aug 23/02
76-00-00 1 July 31/95 209 Aug 23/02
2 July 31/95 210 Aug 23/02
76-10-00 1 Apr 22/05 211 Aug 23/02
2 Apr 22/05 212 Nov 26/03
76-10-01 201 Nov 30/05 213 Nov 26/03
214 Aug 23/02
202 July 31/95
215 Nov 26/03
203 Nov 26/03
216 Nov 26/03
204 July 31/95
217 Apr 22/05
205 July 31/95
218 Apr 22/05
206 July 31/95
219 Apr 22/05
207 July 31/95
220 Apr 22/05
208 July 31/95
221 Apr 22/05
209 Nov 26/03
222 Apr 22/05
210 Aug 23/02 223 Apr 22/05
211 Nov 26/03 224 Apr 22/05
212 July 31/95 76-10-10 1 July 31/95
213 July 31/95 2 July 31/95
214 July 31/95 3 July 31/95
215 Aug 23/02 4 July 31/95
216 July 31/95 5 July 31/95
217 Nov 26/03 6 July 31/95
218 July 31/95 7 FO Apr 22/05
219 July 31/95 8 Apr 22/05
220 June 9/06 9 Apr 22/05
221 Nov 26/03 10 Apr 22/05
222 July 31/95 11 FO Apr 22/05
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Nov 30/06

CHAPTER/ CHAPTER/
12 Apr 22/05 104 Apr 22/05
13 Apr 22/05 401 Apr 22/05
14 Apr 22/05 402 Apr 22/05
15 FO Apr 22/05 501 Apr 22/05
16 Apr 22/05 502 Apr 22/05
17 Apr 22/05 76-10-12 1 July 31/95
18 Apr 22/05 2 July 31/95
19 FO Apr 22/05
3 July 31/95
20 Apr 22/05
4 July 31/95
101 Nov 30/06
5 Apr 22/05
102 July 31/95
103 FO Apr 22/05 6 Apr 22/05
104 Apr 22/05 101 Apr 22/05
105 Apr 22/05 102 Apr 22/05
106 Apr 22/05
107 FO Apr 22/05
108 Apr 22/05
109 FO Apr 22/05
110 Apr 22/05
111 Aug 23/02
112 July 31/95
401 Apr 22/05
402 Apr 22/05
501 Apr 22/05
502 Apr 22/05
76-10-11 1 July 31/95
2 July 31/95
3 July 31/95
4 July 31/95
5 Nov 26/03
6 July 31/95
7 July 31/95
8 July 31/95
9 July 31/95
10 July 31/95
11 July 31/95
12 July 31/95
13 July 31/95
14 July 31/95
101 Apr 22/05
102 Apr 22/05
103 FO Apr 22/05
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CHAP/SEC/ INCORPO-
SUBJ RATED INTO
76-10-03
76-1 201 Feb 12/03 6
76-2 May 23/07 Jun 11/12 H
76-3 Oct 5/07 Jun 11/12 H
76-4 30 Jul 2015 31 Jul 2015 H

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1. Engine Controls
The engine is equipped with an automatic control system and is provided with a manual backup
system. A remotely located digital electronic engine control (DEEC) senses the demands of the
engine and inlet air pressure and temperature to maintain proper engine operation. This system
consists of the digital electronic engine control, a solenoid controller valve (solenoid controller),
and a modulating and shutoff (surge bleed) valve.
The digital electronic engine control performs governing, limiting and scheduling functions in re-
sponse to engine inputs and flight conditions.
The solenoid controller consists of two bleed-off type solenoid valves. The solenoid valves (sole-
noids A and B) control the operation of the surge bleed valve.
The surge bleed valve bleeds fourth stage low pressure compressor air to relieve pressure on
command from the DEEC. The valve is normally open and is positioned either fully-closed, one-
third open, or fully-open, depending on the position of the two solenoid valves on the solenoid
controller. The valve is positioned fully-open with the engine shutdown.
Refer to 72-00-00, Description and Operation for in depth description and operation of the digital
electronic engine control and surge bleed valve system.
forming maintenance on the engine.

Chapter/
Section/
3 Ignition unit, lockplate, and grommet securing ignition leads 74-00-01
5 Upper half of fan duct set 72-70-05
6 Oil-out elbow assembly connected to right side duct 79-20-07
7 Oil transfer tube connected to left side fairing 79-20-06
8 Right side duct, left side fairing oil-in and oil-out tubes, side and 79-20-09
bottom panels, upper and lower surface oil (air/oil) coolers
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performing maintenance on the engine.

Chapter/
Section/
1 Upper and lower surface oil (air/oil) coolers, side and bottom panels, 79-20-09
oil-in and oil-out tubes, right side duct and left side fairing
2 Oil transfer tube connected to left side fairing 79-20-06
3 Oil-out elbow assembly connected to right side duct 79-20-07
6 Lockplate and grommet securing ignition leads and ignition unit 74-00-01
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POWER CONTROL − DESCRIPTION AND OPERATION
1. General
The DEEC portion of the fuel control system is an digital electronic control that performs govern-
ing, limiting, and scheduling functions in response to pilot and engine inputs and flight conditions.
The DEEC requires an electrical input of 15 to 32 volts dc during all modes of engine operation.
The DEEC provides an appropriate output current to the torque motor of the hydromechanical fuel
control based on input signals from the engine power lever position, engine inlet total pressure and
temperature, high and low pressure rotor speeds, interstage turbine temperature and control bleed
valve area. The DEEC includes an output signal for a cockpit-mounted indicator to show manual
mode operations in the event of loss of input power, DEEC malfunction, or pilot deactivation of the
DEEC power by activation of the manual mode switch. The DEEC is mounted separately from the
engine on the airframe.
Overspeed protection circuits of the DEEC for both low and high pressure spools remain activated
in the manual mode provided the cockpit switch for DEEC activation is on (assuming N1 and N2
transducer inputs are available to the DEEC).
The DEEC automatically provides increased fuel scheduling during engine starts to assist starting.
If aircraft is equipped with, and commanded by, a fuel enrichment switch, the DEEC maintains
increased fuel scheduling beyond the turbine temperature limit of automatic fuel enrichment cutoff
to assist engine starting. Caution must be exercised not to exceed allowable temperature limits
when using this function.
Electrical interconnection of the DEEC with engine and aircraft electrically operated components is
provided by aircraft wiring.
Refer to 72-00-00, Description and Operation for additional information and in depth description
and operation of the DEEC.
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SURGE BLEED VALVE INSTALLATION

*Strap wrench (TG65-1 through TG65-7) Glenair Inc, 1211 Air Way, Glendale, CA
91201-2497
A. Removal and Installation of Solenoid Controller Valve Installation
(1) Remove and install solenoid controller valve installation. (See Figure 201.)
(a) Disconnect wiring harness connectors from solenoid valve connectors.
(b) Remove tube assemblies, reducer, unions, plug, and packings connected at
ports of solenoid controller.
(c) Remove bolts and washers securing solenoid controller. Remove solenoid
controller.
mended values.
(2) Install solenoid controller valve installation. (See Figure 201.)
(a) Install new packings (65, 75 and 85) on unions (70 and 80) and reducer (60) for
solenoid controller. Install unions and reducers.
(b) If removed, coat threads of screw (130) with anti-seize lubricant.
(c) Install screw with washer (125) and nut (120). Tighten nut to 40 inch-pounds
torque.
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Solenoid Controller Valve Installation

Figure 201
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1. A. (2) (d) Coat threads of bolt (90) for securing solenoid controller valve with anti-seize
lubricant.
(e) Position solenoid controller on engine and secure with bolt (90) and washer (95).
Tighten bolt to 30 inch-pounds torque.
(f) Install solenoid controller supply air tube (50), Port A tube (40), and Port B tube
(30).
(g) Connect wiring harness to solenoid valve. Tighten to 10 inch-pounds torque

using strap wrenches.
KEY TO FIGURE 201
30. CONTROLLER PORT B TUBE 80. UNION

ASSEMBLY 85. PACKING
40. CONTROLLER PORT A TUBE 90. BOLT
ASSEMBLY
95. WASHER
50. CONTROLLER SUPPLY AIR TUBE
ASSEMBLY 115. VALVE (SOLENOID CONTROLLER)
#60. REDUCER *120. NUT
65. PACKING *125. WASHER
70. UNION *130. SCREW
75. PACKING

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Solenoid Controller
Figure 202
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1. B. Disassembly and Assembly of Solenoid Controller Valve
(1) Disassemble solenoid controller valve. (See Figure 202.)
(a) Tag each solenoid valve assembly with location on body assembly to ensure
proper location at reassembly.
(b) Remove screws, retainer clips, and solenoid retainers securing solenoid valve
assemblies to body assembly.
(c) Remove solenoid valve assemblies. Remove packings from solenoid valve
assemblies.
(d) Remove plugs from body assembly. Remove packings from plugs.
KEY TO FIGURE 202
5. SCREW 35. PACKING

10. RETAINER CLIP 40. PACKING
15. SOLENOID RETAINER *45. IDENTIFICATION PLATE
20. SOLENOID VALVE ASSEMBLY 50. PACKING
25. SOLENOID VALVE ASSEMBLY 55. PLUG
30. PLUG 60. BODY ASSEMBLY

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mended values.
1. B. (2) Assemble solenoid controller valve. (See Figure 202.)
(a) Install new packings on each solenoid valve assembly.
(b) Install solenoid valve assemblies into body assembly in locations noted at disas-
sembly. Orient each solenoid valve assembly so key on electrical connector is in
line with and pointing toward small boss on body assembly at base of each
solenoid valve assembly.
(c) Install new packing on plug (55) and install into body assembly.
(d) Install new packings on plug (30) and install plug into body assembly.
(e) Install solenoid retainers, retainer clips, and screws to secure solenoid valve
assemblies. Tighten screws (5) to 12 to 15 inch-pounds torque using sequence
shown in Figure 203.
Solenoid Controller Screw Tightening Sequence

Figure 203
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Surge Bleed Valve and Air Line Manifold Installation

Figure 204
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1. C. Removal and Installation of Surge Bleed Valve
(1) Remove surge bleed valve. (See Figure 204.)
(a) Remove right side by-pass duct panel and panel fairing in accordance with
79-20-09.
(b) Remove right side bleed-air port cover, gasket, and outer flange, in accordance
with 75-10-05, then rotate low pressure bleed-air duct 90 degrees.
(c) Disconnect input A and input B tube assemblies at surge bleed valve.
(d) Remove bolts securing surge bleed valve. Remove surge bleed valve, then
remove unions and packings from surge bleed valve.
KEY TO FIGURE 204
5. BOLT 62. WASHER

15. CLAMP 65. WASHER
20. CLAMP 70. MANIFOLD
30. INPUT B TUBE ASSEMBLY 75. PACKING
35. BOLT #80. UNION
40. P3 SUPPLY TUBE ASSEMBLY 85. PACKING
45. GASKET 90. BOLT
50. INPUT A TUBE ASSEMBLY 95. PNEUMATIC MODULATING AND
55. BOLT SHUTOFF (SURGE BLEED) VALVE

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mended values.
1. C. (2) Install surge bleed valve. (See Figure 204.)
(a) Install new packings on unions for surge bleed valve and on surge bleed valve,
then install unions. Coat threads of bolts securing surge bleed valve with anti-
seize lubricant. Position surge bleed valve on engine and secure with bolts.
(b) Connect input A and input B tube assemblies at surge bleed valve.
(c) Rotate right side low pressure bleed-air duct 90 degrees, then install bleed-air
port outer flange, gasket, and cover in accordance with 75-10-05.
(d) Install right side by-pass duct panel fairing and panel in accordance with
79-20-09.
D. Removal and Installation of Air Line Manifold Installation
(1) Remove air line manifold installation. (See Figure 204.)
(a) Remove components in accordance with 76-00-00, Table 1, Component

Removal Sequence, Steps 1 through 8.
(b) Remove bolt and washer securing clamps on input B and P3 supply tube assem-
blies, then remove clamps.
(c) Remove bolts securing P3 supply tube assembly to engine. Remove P3 supply
tube assembly and mating gasket.
(d) Remove input A and input B tube assemblies.
(e) Remove bolts and washers securing manifold to engine. Remove manifold, then
remove packing from manifold.
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mended values.
1. D. (2) Install air line manifold installation. (See Figure 204.)
(a) Install new packing on manifold and position manifold on engine. Apply a light
coat of anti-seize lubricant to threads of bolts securing manifold and secure
manifold with bolts and washers. Tighten bolts (55 and 60) to 25 inch-pounds
torque.
NOTE: Ensure gasket material is completely removed from both the P3

supply line flange and plenum case boss flange prior to installa-
tion.
(b) Coat threads of bolts used to secure P3 supply air line to plenum case with
anti-seize compound.
NOTE: Raised ridge on surge control gasket can face either direction.
(c) Install new gasket on P3 supply air line.
(d) Install P3 supply air line and secure with bolts.
(e) In an alternating sequence, tighten bolts that secure surge bleed valve control
(P3) supply line to plenum case boss in 20 inch-pound increments, then to 40
inch-pounds final torque.
(f) Install input A and input B tube assemblies. Install clamps on input B and P3
supply tube assemblies and secure with bolt and washer. Tighten bolt (5) to 40
inch-pounds torque.
(g) Install components in accordance with 76-00-00, Table 2, Component Installation

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2. Inspection/Check
A. Inspection of Surge Bleed Valve Supply Line Flanges for Flatness
(1) Clean previous gasket material from flanges on surge bleed valve control (P3) supply
line.
(2) Lay a straight edge across (between) flanges on surge bleed valve control (P3) supply
line.
(3) Measure gap between straight edge and flanges. Gap 0.020 inch or less is accept-
able. If gap is more than 0.020 inch, replace surge bleed valve control (P3) supply line
or repair (flatten) flanges using standard shop practices.
B. Inspection of Surge Bleed Valve (See Figure 204)
(1) Inspect valve for corrosion, cracks, damage to fitting threads or damage to poppet or
poppet seat. Replace valve if any of the listed defects are evident.
(2) Check lockwired round nut securing cover or lockwired cover, as applicable, for loose-
ness. If looseness is observed refer to Approved Repairs.
NOTE: Leak check of the following steps ensures proper functioning of valve.
All checks may be performed with valve removed or with valve
installed on engine when access permits. When valve is installed on
engine, fittings on air line manifold may be used in lieu of Port A and
Port B on surge bleed valve. However, an air leak between the air line
manifold and the surge bleed valve will result in a false indication of a
defective surge bleed valve.
Table 201A is sample of check sheet that may be used to record re-
sults from the following procedures.
If requirement is not met, leakage is indicated past seal. Refer to

Approved Repairs.
(3) Perform functional check of valve. (See Figure 205.)
(a) If functional check is to be performed with valve installed on engine remove tube
assembly connected between Port A on solenoid controller and fitting on air line
manifold (Port A fitting) and tube assembly connected between Port B on sole-
noid controller and fitting on air line manifold (Port B fitting).
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Pneumatic Modulating and Shutoff Valve Schematic

Figure 205
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Table 201A. Surge Bleed Valve Functional Check
Serial No. Part No. Date

Step Port A Port B Required Poppet
Ref. Description Pressure Pressure Response Result
(b) Manually close Vented Closed Return to full open in
poppet (and 6 seconds (minimum) (Pass/fail)
release)
(c) Manually close Closed Vented Return to full open in
poppet (and 6 seconds (minimum) (Pass/fail)
release)
(e) Port B minimum No effect 14 psig Fully closed
pressure to close maximum (Port B
valve (applied) pressure)
(f) Piston ring 1.5 psig 15 ±1 psig Fully closed
leakage maximum (applied) (Port A gage
(gage) pressure)
(g) Piston ring 15 psig 84 ±1 psig Fully closed
leakage maximum (applied) (Port A gage
(gage) pressure)
(h) Midstroke 14 ±1 psig 14 ±1 psig Move one-third open
(applied) (applied) (approximately 1/4 (Poppet
inch) position)
(i) Full-closed Vented 14 ±1 psig Fully closed to fully
(applied open in less than 6 (Pass/fail)
then seconds
released)
(j) Midstroke 170 ±1 160 ±1 Move one-third open
psig psig (approximately 1/4 (Poppet
(applied) (applied) inch) position)
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2. B. (3) (b) Manually push poppet closed and close off Port B. Release poppet while main-
taining Port B closed. If poppet returns to fully open (approximately 3/4 inch from
seat) position in less than 6 seconds, indicates leakage past piston seal. Record
result.
(c) Place a piece of tape over orifice in center of poppet. Manually push poppet
closed and close off Port A. Release poppet while maintaining Port A closed. If
poppet returns to fully open (approximately 3/4 inch from seat) position in less
than 6 seconds, indicates leakage past seal. Record result. Remove tape.
(d) Connect source of clean, dry, compressed air, variable over the range of 0 to 100
psig, to Port B. Connect 0 to 35 psig pressure gage on Port A.
NOTE: Any evidence of sticking or bending in the following steps is not

acceptable.
(e) Slowly apply increasing air pressure from compressed air source and observe
poppet on surge bleed valve. Poppet shall fully close before pressure at Port B
fitting exceeds 14 psig. Record result.
(f) Set compressed air source pressure at Port B fitting to 15 ±1 psig and observe
pressure gage at Port A fitting. Port A pressure shall not exceed 1.5 psig.
Record result.
(g) Set compressed air source pressure at Port B fitting to 84 ±1 psig and observe
pressure gage at Port A fitting. Port A pressure shall not exceed 15 psig. Re-
cord result.
NOTE: When performing Steps (h), (i) and (j) after installation of a new
seal, ten pounds external force may be applied to poppet to
assist in opening or closing valve. This is in addition to the 14
±1 psig air pressure.
(h) Apply 14 ±1 psig air pressure to Port A and Port B. Poppet shall move to one-
third open (approximately 1/4 inch from seat). Record result.
(i) Apply 14 ±1 psig air pressure to Port B and vent Port A to ambient. Poppet
shall go fully closed. Rapidly release pressure and poppet shall go to full open
position in less than 6 seconds. Record result.
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Aug 23/02


Surge Bleed Valve

Figure 206
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2. B. (3) (j) Apply 170 ±1 psig air pressure to Port A and 160 ±1 psig air pressure to Port B.
Poppet shall move one-third open (approximately 1/4 inch from seat), and re-
main one-third open. Record result.
(k) Remove pressure gage and compressed air source and if removed, install tube
assemblies between manifold and solenoid controller valve.
(4) If surge bleed valve does not pass functional check and valve is disassembled for
repair, inspect valve parts. (See Figure 206.)
(a) [Pre SB TFE731-76-3072] Visually check nut (5) for stripped, galled, or crossed
threads or other damage.
(b) [Pre SB TFE731-76-3072] Visually check cover (10) for cracks and packing
groove for nicks or burrs. If cracks are evident or suspected, perform fluorescent
penetrant inspection in accordance with 70-00-00, Standard Practices. Cracks
are not acceptable.
(c) [Post SB TFE731-76-3072] Visually check cover (20) for cracks and stripped,
galled or crossed threads. If cracks are evident or suspected, perform fluores-
(d) Check spring for cracks. Cracks are not acceptable.
(e) Visually check piston for cracks or other damage and seal groove for nicks and
burrs.
KEY TO FIGURE 206
* 5. NUT 35. PISTON

*10. COVER 40. SEAL
*15. PACKING #50. RESTRICTOR
**20. COVER 60. POPPET
25. SPRING 65. BODY
30. NUT
*[PRE SB TFE731-76-3072]
**[POST SB TFE731-76-3072]
#REMOVED ONLY FOR REPAIR
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2. B. (4) (f) Inspect poppet for the following.
1 Perform fluorescent penetrant inspection of poppet stem in accordance with

2 Check for nicks or burrs on seating surface.
3 Check air passageway for obstructions. Remove obstructions.
4 Check poppet stem diameter. Diameter of stem shall not be less than
0.3748 inch. Warpage is not acceptable.
5 Check poppet orifice for missing or damaged restrictor.
6 Check for all around seating of poppet head into body. Uneven seating or
gaps not acceptable.
(g) Visually check body for nicks, burrs, cracks, and stripped, galled or crossed
threads. Check passageways for obstruction. Remove obstructions.
(h) Replace parts which do not meet inspection requirements.
C. Inspection Of Solenoid Controller Valve (See Figure 202)
(1) Inspect electrical connectors on solenoid valve assemblies for damaged pins.
(2) Inspect body assembly and solenoid valve assemblies for corrosion, cracks or damage.
(3) Inspect vent holes on bottom of body assembly for obstruction.
(4) Check resistance of each solenoid valve assembly (Pin A to Pin B). Resistance shall
be 35 to 45 ohms in each case.
(5) Replace solenoid controller or individual solenoid valve assemblies which do not meet
inspection requirements.
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204 70 Manifold X
206 5 Nut X X X
10, 20 Cover X X X
25 Spring
35 Piston X X X
60 Poppet X X
65 Body X X X
4. Approved Repairs

Torque Wrench Adapter Used to install and remove valve body. 289925-1
Ring Installing Guide Guides seal over piston. 293081-1
Piston Installing Guide Guides assembled piston and seal into valve 293082-1
body.
Torque Fixture Assembly Secures valve assembly in standard vise when 296975-1
removing or installing cover.
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*Lubricant (Santovac OS-124 or Santovac 5) Arch Technology Holding LLC, 8 Governor Dr, St
Charles, MO 63301
*Lubricant (Super-O-Lube) (Alternate for Parker-Hannifin Corp, O-Ring Div, P.O. Box
4. A. Repair of Surge Bleed Valve
(1) Replace defective packing (15) or cover (10 or 20), as applicable. (See Figure 206.)
(a) [Pre SB TFE731-76-3072] Remove and install cover (10) and packing (15).
1 Remove lockwire from nut.
CAUTION: USE CAUTION WHEN REMOVING COVER FROM

BODY AS SPRING UNDER COVER IS LOADED TO
APPROXIMATELY 32 POUNDS.
2 Remove nut securing cover using 289925-1 adapter and 296975-1 fixture.
NOTE: If cover is not unseated by spring pressure (due to binding

of packing) leave nut loosely installed and unseat cover by
applying approximately 30 psig air pressure to Port A on
body. Reduce pressure to zero and remove nut.
3 Remove cover then remove packing from cover ensuring complete removal
of packing material from cover and body.
4 Apply light coat of lubricant to new packing and install packing on cover.
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4. A. (1) (a) 5 Position spring on piston.
NOTE: When performing the following step, use care to ensure

compound is applied to body threads only and not to other
surfaces.
6 Apply light coat of anti-seize compound to threads of body only.
CAUTION: USE CAUTION WHEN INSTALLING COVER AS

SPRING WILL BE LOADED TO APPROXIMATELY 32
POUNDS WHEN COMPRESSED.
7 Install cover with packing and secure with nut using 289925-1 adapter and
296975-1 fixture. Tighten nut (5) to 150 to 250 inch-pounds torque and
lockwire.
(b) [Post SB TFE731-76-3072] Remove and install cover (20).
1 Remove lockwire from cover.
CAUTION: USE CAUTION WHEN REMOVING COVER FROM

BODY AS SPRING UNDER COVER IS LOADED TO
APPROXIMATELY 32 POUNDS.
2 Remove cover using 296975-1 fixture.
3 Position spring on piston.
CAUTION: USE CAUTION WHEN INSTALLING COVER AS

SPRING WILL BE LOADED TO APPROXIMATELY 32
POUNDS WHEN COMPRESSED.
NOTE: When performing the following step, use care to ensure

compound is applied to body threads only and not to other
surfaces.
4 Apply light coat of anti-seize lubricant to threads of body only.
5 Install cover using 296975-1 fixture. Tighten cover to 95 to 105 foot-

pounds torque and lockwire.
(c) Perform functional check procedures of Step 2.A.(3).

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4. A. (2) Replace seal if indicated by Inspection/Check. (See Figure 206.)
(a) Remove cover in accordance with Step (1)(b).
(b) Remove spring.
(c) Position 1/2 inch open end wrench on flats of poppet to hold poppet stationary
and remove nut.
(d) Supporting body by mounting lugs push stem of poppet through piston and out of
body; arbor press may be required.
NOTE: If piston is binding in body when performing the following step

apply approximately 30 psig air pressure to Port B on body to
loosen seal.
(e) Remove piston and seal from body. Remove seal from piston.
(f) Using 293081-1 guide over flat surface of piston, install seal on piston as shown
in Detail A, Figure 207.
CAUTION: WHEN INSTALLING ASSEMBLED PISTON AND SEAL IN

THE FOLLOWING STEP USE CARE NOT TO NICK OR
BURR SEAL.
(g) Using 293082-1 guide in body bore, install assembled piston and seal (Figure
206) in threaded end of body and press through body until flush against shoul-
der.
(h) Spray poppet stem with dry-film lubricant and install poppet in assembled body,
piston and seal, retaining piston and seal in proper position against shoulder of
body, arbor press may be required.
(i) Install nut on poppet. Replace nut if self-locking feature (indicated by run-down
torque) is not evident. Position one-half inch open end wrench on flats of poppet
to hold poppet stationary and tighten nut (30) to 100 to 140 inch-pounds torque.
(j) Bake assembled components in oven at 191°C (375°F) for one hour to set seal
and reduce friction.
(k) Stroke piston in body several times to insure piston or poppet are not binding.
(l) Install cover in accordance with Steps (2)(b) through (2)(c).
(m) Perform functional check procedures of Step 2.A.(3).

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Seal Installation
Figure 207
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[PRE SB TFE731-76-3065]
DIGITAL ELECTRONIC ENGINE CONTROL (DEEC) AND DEEC WIRING HARNESS
CAUTION: AN INTERNAL BELLOWS OF THE DIGITAL ELECTRONIC ENGINE

CONTROL MAY BE DAMAGED IF AIRCRAFT PNEUMATIC FITTING
(FOR INLET PRESSURE CONNECTION ON DIGITAL ELECTRONIC
ENGINE CONTROL FRONT FACE) IS THREADED TOO FAR INTO
PORT. FITTING DEPTH INTO PORT SHALL NOT EXCEED 0.538
INCH. ENSURE JAM NUT IS THREADED OUT FAR ENOUGH TO
PROPERLY POSITION O-RING TYPE PACKING FOR FITTING.
TIGHTEN JAM NUT TO 30 INCH-POUNDS TORQUE.
A. Removal and Installation of Digital Electronic Engine Control (DEEC) (See Figure 201)
(1) Refer to the Aircraft Maintenance Manual for the DEEC Removal/Installation instruc-
tions.
(2) If a new or replacement DEEC is installed, comply with the following.
(a) 72-00-00, Adjustment/Test, DEEC Adjustment Procedures, N1 Transducer Out-

put to DEEC load test, and DEEC Manual Mode Transfer Check.
(b) 72-00-00, Trouble Shooting, DEEC BITE Check.
NOTE: [5BR-2C] Electrical interconnection of DEEC and DEEC harness is pro-

vided by aircraft wiring through the Synchronizer and APR System. Refer
to Aircraft Maintenance Manual.
B. Removal and Installation of DEEC Wiring Harness
NOTE: DEEC wiring harness is supplied by Honeywell and is certified with

specific aircraft. Refer to the Aircraft Maintenance Manual for mainte-
nance instructions and the Aircraft Illustrated Parts Catalog for part
number.
Refer to the Aircraft Maintenance Manual for DEEC wiring harness Removal/Installation
procedures.
C. Removal of DEEC Air Filter (See Figure 201)
Remove screws, washers, air filter, and gasket.
D. Installation of DEEC Air Filter (See Figure 201)
Install gasket and air filter. Secure with screws and washers.
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5. SCREW 20. GASKET

10. WASHER 25. DIGITAL ELECTRONIC ENGINE
15. AIR FILTER CONTROL
Digital Electronic Engine Control

(Separately Mounted)
Figure 201
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2. Inspection/Check
A. Inspection of DEEC Wiring Harness
Refer to the Aircraft Maintenance Manual for DEEC wiring harness inspection procedures.
B. Inspection of Digital Electronic Engine Control (DEEC)
(1) Inspect external connectors and fittings for bent or burned pins or damaged threads.
(2) Replace DEEC if external connectors or fittings have bent or burned pins or damaged
threads.
NOTE: If a situation occurs such that the air filter is known to have been exposed
to direct moisture or high ambient moisture conditions, bake dry the air filter
in accordance with Cleaning/Painting or replace the air filter in accordance
with Removal/Installation.
C. Inspection of DEEC Air Filter
Inspect air filter for any visual damage or clogging. Bake dry or replace air filter if any dam-
age or clogging is evident.
(1) Clean DEEC in accordance with 72-00-00, Cleaning/Painting, Cleaning Method No. 11.
(2) Bake dry DEEC air filter by heating in oven at 147°C (300°F) for no less than 2 hours.
4. Approved Repairs

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[POST SB TFE731-76-3065]
N1 DIGITAL ELECTRONIC ENGINE CONTROL (N1 DEEC) AND N1 DEEC WIRING HARNESS
WARNING: ALL N1 DEECS INSTALLED ON AN AIRCRAFT MUST HAVE THE

SAME VERSION OF N1 DEEC SOFTWARE (SAME N1 DEEC PART
NUMBER, INCLUDING DASH NUMBER). DO NOT OPERATE AIR-
CRAFT WITH N1 DEECS THAT HAVE DIFFERENT N1 DEEC PART
NUMBERS, INCLUDING DASH NUMBERS.
A. Removal and Installation of N1 Digital Electronic Engine Control (N1 DEEC) (See Figures
201 and 202)
NOTE: The removal and installation instructions for the N1 DEEC and N1
DEEC wiring harness assembly are contained in the Aircraft Mainte-
nance Manual.
(1) Disconnect and remove the N1 DEEC in accordance with Aircraft Maintenance Manual
and the following.
(a) Download the N1 DEEC data in accordance with Paragraph 5, Adjustment/Test.
(b) Disconnect the Pt2 pneumatic tube from N1 DEEC Pt2 port.
(c) Plug the Ps0 port.
(d) Disconnect N1 DEEC wiring harness connector from N1 DEEC J1 connector.
(e) If applicable, disconnect J2 extension cable from J2 connector.
(2) Install the N1 DEEC and N1 DEEC wiring harness in accordance with the Aircraft
Maintenance Manual and the following:
(a) If the N1 DEEC is being replaced, fill out the N1 DEEC Installation Data Work-
sheet, Table 201, in accordance with Paragraph B.
CAUTION: AN INTERNAL BELLOWS OF THE DEEC MAY BE DAM-

AGED IF AIRCRAFT PNEUMATIC FITTING IS THREADED
TOO FAR INTO Ps0 PORT.
(b) Connect the Pt2 pneumatic tube to the N1 DEEC Pt2 port.
1 Fitting depth shall not exceed 0.538 inch.
2 Thread jam nut out far enough to properly position o-ring packing for fitting.
Tight jam nut to 30 inch-pounds torque.
(c) Unplug the Ps0 port.

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1. A. (2) (d) Connect N1 DEEC wiring harness connector to the N1 DEEC J1 connector.
(e) If applicable, connect J2 extension cable to J2 connector.
(3) After installation of a new or replacement N1 DEEC on aircraft in accordance with

Aircraft Maintenance Manual, comply with Paragraph 5, Adjustment/Test.
5. N1 DEEC
Typical N1 Digital Electronic Engine Control (N1 DEEC)

(Remotely Mounted)
Figure 201
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N1 DEEC Front Panel

Figure 202
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1. B. N1 DEEC Data Installation Worksheet
Fill out accordingly using previous control settings, N1 DEEC and engine nameplates, and
logbook.
Table 201. N1 DEEC Installation Data Worksheet (Typical)

Date:______________
Facility:_____________________
Technician/Operator:_____________________
Aircraft Tail #:___________________________
Aircraft Flight Hours:_______________
Comments: Reason/Download:_________________________________________________________
Engine Statistics:
DATA EXAMPLES
Engine Serial No. 99999C = Conversion Engine
(Enter C designation if
converted engine)
Engine Part No. 3075330-3
Engine Model No. TFE731-5BR-1C
N1 DEEC Part No.* 2119010-9000-01-00
(2119010 = base number, -9000 = dash number,
-01 = series number and -00 = mod record)
N1 DEEC Serial No.* 090-AG0001
*These numbers are provided for display only.
Data Tag Info Engine #1 Engine #2 Engine #3

Engine Model
Engine P/N
Engine S/N
N1 DEEC P/N
N1 DEEC S/N
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2. Inspection/Check
A. Inspection of N1 DEEC Wiring Harness
Inspection instructions for the N1 DEEC wiring harness are contained in the Aircraft Mainte-
nance Manual.
B. Inspection of N1 DEEC
(1) Inspect external connectors and fittings for bent or burned pins or damaged threads.
(2) Replace N1 DEEC if external connectors or fittings have bent or burned pins or dam-
aged threads.
Cleaning instructions for the N1 DEEC and N1 DEEC wiring harness are contained in the
4. Approved Repairs
A. Repair of N1 DEEC Wiring Harness
Repair instructions for the N1 DEEC and N1 DEEC wiring harness are contained in the Air-
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5. Adjustment/Test

J2 Extension Cable Used to extend the J2 connector on the N1 4243811-All
(Optional) DEEC to a point which is more convenient for
communications with the PC.
ECTM Plus Kit Used to perform N1 Idle and Takeoff N1 DEEC 831702-19
Adjustments (PC interface).
Personal Computer Used for ECTM Plus Kits. Customer
furnished
A. Installation of ECTM Software
(1) Close all other programs.
(2) Install the “ECTM” Installation Disk 1 in your A: or auxiliary drive.
(3) Click on the MS Windows start button, located in the lower left hand corner of the MS
Windows desktop and select “Run” from the start menu.
(4) Type in the file location “A:\setup.exe” in the Run Dialog Box and click on “OK”.
(5) Click on “Continue” from the welcome screen.
(6) The next screen will set up the directory name (ECTM = Default) for the ECTM data
download files and application software. Once you have determined the appropriate
drive destination of the application software (typically “C:” drive), click “Next”.
(7) When prompted, remove the ECTM Installation Disk 1 and insert Installation Disk 2,
then click “OK” to continue the installation.
(8) Installation is automatic. When completed, a program listing will appear on the MS
Windows programs menu under “ECTM”.
(9) Installation of the application software is now complete and you are ready to begin
viewing TFE731 engine data.
(10) Click on finish.
(11) Go to the MS Windows desktop “Start” button, select “Programs”, the “ECTM” program
group, then the “ECTM Version 5.X” program.
(12) This will open the ECTM application.

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Reason: To change reference from JET CARE DATA MANAGEMENT FACILITY to CAMP Systems
International data management facility, change reference from JET CARE to CAMP Systems
International, and change reference from JET-CARE to CAMP.
The NOTE after Paragraph 5.B. is changed as follows:
NOTE: Downloading the N1 DEEC using ECTMPlus software will erase all the N1 DEEC
STORED faults.
Engine condition trend monitoring is accomplished using the N1 DEEC, GSE
cabling, a customer furnished personal computer, and ECTMPlus software. For
additional features, contact the CAMP Systems International data management
facility.
The N1 DEEC automatically collects engine operational data and stores the
information in the N1 DEEC memory. Downloading of the N1 DEEC allows
customer access to raw data for typical maintenance action. Further data analysis
may be provided by CAMP Systems International.
Basic features include:
Recording control system faults.
N1, N2 rolldown times.
Exceedance peaks and duration.
Engine operating and flight hours.
Starts, landings, touch and go's, and landings without shutdowns for life cycle
calculations.
Event recording for significant events.
Transfers to Manual Mode.
Uncommanded engine shutdowns.
Type 2 exceedances.
Pilot events recorded when the pilot presses the SPR/Fuel Enrich
switch.
For more events, refer to the Help File within the ECTMPlus (Version 5.0 or
subsequent revisions) software.
Advanced features include:
CAMP performance trending.
Engine operational profile.
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5. B. Downloading ECTM Data and Entering N1 DEEC/Engine Statistics
NOTE: Downloading the N1 DEEC using ECTM Plus software will erase all the
N1 DEEC STORED faults.
Engine condition trend monitoring is accomplished using the N1

DEEC, GSE cabling, a customer furnished personal computer, and
ECTM Plus software. For additional features, contact the JET CARE
DATA MANAGEMENT FACILITY.
The N1 DEEC automatically collects engine operational data and

stores the information in the N1 DEEC memory. Downloading of the
N1 DEEC allows customer access to raw data for typical maintenance
action. Further data analysis may be provided by JET CARE.
Basic features include:
Recording control system faults.
N1, N2 rolldown times.
Exceedance peaks and duration.
Engine operating and flight hours.
Starts, landings, touch and go’s, and landings without shutdowns

for life cycle calculations.
Event recording for significant events.
Transfers to Manual Mode.
Uncommanded engine shutdowns.
Type 2 exceedances.
Pilot events recorded when the pilot presses the SPR/Fuel Enrich
switch.
For more events, refer to the Help File within the ECTM Plus
(Version 5.0 or subsequent revisions) software.
Advanced features include:
JET-CARE performance trending.
Engine operational profile.

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5. B. (1) Downloading the N1 DEEC data with ECTM software.
(a) At first N1 DEEC installation and PRIOR to removal, swapping or reworking of

the N1 DEEC, the N1 DEEC must be downloaded to assure data integrity.
NOTE: ECTM software in the PC automatically correlates data files back

to the engine serial number and historically sequences them.
ECTM software will store the data files in an engine directory that
is named per the serial number of the engine it was just removed
from (in the case of an initial installation) or the engine it is cur-
rently located on. The data file itself is named per the N1 DEEC
serial number.
For example:
Engine SN: 91999
N1 DEEC SN: 090-AG0001
Download Count = 3
Upon ECTM data download, the following will be stored:
Within the C:drive:
Directory created: 91999.edr
Data file created: 090-AG0001.003
NOTE: This following procedure is required only when the data down-
loader is first installed on the computer or the communication port
settings have been changed.
(b) Verify the PC communication port is set up properly using the following proce-
dure.
1 Start the ECTM software by clicking the MS Windows “Start” button, then
select “Programs”, the “ECTM” program group, then the “ECTM Version
5.X” program.
2 Select “CONFIGURE” on the menu bar.

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5. B. (1) (b) 3 Select “HARDWARE” from the pulldown menu and validate the following
typical settings.
NOTE: The following settings are typical. These settings may

vary based on the PC being used. Adjust as appropriate.
All programs requiring port communication such as net-

working or fax modem programs must not share the same
COM port as the ECTM Plus program. Sharing the COM
port will result in communication errors with the N1 DEEC.
COM PORT COM1

Backup Media Drive Letter A:
4 Select the “OK” when entry is complete.
(c) Perform the ECTM data download with the following procedure.
1 Connect the applicable COM port of the PC to the J2 connector on the N1

DEEC using the download/converter cable provided in the ECTM Plus kit.
2 With the PC and appropriate cables installed and the ECTM data download-
er software installed, turn the N1 DEEC power ON then OFF then ON.
3 Record the following information from the engine and N1 DEEC nameplates
prior to download, per Paragraph 1.B., N1 DEEC Installation Data Work-
sheet.
DATA EXAMPLES
converted engine)
N1 DEEC Part No.* 2119010-9000-01-00
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NOTE: The default password when ECTM is first installed is
“DOWNLOAD.” To change the password, go to the main
menu, select “Configure” then “Password” and follow the
screen prompts.
5. B. (1) (c) 4 When the main menu is displayed select the “DOWNLOAD AND CLEAR N1
DEEC DATA” button.
5 Enter the current password and click “OK.”
6 Enter the aircraft tail number, press “Tab,” then enter engine flight hours to
date.
NOTE: The time and date can be changed by double clicking the
time in the lower right hand corner of the MS Windows
desktop or via the “Date/Time” functions within the MS
Windows control panel.
7 If the date and time are correct, select the “Yes” button from the “Is This The
Correct Date And Time” section.
If the date and time are NOT CORRECT, exit the program and update the
PC date and time via the control panel. Re-enter the program at Step (c)1.
NOTE: In the ECTM Plus software Version 5.0, there is an

option called “Enter Engine Build Data.” This button
is for life cycle data growth opportunities and should
be ignored and not checked.
8 If previous step is complete, and the date and time is correct, install a disk
in the A:drive (or appropriate drive based on hardware configuration set-up)
and select the “START” button to begin the download. This step will save
data currently stored in the N1 DEEC and clear the N1 DEEC for the instal-
lation of new engine statistics.
9 When the “Download Comments” screen appears, type in comments.

Examples of typical comment information is as follows.
a Mechanic/operator name.
b Aircraft tail number.
c Aircraft flight hours.
d Comments on observations/maintenance actions.
e Reason for download.
f Click on the correct engine position (Left, Right, Center, Other/Test

Cell) for the N1 DEEC being downloaded.
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5. B. (1) (c) 10 Click “CONTINUE” when comments are completed.
NOTE: When first downloading a newly installed N1 DEEC, ECTM

will save the data in c:\731ECTM\.EDR folder. All subse-
quent downloads will be saved in a folder according to the
engine serial number.
11 ECTM will display an acknowledgement indicating the data has been suc-
cessfully saved. Click “OK” and continue with Step (2).
(2) Enter engine statistics into N1 DEEC.
(a) An “ENGINE STATISTICS” screen will be displayed. Enter/verify the data into
the following fields.
NOTE: Ignore the fields marked N/A. No information is required in these

areas.
DATA EXAMPLES
converted engine)
N1 DEEC Part No.* 2119010-9000-01-00
(b) Select “STORE” and the new statistics data will be stored. If no data has
changed, a message that “no data has changed” will be displayed.
(c) Select the “EXIT” button at this time and the down loader will return to the main
menu display.
(d) Proceed to Paragraph 5.C. for N1 DEEC static adjustment.

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5. C. N1 DEEC Static Adjustment
NOTE: When the N1 DEEC is first installed, the engine configuration ID, SG
setting, and N1 compensator value must be entered for proper opera-
tion.
A value of “1” must be entered to indicate no compensation on en-

gines that do not have an N1 compensator.
(1) Set up N1 DEEC for static adjustment.
(a) Connect N1 DEEC in accordance with Paragraph 1.
NOTE: Ensure proper installation of ECTM software in accordance with

Paragraph 5.A.
(b) Apply power to the N1 DEEC.
(c) Start the ECTM software by clicking the MS Windows “Start” button, then select
“Programs”, the “ECTM” program group, then the “ECTM Version 5.X” program.
(d) When the main menu is displayed, select the “DEEC HHT COMMUNICATION”
button.
(e) At the prompt (>), type “ENG” and press “Enter.”
(f) The N1 DEEC will return with “SETUP DEEC (Y/N?).”
1 Typing “Y” will allow N1 DEEC adjustment and press “Enter.”
2 Typing “N” will return user to the prompt.
(g) After a “Y” is entered, the N1 DEEC will respond with:
ENG_ID:
X (where “X” is the current setting)
(h) Enter the appropriate engine ID value using Table 203 or Table 204 (as applica-
ble).
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TEMPORARY REVISION 76-3

Reason: To add reference to aircraft Model H850XP.
Added symbol in Resulting PC Display column in Table 203 and added explanation of symbol as
follows:
Table 203. N1 DEEC, Part No. 2119010-8000

Engine Model to Engine ID Value
Engine Model Nozzle Engine ID Value Resulting PC Display
TFE731-5BR-1H *TR5000BR 5 #TFE731-5BR-1H H800XP
TR5000BR
*TR5000XX is a Dee Howard thrust reverser.
#Although Resulting PC Display only references Aircraft Model H800XP, Engine ID Value 5 is the
correct value for use on Aircraft Model H850XP.

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See TR

TFE731-5BR-1H *TR5000BR 5 TFE731-5BR-1H H800XP
TR5000BR
*TR5000XX is a Dee Howard thrust reverser.

TFE731-5BR-1C Standard 1 TFE731-5BR-1C F900 STD
Side Engine
TFE731-5BR-1C TR 2 TFE731-5BR-1C F900 TR
Center Engine
TFE731-5BR-2C TR 3 TFE731-5BR-2C F20 TR
TFE731-5BR-2C Standard 4 TFE731-5BR-2C F20 STD
5. C. (1) (i) Press “Enter” and the N1 DEEC will display the string corresponding to the
Engine ID Value selected. Confirm that the string displayed corresponds to the
“Resulting PC Display” column in Table 203 or Table 204 (as applicable) for the
Engine ID Value selected.
(j) Press “Enter” and the N1 DEEC will respond as follows.
N1_COMP_ADJ:
(k) Enter the N1 compensator value an press “Enter”.
(l) Press “Enter” again and the N1 DEEC will respond as follows.
SG:
(m) Enter “5.0” for the SG setting and press “Enter.”
(n) Press “Enter” again and the N1 DEEC will respond with:
MMSW:(AM=0, MM=1)
(o) Press “Enter” to end the adjustment process and return user to the prompt.
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5. C. (1) (p) Cycle power to the N1 DEEC.
(q) Verify the the adjustments entered are correct (see below) by re-typing “ENG”
and pressing “Enter.” The following displays/action required will be displayed.

number and press “Enter”
SG: X Confirm and press “Enter”
MMSW: (AM=0, MM=1) Confirm 0 and press “Enter”
(r) If proper values are not observed, return to Step 5.C.(1)(e).
NOTE: If this was the first ECTM download of a new N1 DEEC, there will
be a configuration error, Fault 219. In order to clear this stored
fault, the DEEC will have to be downloaded one more time.
(s) Exit the DEEC HHT Communication Screen by selecting the “Return to Main
Menu” button.
(t) If this was the first ECTM download of an N1 DEEC just installed, perform a
second download by accomplishing Steps 5.B.(1)(c)1 through 11. Proceed to
Paragraph 5.D.
D. Check for N1 DEEC BIT Faults
NOTE: The N1 DEEC records faults in “CURRENT” and “STORED” memory

locations.
“CURRENT” faults indicate engine/control system anomalies which

have occurred since last DEEC power cycle. Cycling DEEC power
after a fault has occurred may remove a current fault from the “CUR-
RENT” fault memory location.
“STORED” faults are a history of “CURRENT” faults which have oc-

curred. Cycling DEEC power will not erase stored faults. The most
recent 50 faults are retained for display and ECTM download.
Downloading ECTM will erase “STORED” faults.
(1) Display “CURRENT” faults.
(b) Start the ECTM program and select “DEEC HHT Communication”.
(c) Type “ERR” and press enter to display CURRENT faults. Press “Enter” to dis-
play each fault until prompted.
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NOTE: If no codes are displayed, a “No Record” is displayed. Exit at any
time using “Esc” key.
5. D. (1) (d) The faults are listed in the following format.
ERRXXX where: XXX is the fault code. (Refer to Table 205.)
(e) Correct any engine control system fault using the appropriate trouble shooting
procedures listed in 72-00-00, Trouble Shooting.
(2) Displaying “STORED” faults.
(a) Type “FLT” and press “Enter” to display the “STORED” faults.
(b) The faults are listed in the following format.
FLTXXX,Y,HHH:MM:SS.T where:
XXX = fault code. (Refer to Table 205.)
Y = fault severity.
· 1 = Auto Mode normal operation (log only, no action required).

· 2 = Auto Mode Dispatch capable, only fault code 237 (ETCM
Memory Full or Event) will result in a slow (every 2 seconds)
flash of the manual mode light after engine shutdown. All other
level 2 severity faults will be recorded in ECTM, but will not result
in any flashing of the manual mode light (take correction action
at earliest convenience).
· 3 = Auto Mode Not Dispatch capable, fast (once per second) flash of
the manual mode light after engine shutdown (download ECTM
to determine cause of fault. Take corrective action prior to next
flight).
· 4 = Manual Mode transfer, manual mode light on (download ECTM
to determine cause of fault. Take corrective action prior to next
flight).
· 5 = Pilot selected manual mode, Manual Mode light on (via cockpit
switch).
· HHH:MM:SS.T = Time stamp that shows the hours that the N1 DEEC
has been powered since new (hours:minutes:
seconds:tenths).
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5. D. (2) (c) The N1 DEEC categorizes the severity of N1, N2, and ITT limitations (72-00-00,
Adjustment/Test) and assigns the following types:
Type 1 exceedance requires download of ECTM data and logging of exceedance

type, peak and duration in the Engine Log Book.
Type 2 exceedance requires appropriate Engine Light Maintenance Manual or

Heavy Maintenance Manual maintenance actions, a download of ECTM data
and logging of exceedance type, peak and duration in the Engine Log Book.
NOTE: Fault codes displayed in the previous step have occurred since last erasure
of N1 DEEC faults but do not necessarily exist at this time. These faults
may have been the result of intermittent problems that are not duplicated
during ground runs and are a useful aid in trouble shooting to prevent
re-occurrence.
Some codes are not used for all applications. For fault severity explana-
tion, refer to Step D.(2)(b).
Table 205. N1 DEEC Fault Code Corrective Action
Problem LRU
Fault Fault and/or Associated
Code Fault Description Severity Harness Corrective Action
2 N1 OPEN OR 4 N1 Monopole Perform appropriate procedures specified
SHORT TO and Associated in 72-00-00, Trouble Shooting, Check In-
GROUND Harnesses structions, Paragraph 6.B.
4 N1 SIGNAL 4 DEEC Refer to Fault Code 2 for Corrective Action.
CONDITIONER Inspect DEEC harness for damage. If no
damage is evident, replace DEEC in accor-
dance with Paragraph 1.
5 N1 NOT 4 N1 Monopole Refer to Fault Code 4 for Corrective Action.
REASONABLE and Associated
Harnesses
6 N1 MAX LIMIT 4 N1 Monopole Refer to Fault Code 4 for Corrective Action.
and Associated
Harnesses
8 N1 OUTPUT LOW 4 N1 Monopole Refer to Fault Code 2 for Corrective Action.
and Associated
Harnesses
9 UNCOMMANDED 4 Various ECTM Download Required. Contact
ACCELERATION Honeywell Representative for Trouble
Shooting.
12 N2 OPEN OR 4 N2 Monopole Perform appropriate procedures specified
SHORT TO and Associated in 72-00-00, Trouble Shooting, Check In-
GROUND Harnesses structions, Paragraph 6.C.
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Table 205. N1 DEEC Fault Code Corrective Action (Cont)

Problem LRU
14 N2 SIGNAL 4 DEEC Refer to Fault Code 12 for Corrective Ac-

CONDITIONER tion. Inspect DEEC harness for damage. If
no damage is evident, replace DEEC in ac-
cordance with Paragraph 1.
15 N2 NOT 4 N2 Monopole Refer to Fault Code 14 for Corrective Ac-
REASONABLE and Associated tion.
Harnesses
16 N2 MAX LIMIT 4 N2 Monopole Refer to Fault Code 14 for Corrective Ac-
and Associated tion.
Harnesses
23 ITT MAX LIMIT 2 ITT Harness Perform appropriate procedures specified
and Associated in 72-00-00, Trouble Shooting, Check In-
Harnesses structions, Paragraph 6.L.
24 ITT MIN LIMIT 2 ITT Harness Refer to Fault Code 23 for Corrective Ac-
Harnesses
25 ITT RATE LIMIT 2 ITT Harness Refer to Fault Code 23 for Corrective Ac-
Harnesses
26 ITT SENSOR OPEN 2 ITT Harness Refer to Fault Code 23 for Corrective Ac-
Harnesses
30 DEEC PSO MAX 2 DEEC Disconnect pneumatic line from DEEC in
LIMIT accordance with Section 76-10-03. Clear
DEEC faults by typing FER, then type ERR
to verify that fault does not exist. If fault still
exists, replace DEEC in accordance with
Paragraph 1.
31 DEEC PSO MIN 2 DEEC Refer to Fault Code 30 for Corrective Ac-
LIMIT tion.
32 DEEC PSO RATE 2 DEEC Refer to Fault Code 30 for Corrective Ac-
LIMIT tion.
34 TT2 MAX LIMIT 4 DEEC Perform appropriate procedures specified
in 72-00-00, Trouble Shooting, Check In-
structions, Paragraph 6.D.
35 TT2 MIN LIMIT 4 PT2 Sensor Refer to Fault Code 34 for Corrective Ac-
Harnesses
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Problem LRU
36 TT2 RATE LIMIT 4 PT2 Sensor Refer to Fault Code 34 for Corrective Ac-
Harnesses
37 TT2 SENSOR OPEN 4 PT2 Sensor Refer to Fault Code 34 for Corrective Ac-
Harnesses
38 TT2 SENSOR 4 PT2 Sensor Refer to Fault Code 34 for Corrective Ac-
SHORT and Associated tion.
Harnesses
41 DEEC PT2 MAX 4 DEEC Disconnect pneumatic line from DEEC in
LIMIT accordance with 76-10-02. Clear DEEC
faults by typing FER, then type ERR to
verify that fault does not exist. If fault still
exists, replace DEEC in accordance with
Paragraph 1.
42 DEEC PT2 MIN 4 DEEC Refer to Fault Code 41 for Corrective Ac-
LIMIT tion.
43 DEEC PT2 RATE 4 DEEC Refer to Fault Code 41 for Corrective Ac-
LIMIT tion.
61 FCU TM OPEN 4 FCU and Perform appropriate procedures specified
Associated in 72-00-00, Trouble Shooting, Check In-
Harnesses structions, Paragraph 6.F or 6.G.
62 FCU TM SHORT TO 4 FCU and Refer to Fault Code 61 for Corrective Ac-
GROUND Associated tion.
Harnesses
64 FCU TM COIL 1 4 FCU and Refer to Fault Code 61 for Corrective Ac-
SHORT Associated tion.
Harnesses
OPEN Associated tion.
Harnesses
SHORT Associated tion.
Harnesses
OPEN Associated tion.
Harnesses
70 FCU OVERSPEED 3 FCU and Perform appropriate procedures specified
SOLENOID OPEN Associated in 72-00-00, Trouble Shooting, Check In-
Harnesses structions, Paragraph 6.J.
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Problem LRU
71 FCU OVERSPEED 3 FCU and Refer to Fault Code 70 for Corrective Ac-
SOLENOID SHORT Associated tion.
Harnesses
75 FCU TM SHORT 4 FCU and Refer to Fault Code 61 for Corrective Ac-
Associated tion.
Harnesses
78 DEEC OVERSPEED 3 DEEC Refer to Fault Code 70 for Corrective Ac-
SOLENOID DRIVER tion.
FAILED
80 SBV A SOLENOID 4 SBV A Perform appropriate procedures specified
OPEN Solenoid and in 72-00-00, Trouble Shooting, Check In-
Associated structions, Paragraph 6.H or 6.I.
Harnesses
81 SBV A SOLENOID 4 SBV A Refer to Fault Code 80 for Corrective Ac-
SHORT Solenoid and tion.
Associated
Harnesses
85 SBV B SOLENOID 4 SBV B Refer to Fault Code 80 for Corrective Ac-
OPEN Solenoid and tion.
Associated
Harnesses
86 SBV B SOLENOID 4 SBV B Refer to Fault Code 80 for Corrective Ac-
SHORT Solenoid and tion.
Associated
Harnesses
89 BVA SOLENOID 4 DEEC Refer to Fault Code 80 for Corrective Ac-
DRIVER FAILED tIon.
90 FCU MM 4 FCU and Perform appropriate procedures specified
SOLENOID OPEN Associated in 72-00-00, Trouble Shooting, Check In-
Harnesses structions, Paragraph 6.K.
91 FCU MM 4 FCU and Refer to Fault Code 90 for Corrective Ac-
SOLENOID SHORT Associated tion.
Harnesses
92 DEEC MM 4 DEEC Refer to Fault Code 90 for Corrective Ac-
OPEN
93 DEEC MM 3 DEEC Refer to Fault Code 90 for Corrective Ac-
SHORT
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See TR

Problem LRU
94 FCU BVB 4 DEEC Refer to Fault Code 80 for Corrective Ac-

FAILED
102 CLIMB INDICATOR 2 DEEC Perform appropriate procedures specified
DRIVER OPEN OR in accordance with Aircraft Maintenance
SHORTED Manual.
105 DEEC COLD 4 DEEC Perform ECTM data download per Para-
JUNCTION graph 5.B., then replace DEEC in accor-
COMPENSATOR dance with Paragraph 1.
EXCEEDS MAX
106 DEEC COLD 4 DEEC Perform ECTM data download per Para-
JUNCTION graph 5.B., then replace DEEC in accor-
COMPENSATOR dance with Paragraph 1.
BELOW MIN LIMIT
153 DEEC POSITIVE 10 4 DEEC Perform ECTM data download per Para-
VOLTS FAIL graph 5.B., then replace DEEC in accor-
155 DEEC EEPROM 4 DEEC Perform ECTM data download per Para-
WRITE FAIL graph 5.B., then replace DEEC in accor-
156 DEEC TRIM 4 DEEC Perform ECTM data download per Para-
VARIABLES graph 5.B., then replace DEEC in accor-
DEFAULTED dance with Paragraph 1.
157 DEEC GROUND ER- 4 DEEC Perform ECTM data download per Para-
ROR graph 5.B., then replace DEEC in accor-
158 DEEC ± 15 VOLT- 4 DEEC Perform ECTM data download per Para-
AGE FAIL graph 5.B., then replace DEEC in accor-
183 DEEC WATCH DOG 4 DEEC Perform ECTM data download per Para-
FREQUENCY graph 5.B., then replace DEEC in accor-
ERROR dance with Paragraph 1.
184 DEEC (COP) 4 DEEC Perform ECTM data download per Para-
TIMEOUT graph 5.B., then replace DEEC in accor-
185 COP TEST FAILED 4 DEEC Perform ECTM data download per Para-
graph 5.B., then replace DEEC in accor-
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TFE731-5BR (REPORT NO. 72-02-96)

TO: HOLDERS OF TURBOFAN AIRCRAFT ENGINE LIGHT MAINTENANCE MANUAL REPORT
NO. 72-02-96, REVISION 11, DATED MAY 11, 2007. INSERT FACING PAGE 220, 76-10-03.
THIS TR IS ALSO APPLICABLE TO THE CD-ROM TFE731-5L AND THE CD-ROM
TFE731-5H.
Reason: To revise Table 205 N1 DEEC Fault Code 105 corrective action.
Use the following revised N1 DEEC Fault Code 105 corrective action in lieu of the existing N1 DEEC
Fault Code 105 corrective action.
105 DEEC COLD 4 DEEC An aircraft bleed leak in proximity to the
JUNCTION DEEC that results in heating of the DEEC
COMPENSATOR can contribute to this fault. Troubleshoot
EXCEEDS MAX aircraft bleed system before replacing the
DEEC. If no evidence of aircraft bleed
leak, perform ECTM data download per
Paragraph 5.B. Replace DEEC in accor-

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Problem LRU
188 DEEC ROM CHECK- 4 DEEC Perform ECTM data download per Para-
SUM graph 5.B., then replace DEEC in accor-
189 SERIAL EEPROM 4 DEEC Perform ECTM data download per Para-
CHECKSUM graph 5.B., then replace DEEC in accor-
190 DEEC BUFFER1 BIT 4 DEEC Perform ECTM data download per Para-
FAILED graph 5.B., then replace DEEC in accor-
210 FCU PLA FAULT 4 PLA POT and Perform appropriate procedures specified
thru Associated in 72-00-00, Trouble Shooting, Check In-
214 Harnesses structions, Paragraph 5 or 6.
218 DEEC OVERSPEED 4 DEEC Perform ECTM data download per Para-
LOGIC FAILED graph 5.B., then replace DEEC in accor-
219 ENGINE HARNESS 4 DEEC, Setup or Aircraft jumper pin(s) P1-u, v, w, x or CC
ID MISMATCH Harness faulted. Repair faulted jumper pin(s) in
accordance with applicable aircraft
manufacturers’ instructions. Verify DEEC
setup per Paragraph 5.C.
221 DEEC PT2 4 DEEC Perform ECTM data download per Para-
TRANSDUCER graph 5.B., then replace DEEC in accor-
FAULT dance with Paragraph 1.
222 DEEC PT2 4 DEEC Perform ECTM data download per Para-
TRANSDUCER graph 5.B., then replace DEEC in accor-
FAULT dance with Paragraph 1.
233 **ENGINE TYPE 2 N1 3 ENG Type 2 N1 Exceedance has occurred. Re-
EXCEEDANCE fer to 72-00-00, Adjustment/Test, Table 501
for corrective action.
234 **ENGINE TYPE 2 N2 3 ENG Type 2 N2 Exceedance has occurred. Re-
235 **ENGINE TYPE 2 ITT 3 ENG Type 2 ITT Exceedance has occurred. Re-
237 ECTM DATA DOWN- 2 ENG Down-load of ECTM data from DEEC is
LOAD REQUIRED required. Download ECTM data from
DEEC in accordance with Paragraph 5.B.
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Problem LRU
240 OVERSPEED 1 ENG An overspeed event has occurred in which

SOLENOID the overspeed solenoid was energized.
ACTUATION Refer to 72-00-00, Adjustment/Test, Table
501 for corrective action.
242 ECTM DATA 1 DEEC Indicates ECTM data may be suspect. Per-
CHECKSUM FAIL form ECTM download per Paragraph 5.B.
If problem persists, replace DEEC in accor-
244 PS0 TRANSDUCER 2 DEEC Perform ECTM data download per Para-
FAULT graph 5.B., then replace DEEC in accor-
245 PS0 TRANSDUCER 2 DEEC Perform ECTM data download per Para-
FAULT graph 5.B., then replace DEEC in accor-
246 *ENGINE TYPE 1 N1 2 ENG Type 1 N1 Exceedance has occurred. Re-
247 *ENGINE TYPE 1 N2 2 ENG Type 1 N2 Exceedance has occurred. Re-
248 *ENGINE TYPE 1 ITT 2 ENG Type 1 ITT Exceedance has occurred. Re-
249 DEEC REAL TIME 4 DEEC Perform ECTM data download per Para-
FAILURE graph 5.B., then replace DEEC in accor-
250 DEEC REAL TIME 4 DEEC Perform ECTM data download per Para-
MONITOR graph 5.B., then replace DEEC in accor-
251 DEEC STACK 4 DEEC Perform ECTM data download per Para-
OVERFLOW graph 5.B., then replace DEEC in accor-
255 OVERFLOW 4 DEEC Perform ECTM data download per Para-
graph 5.B., then replace DEEC in accor-
*Type 1 exceedance requires download of ECTM data and logging of exceedance type, peak and
duration in the Engine Log Book.
**Type 2 exceedance requires appropriate Engine Light Maintenance Manual or Heavy Maintenance
Manual maintenance actions, a download of ECTM data and logging of exceedance type, peak and
duration in the Engine Log Book.
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5. D. (6) (d) Record any N1 DEEC faults for future maintenance actions.
(e) Correct any engine control system faults using the appropriate trouble shooting
procedures listed in 72-00-00, Trouble Shooting.
(f) N1 DEEC bit fault check is now complete.
(g) Proceed to Paragraph 5.E for overspeed solenoid operation.
E. Overspeed Solenoid Operation
Accomplish overspeed system test. Refer to 72-00-00, Adjustment/Test, Overspeed System

Test procedures for Post SB TFE731-76-3065 configuration.
F. Operational Check
(1) Check engine(s) acceleration. If acceleration rate/time differs and requires adjustment,
the SG setting may be moved up or down as follows.
NOTE: Raising SG will decrease (shorten) engine acceleration time.

Lowering SG will increase (lengthen) engine acceleration time.

effects, a typical variation in acceleration adjustment setting (SG)
may be to decrease by one value (setting number), or increase
by two values (setting number), however, adjustments are not
necessary.
(b) Start the ECTM software by clicking the MS Windows “Start” button, then select
“Programs”, then “ECTM” program group, then the “ECTM Version 5.X” program.
(c) When the main menu is displayed, select the “DEEC HHT COMMUNICATION”
button.
(d) At the prompt (>), type ENG and press “Enter.”

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5. F. (1) (e) Perform required action as follows.

SG: X Enter revised value of SG per
Step (1) and NOTE preceding
Step (a), press “Enter”
MMSW: (AM=0, MM=1) Confirm 0 and press “Enter”
(f) Cycle power to the N1 DEEC.
(g) Repeat the engine acceleration test.
(h) Repeat SG adjustment as necessary.
(2) Verify that N1 speed meets the required N1 of the day in the Aircraft Flight Manual
takeoff charts.
(a) Stabilize at idle for 2 minutes.
(b) Advance power lever to N1 of the day.
(c) Perform engine shutdown in accordance with the Aircraft Flight Manual and/or
appropriate aircraft documents.
(3) Check for faults in accordance with Table 205.

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[5BR-1H, WITH SYNC/APR] SYNCHRONIZER AND AUTOMATIC PERFORMANCE RESERVE
(APR) SYSTEMS − DESCRIPTION AND OPERATION
NOTE: Data provided in these maintenance practices are for use by maintenance per-
sonnel when performing maintenance activities on aircraft equipped with the
synchronizer and APR systems. On aircraft so equipped, data of these mainte-
nance practices have precedence over data contained in other sections of this
report.
1. Engine Speed Synchronizer
The aircraft engine speed synchronizer, when selected for use by cockpit controls, provides speed
synchronization of right- and left-hand engines. Synchronization of either low pressure (N1) or
high pressure (N2) spool speeds may be selected from the cockpit. The synchronizing function
has limited authority and can provide synchronization only when engine speed differential is within
authority range. Maximum authority range is 2.5 percent N2 at mid-range of the power lever
angle, with the authority range decreasing for lesser or greater power lever angles. Figure 1
illustrates synchronization authority range and limits.
Speed synchronization is accomplished by comparing speeds of two engines. The left-hand

engine is designated as the master engine and the right-hand engine is designated as the slave
engine. The synchronizer processes speed signals from each engine and provides a trim signal to
the digital electronic engine control (DEEC) of the right-hand slave engine to reduce any speed
difference.
Operation of the synchronizer is controlled by a cockpit switch. The switch supplies dc power to
the synchronizer, and selects which spool speed (N1 or N2) is to be used for synchronization.
When the system is used in conjunction with the APR system, arming the APR system automati-
cally selects N2 and de-energizes the control relay to remove the synchronizer trim signal from the
slave engine.
Power is routed to the synchronizer through the cockpit control switch which supplies power to the
right-hand engine DEEC. Engine synchronization requires both left- and right-hand engines be in
the normal mode of operation (DEEC activated).
The synchronizer is remotely mounted within the airframe and electrically connected by cables to
each engine DEEC, DEEC wiring harness, and APR system components.
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Synchronizer Authority Range and Limits

Figure 1
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2. APR Controller
The aircraft APR controller, when selected for use by cockpit controls, increases maximum thrust
limits from one engine in the event of power loss in the other engine. The increased thrust mode
is intended for short duration emergency use only, since use of APR power increases disc stress
and therefore is equivalent to four normal high power cycles. Figure 2 represents the approximate
performance characteristics with and without APR power.
During normal (non-APR mode) operation, the APR controller provides downward speed and
temperature trim signals to each digital electronic engine control (DEEC) to establish maximum
ratings for engine speed and ITT.
Automatic APR mode operation requires only that the system be armed through cockpit controls
and that the right-hand engine DEEC power switch be set for the normal mode of operation. The
APR mode may also be commanded manually through cockpit controls providing the system is
armed. APR power is available only on engines operating in the normal mode of operation. Once
APR power settings have been activated, APR rating can only be removed by setting the cockpit
APR ARM switch to DISARM (white annunciator light in switch extinguished).
An engine power loss is determined by the APR controller when an N2 speed difference of greater
than five percent occurs as sensed by the aircraft engine speed synchronizer. When armed, the
APR controller automatically removes speed and temperature trim signals from both engine DEEC
in the event of a five percent N2 speed differential. Removal of the trim signals establishes APR
mode increased speed and increased ITT limits within both DEEC(s).
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Approximate Performance Characteristics With And Without APR

Figure 2
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3. Synchronizer and APR Systems Operation
Figure 3 illustrates the installation of engine speed synchronizer and APR systems.
Synchronizer and APR Systems

Figure 3
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NOTE: The following paragraph explains the operation of the engine speed syn-
chronizer and automatic performance reserve system during a normal
operational sequence.
3. A. Engine Speed Synchronizer and Automatic Performance Reserve (APR) System Sequence
of Operation
(1) Sequence of operation when AUTO mode selected. (See Figure 4.)
SYNC Switch OFF
APR ARM Switch DISARM (White Annunciator extinguished)
APR O/RIDE Switch AUTO (Green Annunciator extinguished)
(a) Power (28 vdc) is routed through the AUTO contacts of the APR O/RIDE switch
and the DISARM contacts of the APR ARM switch to the power supplies in the
APR controller.
(b) With the power supplies activated, power is supplied to the T5 and N2 circuits
and the five percent speed error and detector switches.
(c) The power supplies energize relays K1 and K2 if a ground path is provided for
the relays through the five percent speed error and detector switches. The
ground path is only provided if both engine N2 speeds are within five percent.
(d) With relays K1 and K2 energized a second path of power is provided for the
power supplies through TB-4 and the energized contacts of relays K1 and K2.
(e) Power (28 vdc) is routed through the DISARM contacts of the APR ARM switch
through OFF contacts of the synchronizer switch to the synchronizer through J5,
Pin P. This energizes a relay within the synchronizer which automatically selects
N2.
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Sequence of Operation When AUTO Mode Selected

Figure 4
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3. A. (2) Sequence of operation when ARM mode selected. (See Figure 5.)
SYNC Switch OFF
APR ARM Switch ARM (White Annunciator illuminated)
APR O/RIDE Switch AUTO (Green Annunciator extinguished)
(a) Power (28 vdc) is routed through the ARM contacts of the APR ARM switch and
illuminates the white ARM annunciator in the switch.
(b) Power is still routed to the synchronizer through Connector J5, Pin P. This ener-
gizes an internal relay within the synchronizer which automatically selects N2.
(c) Power is still supplied through the AUTO contacts of the APR O/RIDE switch,
TB-4, and the energized contacts of relays K1 and K2 to the power supplies.
(d) Power is removed from the DISARM contacts of the APR ARM switch, TB-3, and
the power supplies. APR power is now solely dependent on the power supplies
receiving power through the energized contacts of relays K1 and K2.
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Sequence of Operation When ARM Mode Selected

Figure 5
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3. A. (3) APR system automatically activates (engine speeds no longer within five percent).
(See Figure 6.)
SYNC Switch OFF
APR O/RIDE Switch AUTO (Green Annunciator illuminated)
(a) If an engine rollback occurs the delta N2 signal from synchronizer Connector J5,
Pin P will increase in value. (For a right engine rollback the value will become
more positive. For a left engine rollback the value will become more negative.)
The value will increase 15.3 millivolts for each one percent decrease in N2
speed.
(b) The delta N2 signal is applied to the five percent speed error and detector
switches through TB-8 and Connector J2, Pin 13 on the APR controller.
(c) When the delta N2 signal reaches a value of 76.5 ±7.5 millivolts the internal
solid state switches in the five percent speed error and detector switches will
open, de-energizing relays K1 and K2 by removing the ground path.
(d) When the contacts of relays K1 and K2 open, power is removed from the power
supplies, deactivating the T5 and N2 reset circuits. With the reset circuits deacti-
vated the T5 and N2 down trim signals are removed from the digital electronic
engine controls allowing engine T5 and N2 to increase.
(e) When the contacts of relays K1 and K2 open the power applied to the contacts
through TB-5 and Connector J2, Pin 10, is routed back through Connector J2,
Pin 11, TB-6, the AUTO contacts of the APR O/RIDE switch, and the ARM con-
tacts of the APR ARM switch to illuminate the green annunciator in the APR
O/RIDE switch.
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APR System Automatically Activates

Figure 6
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3. A. (4) APR system manually activated. (See Figure 7.)
SYNC Switch OFF
APR O/RIDE Switch AUTO (Green Annunciator illuminated)
NOTE: The APR system has a provision to manually activate APR. The
system must be armed in accordance with Steps (1) and (2) and
MANUAL O/RIDE contacts, in APR MODE switch, selected by
pressing in APR O/RIDE switch, illuminating green annunciator in
switch.
(a) Prior to selecting MANUAL O/RIDE contacts in APR O/RIDE switch, power is
supplied through TB-4 and the energized contacts of relays K1 and K2 to the
power supplies which energize the T5 and N2 reset circuits which supply down
trim signals to the digital electronic engine controls.
(b) When MANUAL O/RIDE contacts in APR O/RIDE switch are selected, power is
removed from TB-4 and the power supplies. With the power supplies deacti-
vated power is removed from relays K1 and K2 and the T5 and N2 reset circuits,
removing the down trim signals from the digital electronic engine controls allow-
ing engine T5 and N2 to increase.
(c) At the same time power is routed through the MANUAL O/RIDE contacts of the
APR O/RIDE switch illuminating the green annunciator.
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APR System Manually Activated

Figure 7
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[5BR-1H, WITH SYNC/APR] SYNCHRONIZER AND AUTOMATIC PERFORMANCE
RESERVE (APR) SYSTEMS − TROUBLE SHOOTING
nance practices have precedence over information contained in other sections of
this report.
1. Trouble Shooting APR System

Synchronizer by-pass adapter cable (831059-1) Honeywell International Inc., Distribution Center,
AZ 85038-9003
Synchronizer by-pass adapter cable (957202-1) Honeywell International Inc., Distribution Center,
(Alternate for synchronizer by-pass adapter Sales Administration, P.O. Box 29003, Phoenix,
cable (831059-1)) AZ 85038-9003
A. Trouble Shooting with Synchronizer and APR Systems Off (See Figure 101)
(1) Trouble shooting tables of 72-00-00, Trouble Shooting are applicable for engines
installed on aircraft using the synchronizer and APR systems.
(2) To perform engine trouble shooting, cockpit controls for the synchronizer and APR
systems should be turned off. Even with the synchronizer and APR systems turned off,
a malfunction within the synchronizer may appear to be an engine control system
malfunction, since all inputs and outputs to the digital electronic engine control (DEEC)
are connected through the engine speed synchronizer. The majority of these signals
are filtered internally with the synchronizer. A defective filter can cause engine control
system malfunctions not normally associated with synchronizer functions. Isolation of
this type of trouble to either the engine or synchronizer may be accomplished as fol-
lows.
(a) Remove DEEC for engine with control system malfunction.
(b) If trouble shooting left engine, disconnect electrical wiring harness connector
from Connector J1 on engine speed synchronizer. Connect disconnected wiring
harness connector to 831059-1 synchronizer by-pass adapter cable, then con-
nect adapter cable directly to removed DEEC.
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1. A. (2) (c) If trouble shooting right engine disconnect electrical wiring harness connector
from Connector J2 on engine speed synchronizer. Connect disconnected wiring
harness connector to 831059-1 synchronizer by-pass adapter cable, then con-
nect adapter cable directly to removed DEEC.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP ADVANCE

POWER LEVER SLOWLY WHILE OBSERVING ITT INDI-
CATOR TO ENSURE ITT LIMIT SPECIFIED IN 72-00-00,
ADJUSTMENT/TEST, TABLE 501 IS NOT EXCEEDED DUE
TO THE ITT LIMITER BEING SET TO THE APR LIMIT.
(d) Recheck for original malfunction.
(e) If original malfunction recurs, trouble shoot engine in accordance with 72-00-00,
Trouble Shooting.
(f) If original malfunction does not reoccur, replace engine speed synchronizer in
accordance with Aircraft Maintenance Manual and recheck. If original malfunc-
tion reoccurs, check point-to-point continuity of interconnecting wiring harnesses
and cockpit controls.
76-10-10
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+28 VDC
BUSS IGNITION SWITCH
START
OFF
1
CONT P18 2
C
CHIP INDICATOR
G B + IGN UNIT
F A − 3
P17 4
E A CHIP DETECTOR
+ −
P16
FUEL FILTER BY−PASS P8 J8
INDICATOR A A A A A 5
FUEL FILTER
D C B B B B 6
BY−PASS SWITCH
C B C C C C 7
+ −
D D D D 8
ADAPTER
J14 P14
J14
(NOTE 1)
ITT INDICATOR
ITT 9
10
TB1 (NOTE 1)
SYN SW 11
19 12
N1 INDICATOR OFF
N1 18 13
17 14
16
15 15
PT2 − TT2 HEATER
14 16
& NACELLE
ANTI−ICE SWITCH SYNCHRONIZER 17
SWITCH 13 18
ON 12
N2 INDICATOR
19
FUEL CONTROL 11 20
MANUAL MODE 10 21
INDICATOR N2
9 22
8 23
7 24
FUEL ENRICH SWITCH
25
6 26
DEEC CONTROL
UP833486
MANUAL 5 27
SWITCH
4
AUTO
3
FLT IDLE
2 28
GND IDLE
1 29
50% SPEED SENSOR RELAY
DEEC MODE AUTO 20
SWITCH 21
(DIGITAL) 30
MANUAL 22
31
NOTE:
32
1. MATING CONNECTORS ARE NOT ENGINE COMPONENTS. 33
34
2. MATES WITH ENGINE SPEED SYNCHRONIZER CONNECTOR P23 22 52 43 42 41 51 23 21 47 46 32 20 50 45 5 4 28 29 44 12 34 33 6 7 10 11 15 16 3 49 8 9 1 2 17 18 19 13 14 35 55 24 25 26 27
J1 (WHEN P23 ON LEFT ENGINE) OR J2 (WHEN P23 ON 35
RIGHT ENGINES). CW−48G−281−1
NOTE 2
Wiring Diagram (Typical)

Figure 101
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Figure 101.1
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1
2
3
4
SYNCHRONIZARION
INDICATOR
(NOTE 1) D 5V
C LIGHTING
B
A
TO COCKPIT CONTROLS
AND INDICATORS
(NOTE 1)
1 3 4 5 6 2 7 8
(MATES WITH P23 FROM RIGHT ENGINE) TB
J2 5
22 21 20 13 14 32 50 45 5 4 28 29 44 12 34 33 6 7 23 8 9 10 11 15 16 3 49 1 2 17 18 19 26 27 35 55 24 25 51 41 42 43 52 46 47 6
7
PART OF ENGINE SPEED SYNC 8
J4 9
32 36 39 38 37 50 45 5 4 28 29 44 12 6 7 23 8 9 10 11 15 16 3 49 1 2 27 26 17 18 19 35 55 24 25 46 47 41 42 43 33 31 30 34 52 51 10
11
P4
CR
AL
UP833486
CR AL AL AL AL AL
P1
P2 P1
_y Y _t s _r EE _z E D e
_ _f k_ P F G Z N J K L R S C B A DD m
_ _
n NN U V p
_ T _
d _
c M N _v w
_ _x b
_ FF GG h
_ g
_ a
_ CC u
_ J2 20 19 2 3 4 5 1 8 9 10 11 7 15 16 12 13 16 17 7 1 2 3 4 5 6 8 J1
J1
RIGHT ENGINE DEEC (SLAVE) APR CONTROLLER
CW−48G−280−1

Figure 101.2
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MATES WITH P23 FROM LEFT ENGINE
J1 32 50 45 5 4 28 29 44 12 34 33 6 7 23 8 9 10 11 15 16 3 49 1 2 17 18 19 13 14 35 55 24 25 51 41 42 43 52 46 47 26 27 20 21 22
1
2 PART OF ENGINE SPEED SYNC
3
4 J5 S T L M V P 30 31 51 52 34 33 43 42 41 27 26 25 24 55 35 19 18 17 46 47 2 1 49 3 16 15 11 10 9 8 23 7 6 12 44 29 28 4 5 45 50 37 38 39 36 32 J3
P5 P3
AL CR
5
6
7
8
9
10
11
AL CR
P1
g _
_ h _
a _
u CCGGFF b
_ _x w
_ _v m
_ n
_ c
_ d
_ T p
_ V U HH M N DD A B C S R L K J H Z G F P k
_ _f e
_ D E _z EE _r _s _t Y _y J1
LEFT ENGINE DEEC (MASTER)

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CW−48G−280−2

Figure 101.3
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1. A. (3) APR system malfunctions may be isolated to either wiring/cockpit controls or APR
controller as follows.
(a) Disconnect interface cables P1 and P2 from controller Connectors J1 and J2.
Set cockpit circuit breakers to supply 28 volts dc to APR ARM and APR MODE
switches. Set cockpit controls and measure voltages as indicated in Table 102.
(Reference voltage measurements to airframe ground.)
Table 102. APR Controller Input Voltage Checks

WHITE APR GREEN VOLTAGE AT APR CONTROLLER
APR ARM ANNUNCIATOR O/RIDE ANNUNCIATOR INTERFACE CABLE CONNECTOR
SWITCH LIGHT SWITCH LIGHT P2 CONTACTS
P2-8 P2-9
DISARM Off AUTO Off 28 vdc 28vdc

ARM On AUTO Off 0 vdc 28 vdc
ARM On MAN On 0 vdc 0 vdc
(O/RIDE)
DISARM Off MAN Off 28 vdc 0 vdc
(O/RIDE)
(b) Check controller resistances (interface cable Connectors P1 and P2 discon-

nected) as follows.
From To Resistance
J1-1 J1-2 0.5 ohm (nominal)

J1-1 Controller case 1 megohm or more
J2-1 J2-2 0.5 ohm (nominal)
J2-1 Controller case 1 megohm or more
J2-13 J2-17 150 ohms (nominal)
J2-7 Controller case Continuity
(c) Substitute a known good controller if procedures of Steps (a) and (b) do not
determine trouble.
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1. B. Trouble Shooting Engine Speed Synchronization Malfunction
(1) When engine speed synchronization cannot be obtained or maintained in accordance

with Aircraft Flight Manual and/or appropriate aircraft document procedures, replace
the engine speed synchronizer.
(2) Isolate interconnecting wiring/cockpit control trouble by checking point-to-point continu-

ity of interconnecting cables and cockpit control wiring/function.
C. Trouble Shooting APR Mode Malfunction
(1) When APR mode operating limits cannot be commanded in accordance with Aircraft
Flight Manual and/or appropriate aircraft document procedures, replace the APR con-
troller.
(2) Check continuity on interface cable Connector P2, between Pins 16 and 17 to ensure
jumper wire is installed. (Jumper wire is not installed when sync indicator is installed.)

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(APR) SYSTEMS − REMOVAL/INSTALLATION
NOTE: Data provided in these Maintenance Practices are for use by maintenance per-
synchronizer and APR systems. On aircraft so equipped, data of these Mainte-
nance Practices have precedence over information contained in other sections of
this report.
A. Removal and Installation of Components
(1) Refer to applicable Aircraft Maintenance Manual for removal and installation instruc-
tions for all synchronizer and APR system components.
(2) Check digital electronic engine control (DEEC) ITT limits adjustment after installation of
APR controller.
value of 952.
store adjustment.
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(APR) SYSTEMS − ADJUSTMENT/TEST
1. System Checkout
Refer to applicable Aircraft Maintenance Manual for procedures that shall be performed if it is
desired to verify proper operation of the synchronizer and APR systems.
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[5BR-2C, WITH SYNC/APR] SYNCHRONIZER AND AUTOMATIC PERFORMANCE RESERVE
(APR) SYSTEMS − DESCRIPTION AND OPERATION
this report.
The synchronizer and automatic performance reserve (APR) system for this
application differs from other systems in that both systems are integrated into one
unit.
1. APR Function
The APR function, when selected for use by cockpit controls increases maximum thrust limits from
one engine in the event of power loss in the other engine. The increased thrust mode is intended
for short duration emergency use only, since use of the APR power increases disc stress and if
used it is equivalent to four normal high power cycles.
During normal (non-APR mode) operation, the APR circuit provides downward speed and temper-
ature trim signals to each digital electronic engine control (DEEC) to establish maximum ratings for
engine speed and ITT. Figure 1 shows the interfacing between SYNC/APR and the DEECs.
When APR mode is selected the APR circuit transmits a discrete signal to each DEEC whereby
the normal maximum settings are increased to the APR thrust rating limits. Both DEECs will
increase N2 limits 0.7 percent higher than normal maximum speed and increase the normal maxi-
mum temperature 40°F (22.2°C). See Figure 2 for SYNC/APR control logic.
APR circuit relays are controlled through engine speed detectors which sense speed differential
between the two engines.
When engine speed differential between the two engines exceeds 5 percent N2, the relays are
de-energized (open) automatically if the system is in the ARMED position. This in turn sends a
signal to the DEECs to increase maximum N2 speed to APR rating.
Once the relays are de-energized, APR thrust can be removed only by setting the APR ARMED
switch to the DISARMED (OFF) position and manually engaging the OVERRIDE switch.
APR operation can be either automatically or manually controlled through cockpit controls, provid-
ing the system is armed. Figure 3 illustrates the primary control functions.
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Synchronizer/APR Systems
Figure 1
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SYNC/APR Control Logic

Figure 2
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APR/SYNC Flight Compartment Controls

Figure 3
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1. A. A Brief Description of Each Position and Indicator
(1) DISARMED (OFF) position is used to remove (Reset) APR speed trim signal, therefore
removing APR thrust after actuation.
(2) ARM position will provide APR thrust automatically when N2 split between engines is
five percent or more.
(3) OVERRIDE (ON) position will immediately provide APR thrust by de-energizing the
APR relays.
(4) APR ON indicator (Amber) shall illuminate when operating under APR thrust settings.
(5) APR ARM indicator (Green) shall illuminate when the APR system switch is in the
ARMED position only.
(6) SYNC will be provided by comparing the low pressure spool (N1) or high-pressure
spool (N2) speeds of a designated slave engine and master engine.
(7) SYNC will be disabled when the ARM switch is in the ARM position and when the APR
switch is in the OVERRIDE (ON) position.
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2. Synchronizer Function
Speed synchronization of the right and left hand engines is provided by the synchronizing function
of the SYNC/APR unit. Synchronization of either low pressure (N1) or high pressure (N2) spool
speeds may be selected from the cockpit. The synchronizing function has limited authority and
can provide synchronization only when engine speed differential is within authority range. Maxi-
mum authority range is 2.5 percent N2 at mid-range of the power lever angle, with the authority
range decreasing for lesser or greater power lever angles.
Figure 4 illustrates synchronization authority range and limits.
Speed synchronization is accomplished by comparing speeds of two engines. One engine is

designated as the master engine and the other engine is designated as the slave engine. The
synchronizer processes speed signals from each engine and provides a trim signal to the digital
electronic engine control (DEEC) of the slave engine to reduce any speed difference.
Two input/output connectors, identified as J1 and J3, provide the control/engine interface. The
connectors may be interchanged at the SYNC/APR unit in order to reverse the master/slave con-
figuration.
An interlock mechanism is incorporated to automatically disconnect the synchronizer in the event

of either the master or slave engine going from normal mode to manual mode of operation. Also
the sync output signal is disabled whenever the cockpit APR switch is in either ARM or ON posi-
tions.
The synchronizer/APR unit is remotely mounted within the airframe and electronically connected
by cables to each engine DEEC, DEEC wiring harness, and engine wiring harness.
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Synchronizer Authority Range and Limits

Figure 4
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NOTE: The following paragraph explains the operation of the engine speed syn-
chronizer and automatic performance reserve system during a normal
operational sequence.
2. A. Engine Speed Synchronization and Automatic Performance Reserve (APR) System Se-
quence of Operation
(1) Sequence of operation when OFF (disarm) mode selected. (See Figure 5.)
SYNC Switch OFF/N1/N2
APR Switch OFF (disarm)
OVERRIDE Switch OFF
(a) Power (28 vdc) is routed to APR Channel 1 and APR Channel 2 from the syn-
chronizer. Power is also routed through the OFF contacts of the APR switch and
through the de-energized contacts of relay K3 to energize relays K1 and K4.
Another set of de-energized contacts of relay K3 provides a ground for relays K1
and K4 allowing these relays to energize.
(b) When relays K1 and K4 are energized, an alternate path for power (28 vdc) is
provided through the energized contacts of relays K1 and K4. If delta N2 (split of
N2 between the two engines) is less than five percent, an alternate ground is
provided through transistors Q1 and Q2.
(c) Since relays K1 and K4 are energized, the APR signals will be shorted through
the energized contacts of relays K1 and K4 indicating to the DEEC that APR is
not to be put into operation.
(d) Normal operation of the synchronizer will be allowed because relay K2 is de-en-
ergized. This allows the normal SYNC(ON/OFF) and SPOOL SELECT (N1/N2)
signals to be routed to the synchronizer.
(e) Both the APR ARM and APR ON annunciators will be extinguished in this mode.
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Sequence of Operation When OFF Mode Selected

Figure 5
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Sequence of Operation When ARM Mode Selected

Figure 6
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2. A. (2) Sequence of operation when ARM mode selected. (See Figure 6.)
APR Switch ARM
OVERRIDE Switch OFF
(a) Power (28 vdc) is routed to relay K3 through the ARM switch and the OVERRIDE
switch. The ground path through the contacts of relay K3 for relays K1 and K4 is
broken, but a ground is still provided for the relays through transistors Q1 and Q2
as long as the delta N2 is less than five percent.
(b) Relay K2 is energized through the ARM contacts of the APR switch thus break-
ing the SYNC(ON/OFF) and SPOOL SELECT (N1/N2) signals to the synchro-
nizer.
(c) Power (28 vdc) is applied to the synchronizer spool select input, forcing the
selection of N2 as the input signal.
(d) The APR ARM annunciator will illuminate due to the energized contacts of relay
K3, and the APR ON annunciator will be extinguished.
(3) APR system automatically activates (engine speeds no longer within five percent).
(See Figure 7.)
(a) If either logic circuit detects that delta N2 is greater than five percent, the transis-
tor (Q1 or Q2) associated with logic circuit that detected the greater than five
percent split will go to the OFF state and the associated relay (K1 or K4) will
de-energize.
(b) When either relay (K1 or K4) de-energizes, the remaining relay will also de-ener-
gize. The APR signals through the contacts of relays K1 and K4 will open indi-
cating to the DEEC that APR thrust is to be put in operation.
(c) Relays K1 and K4 will remain de-energized even if delta N2 is less than five
percent. The APR switch must be put in the OFF (disarm) position to re-ener-
gize relays K1 and K4.
(d) The APR ON and the APR ARM annunciators illuminate.

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Sequence of Operation When APR Automatically Activates

Figure 7
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2. A. (4) APR system override activated. (See Figure 8.)
APR Switch ON
OVERRIDE Switch ON
(a) With ARM switch in the ARM position and the OVERRIDE switch in the ON
position, power (28 vdc) is removed from relays K1, K4 and K3.
(b) When relays K1 and K4 de-energize, the shorted APR signals become open
through the de-energized contacts of relays K1 and K4 indicating to the DEEC
that APR thrust is to be put into operation.
(c) Relay K2 will remain energized, defeating synchronization and forcing N2 to be

applied to the delta N2 logic.
(d) The APR ARM annunciator extinguishes because relay K3 is de-energized. The
APR ON annunciator illuminates.
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Sequence of Operation When OVERRIDE Activated

Figure 8
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(APR) SYSTEMS − TROUBLE SHOOTING
this report.
1. Trouble Shooting SYNC/APR System
A. Trouble Shooting with Synchronizer and APR Systems Off (See Figure 101)
Trouble shooting tables of 72-00-00, Trouble Shooting are applicable for engine installed on
aircraft using the synchronizer and APR systems.
B. Trouble Shooting Engine Speed Synchronization Malfunction
(1) When engine speed synchronization cannot be obtained or maintained in accordance

with Aircraft Flight Manual and/or appropriate aircraft document procedures, replace
the engine speed synchronizer.

C. Trouble Shooting APR Mode Malfunction
(1) When APR mode operating limits cannot be commanded in accordance with Aircraft
Flight Manual and/or appropriate aircraft document procedures, replace the APR con-
troller.

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76-10-11
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P3 J2
RELAY
B
J13
MANUAL
ARM
K
OFF
APR ARMED SW
ARM
OFF
N
1
N P
2
OFF
V
ENGINE SYNC SW ON
UP833486
TO APR/SYNC
CUSTOMER CONNECTION
FROM DEEC
HARNESS, P13
CW−48G−324

Figure 101.1
76-10-11 Page 103
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(APR) SYSTEMS − REMOVAL/INSTALLATION
this report.
A. Removal and Installation of Components
(1) Refer to applicable Aircraft Maintenance Manual for removal and installation instruc-
tions for all synchronizer and APR system components.
(2) Check digital electronic engine control (DEEC) ITT limits adjustment after installation of
APR controller.
value of 978.
store adjustment.
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(APR) SYSTEMS − ADJUSTMENT/TEST
1. System Checkout
Refer to applicable Aircraft Maintenance Manual for procedures that shall be performed if it is
desired to verify proper operation of the synchronizer and APR systems.
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[5BR-1C, WITH RPR] RESTRICTED PERFORMANCE RESERVE (RPR) SYSTEMS
− DESCRIPTION AND OPERATION
1. Restricted Performance Reserve (RPR) System
Restricted Performance Reserve (RPR) is an added feature designed to enhance hot day - high
altitude takeoff characteristics. The system provides an increase over normal takeoff thrust in a
region bounded by pressure altitude (Pt2) and inlet temperature (Tt2).
The system will be armed by depressing a cockpit switch (PWR INC button) by the pilot prior to
takeoff. Activation of RPR results only when the pressure (Pt2) and temperature (Tt2) as sensed
by the DEEC is within the RPR envelope shown in Figure 1. As can be seen in the figure, RPR is
designed to provide on increase over normal takeoff power in the region bounded by pressure
altitudes of 3000 feet to 7000 feet of total inlet temperatures above 18.5°C (65°F). Figure 2
shows the approximate performance characteristics with and without RPR power at 5000 feet.
In accordance with the takeoff procedures defined in the flight manual, the pilot arms RPR prior to
takeoff. This action opens the electrical circuit to the DEEC thus allowing automatic reset of the
ITT and N2 schedules when in the appropriate pressure and temperature envelope.
Figure 3 shows the logic that is used to provide the additional N2 spool speed allowed with RPR.
A maximum of 210 rpm (0.7 percent N2) is allowed for temperatures above 23°C (73.4°F) and in a
pressure range between 11.34 and 13.17 psia. The lowest N2 is selected between the pressure
and temperature schedules to bias the maximum N2 and ITT (T5) takeoff schedule.
Advancement of the throttle to maximum PLA will provide a proportional increase in RPR from the
idle position to takeoff.
RPR operates on a single engine basis and the reason for this is that the inlet pressure and tem-
peratures sensed by the DEEC may vary slightly from engine to engine. Because of this, it is
possible to have RPR activated on only one engine although all engines are armed.
Since RPR is scheduled and not only an on-off function, this means that partial RPR power is
allowed, thus, minimizing the engine to engine thrust variations due to differences in DEEC sen-
sors.
For example, one engine may have full RPR power, and another engine may only have half RPR
power.
Once RPR is armed, it is automatically activated when needed. There is no provision to manually
override this restricted feature.
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However, there is an overriding feature in the RPR control system that eliminates the possibility of
a rapid decrease in the N2 control speed and thrust resulting from an inadvertent deactivation of
the cockpit switch. A time delay circuit of 10 RPM per second will transition the RPR N2 set point
to the normal N2 set point.
For example, it would take a total of 21 seconds if the system was providing the full 210 N2 RPM,
to reach normal N2.
An immediate increase in thrust would be available if the switch was reactivated.
RPR cycle logging has been incorporated into the DEEC. The system will log a cycle if:
S The cockpit switch has been armed.
and
S The actual N2 spool speed is greater than normal takeoff N2 spool speed without RPR.
The number of times RPR cycle logging has been used will be displayed on the DEEC front panel,
Position 11.
It is the responsibility of the operator to multiply this number by four and make the appropriate
entry in the engine log book.
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RPR Envelope
Figure 1
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Approximate Performance Characteristics

With and Without RPR at 5000 Feet
Figure 2
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RPR Logic
Figure 3
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[5BR-1C, WITH RPR] RESTRICTED PERFORMANCE RESERVE (RPR) SYSTEMS
− TROUBLE SHOOTING
1. Trouble Shooting (RPR) System
A single throw - three pole switch will activate two independent electrical circuits per engine.
When switched on, the switch will typically:
S Close the electrical circuit to the cockpit ITT indicator warning light which will reset the
light from 1746°F (952°C) to 1786°F (973°C).
S Open the electrical circuit to the DEEC which will arm the control system for RPR rat-
ing.
When RPR mode cannot be verified in accordance with Aircraft Flight Manual or appropriate
aircraft document procedures, check for the following.
S Is DEEC Engine ID code set to 8.
S Are Pt2 (pressure) and Tt2 (temperature) conditions within the RPR envelope. If ambi-
ent conditions are within the envelope, trouble shoot the Tt2 and Pt2 sensors.
S Is cockpit switch (button) armed. The arming of the cockpit switch should provide an
open between Pins J1-e and J1-f.
Disconnect J1 at the DEEC (after turning power off) and perform a continuity check
between Pins e and f in both cockpit PWR INC (button) switch positions to verify.
S Is PLA at high power setting. RPR is very small at low PLA settings.
If it appears that RPR cycles are being logged by the DEEC without the RPR system actually
being armed, trouble shoot the switch or wires between J1-e and J1-f for an open which would
indicate to the DEEC that the system was armed. The DEEC cannot distinguish between an open
failure and an open arm command.
For the 2118002-9 DEEC and subsequent it is possible to functionally test the cockpit switch and
wiring. This feature is activated by depressing the PWR INC button in the cockpit at PLA’s below
40 degrees. An increase of approximately two percent N1 should be seen. The activation of this
feature at IDLE is not dependant on ambient pressures and temperatures.
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CHAPTER 77 − ENGINE INDICATING
TABLE OF CONTENTS
CHAPTER/
SECTION/
GENERAL 77-00-00

Engine Indicating 1
N1 Speed Signal 1
N1 Compensator 1
N2 Speed Signal 1
Interstage Turbine Temperature 2
Oil Pressure 2
Oil Temperature 2
Fuel Flow 2
Fuel Pressure 2
Fuel Inlet Temperature 2
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77-CONTENTS ENGINE INDICATING

Page 1
July 31/95

CHAPTER/
SECTION/
POWER 77-10-00

N1 TRANSDUCER AND N1 COMPENSATOR INSTALLATION 77-10-03
Removal of N1 Transducer 203
Removal of Speed Pick-Up Gear 205
Removal of N1 Compensator 205
Installation of N1 Compensator 205
Installation of Speed Pick-Up Gear 208
Installation of N1 Transducer 209
N2 TRANSDUCER INSTALLATION 77-10-05
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CHAPTER/
SECTION/
TEMPERATURE 77-20-00

THERMOCOUPLE HARNESS INSTALLATION 77-20-01
Removal of Thermocouple Harness 203
Installation of Thermocouple Harness 206
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CHAPTER/ CHAPTER/
ENGINE 205 Nov 30/06
INDICATING − Tab 206 Nov 30/06
207 Nov 30/06
Table of 1 July 31/95 208 Nov 30/06
Contents 2 Nov 30/06 77-20-00 1 Apr 22/05
3 Apr 22/05 2 Apr 22/05
4 Apr 22/05
77-20-01 201 Nov 26/03
List of 202 July 31/95
Effective 1 Nov 30/06 203 July 31/95
Pages 2 Nov 30/06
204 July 31/95
Record of 205 July 31/95
Temporary 1 Nov 30/06 206 Nov 26/03
Revisions 2 Apr 22/05 207 July 31/95
77-00-00 1 July 31/95 208 July 31/95
2 July 31/95 209 Nov 30/06
3 Apr 22/05 210 June 9/06
4 Apr 22/05 210A June 9/06
77-10-00 1 Apr 22/05 210B June 9/06
2 Apr 22/05 211 July 31/95
77-10-03 201 Nov 26/03
212 July 31/95
202 Apr 28/00
203 Nov 26/03
204 Nov 26/03
205 Aug 23/02
206 July 31/95
207 July 31/95
208 Aug 23/02
209 Nov 26/03
210 Nov 26/03
211 Aug 23/02
212 Apr 28/00
213 July 31/95
214 July 31/95
215 Apr 22/05
216 Apr 22/05
77-10-05 201 Nov 30/05
202 July 31/95
203 July 31/95
204 July 31/95
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CHAP/SEC/ INCORPO-
SUBJ RATED INTO
77-1 and 77-2 9

77-10-05
77-3 206 Aug 1/06 10
77-4 24 Jun 2015 24 Jun 2015 H

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1. Engine Indicating
The engine has provisions for connection of the following instrumentation sensing elements.
Low pressure rotor rpm (N1 speed signal)

High pressure rotor rpm (N2 speed signal)
Interstage turbine temperature
Oil pressure
Oil temperature
Planet gear assembly oil inlet temperature
Scavenge oil temperature
Fuel flow
Fuel pressure
Fuel inlet temperature
The sensing elements, lines, and fittings, and electrical circuitry for oil pressure, oil temperature,
fuel flow, fuel pressure, and fuel inlet temperature are not components of the engine. Refer to the
Aircraft Maintenance Manual. The engine rotor speed sensors and interstage turbine temperature
thermocouple harness are an integral part of the engine.
2. N1 Speed Signal
N1 speed is measured by the N1 monopole transducer, a magnetic pickup on the aft end of the
low-pressure rotor shaft. A speed gear is attached to the low-pressure shaft rotating round the
stationary monopole transducer. As the speed gear turns, its teeth cause the magnetic flux path in
the air gap to be constantly changing. The dual output monopole transducer produces two sepa-
rate and identical electrical signals due to the changing magnetic field. The frequency of the
output represents rotating speed of the N1 rotating group. One output is routed to the digital
electronic engine control and the second output is routed to a cockpit indicator.
3. N1 Compensator
An N1 compensator is mounted on the right side of the fan duct set above the bleed air duct. The
N1 compensator is used to bias the N1 signal to the cockpit display. The correct compensator
(electronic resistor) part number is determined during engine performance evaluation runs.
4. N2 Speed Signal
The monopole transducer is mounted in the transfer gearbox adjacent to the output gear of the
transfer gearbox and senses rpm by use of a special gear mounted under the monopole. Two
outputs are produced by a dual monopole transducer the same as the N1 signal. One output is
routed to the digital electronic engine control and the second output is routed to a cockpit indicator.
The connector for the N2 speed signal of the high pressure rotor is located at the rear of the trans-
fer gearbox.
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5. Interstage Turbine Temperature
The turbine gas temperature is measured by Chromel-Alumel thermocouples mounted on bosses

in the turbine interstage transition duct and extending into the gas path between the high pressure
and low pressure turbines. The thermocouples are wired in parallel to form an averaging circuit.
The harness is routed aft through the turbine interstage transition duct and provides connections
for the digital electronic engine control and for cockpit indication.
6. Oil Pressure
An oil pressure boss is provided on the oil supply manifold for the planet gear assembly for con-
necting the airframe oil pressure indicating system. Refer to the Aircraft Maintenance Manual.
7. Oil Temperature
A boss is provided on the oil supply manifold for the planet gear assembly for the installation of an
oil temperature sensing element. Refer to the Aircraft Maintenance Manual.
8. Fuel Flow
The fuel flow is measured between the fuel control and fuel manifold nozzles. The fuel flow mea-
suring system is not a component of the engine. Refer to the Aircraft Maintenance Manual.
9. Fuel Pressure
A pressure sensing port is provided on the engine fuel pump for instrumenting the fuel pump
interstage pressure. The fuel pressure measuring system is not a component of the engine.
Refer to the Aircraft Maintenance Manual.
10. Fuel Inlet Temperature
A boss is provided on the engine fuel pump for installation of a customer provided temperature
probe to measure fuel temperature at the fuel inlet. The fuel inlet temperature measuring system
is not a component of the engine. Refer to Aircraft Maintenance Manual.
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forming maintenance on the engine Indicating System.

Chapter/
Section/
4 Hardware securing N1 transducer lead 72-50-03
5 Hardware securing thermocouple lead assembly and thermocouple 72-50-03
harness
6 Remove thermocouple lead assembly from thermocouple harness 77-20-01
7 N1 transducer installation 77-10-03
8 Duct - nozzle - LP turbine module assembly (Steps 1.A.(2) through 72-40-02
1.A.(8))
performing maintenance on the engine Indicating System.

Chapter/
Section/
1 Duct - nozzle - LP turbine module (Steps 1.B.(3) through 1.B.(17)) 72-40-02
2 N1 transducer installation (except access cover plate) 77-10-03
3 Connect thermocouple lead assembly to thermocouple harness −−−−
(tighten 8 to 10 inch-pounds torque)
6 Secure thermocouple lead assembly and thermocouple harness 72-50-03
7 Secure N1 transducer lead 72-50-03
8 N1 transducer access cover plate and mixer nozzle 78-10-01
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POWER − DESCRIPTION AND OPERATION
1. N1 Transducer
The N1 monopole transducer is mounted at the rear of the low pressure turbine shaft and provides
two electrical signals sensed from the speed pickup gear representing low pressure turbine speed.
One signal is routed to the digital electronic engine control and the second signal is routed to a
cockpit indicator.
2. Speed Pickup Gear
The speed pickup gear is mounted on the low pressure turbine shaft and rotates around the N1
transducer which senses the changes in the magnetic field as each gear tooth passes.
3. N2 Transducer
The N2 transducer is mounted in the transfer gearbox and provides two electrical signals repre-
senting high pressure turbine speed. One signal is routed to the digital electronic engine control
and the second signal is routed to a cockpit indicator.
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N1 TRANSDUCER AND N1 COMPENSATOR INSTALLATION

Torque Wrench Adapter Adapts speed pickup gear nut for standard 289750-1
torque wrench.
Shaft Holding Wrench Allows holding tie rod stationary. 289766-1

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N1 Transducer Installation
Figure 201
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CAUTION: THE N1 TRANSDUCER IS A PERMANENT MAGNETIC COMPONENT.
THE FOLLOWING HANDLING PRECAUTIONS ARE MANDATORY:
1. TRANSDUCER MUST REMAIN IN PROTECTIVE COVERING AT

ALL TIMES WHEN REMOVED FROM ENGINE EXCEPT FOR
INSPECTION/CHECK PROCEDURES.
2. TRANSDUCER MUST BE HANDLED WITH CARE AND WORKED

WITH INDIVIDUALLY.
3. ALL WORK MUST BE DONE ON A NON-MAGNETIC SURFACE.
4. THROUGHOUT PROCEDURES REQUIRING HANDLING AND AT

ALL TIMES DURING SHIPPING OR STORAGE, TRANSDUCER
MUST NOT BE ALLOWED TO COME WITHIN TWO INCHES OF
ANY MAGNETIC SURFACE OR ANY OTHER PERMANENT
MAGNETIC COMPONENT.
5. ENSURE ELECTRICAL CONNECTOR IS KEPT COMPLETELY

CLEAN. METAL PARTICLES IN CONNECTOR, ATTRACTED BY
INTERNAL MAGNETIC COMPONENTS OF TRANSDUCER, WILL
RESULT IN SHORTING OF TRANSDUCER OUTPUT.
1. A. Removal of N1 Transducer

(2) Remove nuts from threaded fitting on end of transducer lead.
KEY TO FIGURE 201
* 5. NUT 50. WASHER

*10. BOLT 55. CLAMP
*15. CLAMP 60. BOLT
*25. CLAMP 75. NUT
**26. NUT 80. TRANSDUCER AND LEAD
**27. BOLT ASSEMBLY
**28. CLAMP 85. TRANSDUCER SUPPORT
30. BOLT 90. COVER GASKET
35. WASHER 95. SENSOR MOUNT GASKET
40. CLAMP **100. BOLT
45. BOLT **105. BRACKET
*[5BR-1H] [5BR-1C, 5BR-2C, PRE SB TFE731-72-3558]

**[5BR-1C, 5BR-2C, POST SB TFE731-72-3558]
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NOTE: Do not remove bolts securing transducer to transducer support at this
time.
1. A. (3) [5BR-1H] [5BR-1C, 5BR-2C, Pre SB TFE731-72-3558] Remove nut, bolt and clamp
securing transducer lead to tube assembly (20).
(4) [5BR-1C, 5BR-2C, Post SB TFE731-72-3558] Remove nut and bolt securing clamp to
bracket (105).
(5) [5BR-1C, 5BR-2C, Post SB TFE731-72-3558] Remove bracket securing transducer

and lead assembly (80).
(6) Remove bolts, clamps and washers securing transducer lead to transducer support.
(7) Remove bolts securing assembled items (transducer lead, transducer support, cover
gasket and sensor mount gasket) to internal bolt circle on thrust and exhaust nozzle.
CAUTION: AVOID SHARP BENDS WHEN REMOVING N1 MOTIONAL PICK-

UP TRANSDUCER LEAD. DAMAGE TO LEAD COULD RESULT.
(8) Gently pull transducer lead toward engine centerline, while backing off transducer
support from bearing support section of thrust and exhaust nozzle.
(9) Gently remove remainder of transducer lead from thrust and exhaust nozzle strut.
(10) Remove cover gasket (90).
(11) Remove bolts (65), then separate support and sensor mount gasket from transducer
and lead assembly.
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1. B. Removal of Speed Pick-Up Gear
(1) Remove N1 transducer in accordance with Paragraph 1.A.
CAUTION: BEFORE PERFORMING THE FOLLOWING STEP, VISUALLY

INSPECT 289766-1 SHAFT HOLDING WRENCH TO ENSURE
SMALL HEXAGON END IS SERVICEABLE. DO NOT USE TOOL
IF HEXAGON END IS WORN, DAMAGE TO MATING INTERNAL
HEXAGON END OF TIE ROD COULD OCCUR AND RESULT IN
REJECTION OF TIE ROD.
(2) Displace locking tab and remove nut with 289750-1 adapter and 289766-1 wrench.
Remove key and speed pick-up gear from turbine shaft. (See Figure 202.)
C. Removal of N1 Compensator
(1) Disconnect electrical connection from N1 compensator.
(2) Remove nuts, bolts and washers securing bracket and N1 compensator to fan duct set,
then remove bracket and N1 compensator. (See Figure 203.)
D. Installation of N1 Compensator
Apply a light coat of anti-seize lubricant to threads of bolts for securing bracket and N1 com-
pensator to fan duct set and install bracket and compensator with nuts, washers, screw and
bolts. Tighten nuts (5) to 40 inch-pounds torque. Tighten screw (10) to 50 inch-pounds
torque. (See Figure 203.)
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5. NUT 15. SPEED PICK-UP GEAR

10. NUT LOCKING KEY
Speed Pick-Up Gear Installation

Figure 202
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5. NUT 22. WASHER

10. SCREW 25. BRACKET
15. BOLT 30. N1 COMPENSATOR
20. BOLT 35. WASHER
N1 Compensator Installation
Figure 203
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values.
1. E. Installation of Speed Pick-Up Gear
(1) Position gear on turbine shaft against inner race of bearing.
(2) Apply anti-seize lubricant to threads of shaft and to threads and face of nut. Install nut.
CAUTION: BEFORE PERFORMING THE FOLLOWING STEP, VISUALLY

INSPECT 289766-1 SHAFT HOLDING WRENCH TO ENSURE
SMALL HEXAGON END IS SERVICEABLE. DO NOT USE TOOL
IF HEXAGON END IS WORN, DAMAGE TO MATING INTERNAL
HEXAGON END OF TIE ROD COULD OCCUR AND RESULT IN
REJECTION OF TIE ROD.
NOTE: Tool required to tighten nut (5) provides an offset of two inches from
nut centerline to torque wrench connection point, providing a differ-
ence in actual and indicated torques. Calculate indicated torque nec-
essary to obtain required actual torque as described in 70-00-00,
Standard Practices, Paragraph 3.
(3) Using 289750-1 adapter and 289766-1 wrench, tighten nut (5) to 1200 inch-pounds
torque.
(4) Note alignment of shaft slots and castellations on nut to establish suitable location for
nut locking key. Note location of shaft slot selected for key.
(5) Loosen nut using 289750-1 adapter and 289766-1 wrench and remove. Install new nut
locking key in noted location of shaft slot.
(6) Reinstall nut (5) and tighten to 1200 inch-pounds torque using 289750-1 adapter and
289766-1 wrench; continue to tighten nut, if necessary, to align shaft slots and castella-
tion but do not exceed 1400 inch-pounds torque.
Check Point 135: C. Verify specified torque on nut (5).
(7) Bend tab of nut locking key into slot in nut to lock position.
Check Point 135: D. Verify proper installation of nut locking key (10)
and cleanliness of cavity.
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values.
1. F. Installation of N1 Transducer
(1) Install speed pick-up gear in accordance with Paragraph 1.E.
CAUTION: AVOID EXCESSIVE BENDING OR SHARP RADIUS BENDS OF

FLEXIBLE CONDUIT WHEN INSTALLING TRANSDUCER.
NOTE: Whenever a new of replacement N1 transducer is installed, perform

N1 transducer output test in accordance with 72-00-00, Adjustment/
Test.
Coat threads of all bolts and nuts with anti-seize compound prior to
installation. Just prior to installing assembled parts on engine in the
following step, inspect pole pieces of transducer in accordance with
Step 2.B.(5).
(2) Assemble and secure components to transducer in the following order.
(a) Position sensor mount gasket on transducer support.
(b) Guide the lead of the N1 transducer through the sensor mount gasket and trans-
ducer support.
(c) Position the N1 transducer on sensor mount gasket and transducer support.
(d) Secure sensor mount gasket and N1 transducer to transducer support with bolts.
(3) Gently feed transducer lead through the forward boss at the 6 o’clock strut in the thrust
and exhaust nozzle.
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1. F. (4) Position assembled items (transducer lead, transducer support, sensor mount gasket)
and cover gasket (90) on internal bolt circle of thrust and exhaust nozzle and secure
with bolts (60).
(5) Install clamps (40, 55) on transducer lead and secure to transducer support with bolts
(30, 45) and washers (35, 50). Tighten bolts (30, 45, 60) to 50 inch-pounds torque.
CAUTION: HOLD TRANSDUCER LEAD SECURE WHEN TIGHTENING

NUTS TO PREVENT DAMAGE TO TRANSDUCER LEAD.
(6) Install nuts (75) on threaded fitting at end of transducer lead (80).
(7) [5BR-1H] [5BR-1C, 5BR-2C, Pre SB TFE731-72-3558] Install clamp (25) on transduc-
er and lead assembly (80) and secure to clamp (15) on tube assembly (20) with bolt
(10) and nut (5). Tighten bolt to 40 inch-pounds torque.
(8) [5BR-1C, 5BR-2C, Post SB TFE731-72-3558] Position bracket (105) and secure with
bolt (100). Tighten bolt (100) to 30 inch-pounds torque.
(9) [5BR-1C, 5BR-2C, Post SB TFE731-72-3558] Position clamp (28) on tube (80) and
secure with bolt (27) and nut (26). Tighten nut (26) to 30 inch-pounds torque.
tion Sequence, Steps 4 through 8.
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2. Inspection/Check
A. Inspection of N1 Transducer Access Cover Plate
(1) See Figure 201, 78-10-01 for illustration of access cover plate.
(2) Inspect access cover plate for cracks and distortion.
(3) Replace access cover plate if cracks or distortion is evident.
B. Inspection of N1 Transducer and Lead (See Figure 201)
(1) Inspect pole pieces for evidence of damage. Minor surface nicks or scratches are
acceptable.
(2) Inspect pole pieces for evidence of contact with speed pick-up gear (smearing of pole
piece). Excessive damage or wear exceeding the following criteria is not acceptable.
(a) Pole piece diameter shall not exceed 0.130 inch (due to smearing).
(b) Pole piece height shall not be less than 0.056 inch.
(c) Smeared pole piece that can be hand finished to dimensions of Step (a) and (b)
is acceptable. When blending, remove smeared material only.
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N1 Transducer Lead Manufacturer

Figure 204
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2. B. (3) Using multimeter check, resistance across Pins A and B (coil for cockpit indicator) and
across Pins C and D (coil for electronic engine control input) on transducer electrical
connector. Resistance, at ambient temperature of 21 ±11°C (70 ±20°F), shall be 125
±25 ohms for each measurement on units identified as manufactured by Skurka Engi-
neering Co, 145 ±20 ohms for each measurement on units identified as manufactured
by Garrett Manufacturing Ltd. (See Figure 204.)
(4) Using a multimeter, measure insulation resistance from Pin A or B to case, from Pin C
or D to case, and from Pin A or B to Pin C or D. There shall be a minimum of 100,000
ohms for each check. Insulation resistance values below 100,000 ohms may be
corrected by cleaning electrical connector. Refer to Cleaning/Painting.
(5) Examine pole pieces of transducer under 5X magnification for presence of any magnet-
ic particles. If required, wipe pole pieces with lint-free cloth to remove any particles
present.
(6) Replace N1 transducer and lead assembly if inspection requirements of Steps (1)
through (4) are not met.
C. Inspection of Transducer Support (See Figure 201)
Inspect transducer support for cracks. Cracks are not acceptable.
D. Inspection of Speed Pick-Up Gear (See Figure 202)
NOTE: Minor surface scratches, marks, or nicks are acceptable.
(1) Inspect gear for evidence of excessive damage caused by contact with N1 transducer.
Excessive damage is not acceptable.
(2) Inspect gear for cracks, broken or chipped teeth. Cracks, broken or chipped teeth are
not acceptable.
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2. E. Inspection of N1 Compensator (See Figure 203)
(1) Visually inspect compensator housing for obvious damage. Damage which may affect
function of compensator is not acceptable.
(2) Visually inspect electrical connector for damaged threads or pins. Damaged connector
is not acceptable.
CAUTION: IF RESISTANCE CHECK FAILS ENSURE COMPENSATOR WITH

SAME PART NUMBER IS INSTALLED.
(3) Use ohmmeter to measure resistance across Pins A and B on connector. Resistance
shall correspond to values in Table 204 for the compensator (by part number) installed.
(4) Using a megohmmeter, with 50 volts dc output, check for insulation breakdown. Insula-
tion resistance from Pins A and B to case shall be a minimum of 50 megohms. Low
insulation resistance may be caused by contamination of electrical connector. If low,
clean connector in accordance with Cleaning/Painting, then repeat check.
(5) Replace N1 compensator with same part number compensator if it does not meet
inspection requirements of Steps (1) through (4).
Table 204. N1 Compensator Data

Compensator Part Number Resistance (OHMS) Pin A to Pin B
3074135-1 10,000 ±50
3074135-2 9,310 ±47
3074135-3 8,660 ±43
3074135-4 8,060 ±40
3074135-5 7,500 ±38
3074135-6 6,980 ±35
3074135-7 6,490 ±32
3074135-8 6,040 ±30
3074135-9 5,620 ±28
3074135-10 5,230 ±26
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201 80 N1 Transducer and Lead X X X

85 Transducer Support X X
202 5 Nut X X
15 Speed Pick-Up Gear X X
203 30 N1 Compensator X X X
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N2 TRANSDUCER INSTALLATION

91201-2497
CAUTION: THE N2 TRANSDUCER IS A PERMANENT MAGNETIC COMPONENT.

THE FOLLOWING HANDLING PRECAUTIONS ARE MANDATORY:
1. TRANSDUCER MUST REMAIN IN PROTECTIVE COVERING AT

ALL TIMES WHEN REMOVED FROM ENGINE EXCEPT FOR
INSPECTION/CHECK PROCEDURES.
2. TRANSDUCER MUST BE HANDLED WITH CARE AND WORKED

WITH INDIVIDUALLY.
3. ALL WORK MUST BE DONE ON A NON-MAGNETIC SURFACE.
4. THROUGHOUT PROCEDURES REQUIRING HANDLING AND AT

ALL TIMES DURING SHIPPING OR STORAGE, TRANSDUCER
MUST NOT BE ALLOWED TO COME WITHIN TWO INCHES OF
ANY MAGNETIC SURFACE OR ANY OTHER PERMANENT
MAGNETIC COMPONENT.
5. ENSURE ELECTRICAL CONNECTOR IS KEPT COMPLETELY

CLEAN. METAL PARTICLES IN CONNECTOR, ATTRACTED BY
INTERNAL MAGNETIC COMPONENTS OF TRANSDUCER, WILL
RESULT IN SHORTING OF TRANSDUCER OUTPUT.
A. Removal of N2 Transducer (See Figure 201)
(1) Disconnect wiring harness from N2 transducer.
(2) Remove screws, washers, shims, packing and transducer from transfer gearbox.
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70. SCREW 85. SHIM (THICKNESS AS REQUIRED)

80. TRANSDUCER
N2 Transducer Installation
Figure 201
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values.
The following procedure shall be performed to determine shim thickness

required to achieve an air gap of between 0.012 to 0.015 inch for transduc-
er probe No. 1 and transducer probe No. 2. (See Figure 202.)
1. B. Installation of N2 Transducer (See Figures 201 and 202)
(1) With a depth micrometer, measure to locate minimum clearance between splines of
spacer inside gearbox and transducer mounting boss by rotating gear train at accesso-
ry drive gearbox.
(2) With a depth micrometer, measure distance from surface of transducer mounting boss
on gearbox housing to spacer teeth. Record as Dimension B.
(3) Measure distance from mounting surface of transducer to tip of transducer probe No. 1
as shown in Figure 202. Record as Dimension A.
(4) Subtract Dimension A from Dimension B and record result as Dimension C. (See
Figure 202.)
(5) Repeat Steps (1) through (4) for transducer probe No. 2.
NOTE: When calculating actual shim requirement, always use the lesser
Dimension C obtained from either probe No. 1 and probe No. 2.
(6) Using lesser of the two recorded Dimensions C (probe No. 1 or No. 2), select shims as
required and add to Dimension C to obtain clearance of 0.012 to 0.015 inch between
tip of transducer probe and spacer teeth.
Check Point 255: A. Verify Dimension A and Dimension B.
C. Record shims required.

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NOTE: If Dimension B is greater than Dimension A (Example 1), the result (Dimension
C) will be a positive (+) number. If Dimension A is greater than Dimension B
(Example 2), the result (Dimension C) will be a negative (-) number.
Add shim thickness as required between transducer mounting boss and mount-
ing surface of transducer to obtain clearance of 0.012 to 0.015 inch.
Shimming N2 Transducer
Figure 202
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Reason: To change resistance values across Pins A and B and across Pins C and D on transducer
electrical connector.
Step 2.A.(3) is changed as follows:
(3) Using multimeter, measure resistance across Pins A and B (coil for cockpit indicator)
and across Pins C and D (coil for digital electronic engine control input) on transducer
electrical connector. Resistance shall be within the following limits:
Part No. Resistance Limits

3070722-1/-2/-3 800 to 1300 ohms*
3070722-10
Vendor Code 1 19360 and 162365 450 to 550 ohms*
1
Vendor Code 9103 265 to 365 ohms*
*At ambient temperature of 21 ±11°C (70 ±20°F).
NOTES: 1. Vendor Code is embedded in the part serial number, and can be
determined as follows:
SN YY VVVVVV NNNNN
Two Digit Numeric Four to Six Digit Five Digit Sequential

Year of MFG Numeric Vendor Numeric Identifier
Code
(FAA APPROVED)
77-10-05 Page 2 of 2
UP833486
24 Jun 2015
See TR
NOTE: Just prior to installing transducer on gearbox in the following step,
inspect pole pieces (tips of probes 1 and 2) of transducer in accor-
dance with Step 2.A.(5).
1. B. (7) Install selected shims and transducer with new packings and secure with washers and
screws. Tighten screws (70, Figure 201) to 40 inch-pounds torque.
(8) Connect engine wiring harness connector to transducer electrical connector. Tighten to
9 inch-pounds torque using strap wrenches.
(9) Connect engine wiring harness in accordance with Aircraft Maintenance Manual.
2. Inspection/Check

megohm)
A. Inspection of N2 Transducer
(1) Inspect pole pieces for evidence of damage. Minor surface nicks or scratches are
acceptable.
(2) Inspect pole pieces for evidence of contact with speed pick-up spacer. Excessive
damage or wear exceeding 25 percent is not acceptable.
(3) Using multimeter, measure resistance across Pins A and B (coil for cockpit indicator)
and across Pins C and D (coil for digital electronic engine control input) on transducer
electrical connector. Resistance shall be 800 to 1300 ohms at ambient temperature of
21 ±11°C (70 ±20°F).
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2. A. (4) Connect shorting wire across Pins A and B and connect shorting wire across Pins C
and D. Using a multimeter, check for insulation breakdown. Insulation resistance from
Pins A or B to case, from Pins C or D to case, and from Pins A or B to Pins C or D,
shall be a minimum of 100,000 ohms for each check. Insulation resistance values
below 100,000 ohms may be corrected by cleaning electrical connector. Refer to
Cleaning/Painting.
(5) Examine pole pieces (tips of probes 1 and 2) of transducer under 5X magnification for
presence of any magnetic particles. If required, wipe pole pieces with lint-free cloth to
remove any particles present.
(6) Replace N2 transducer if inspection requirements of Steps (1) through (4) are not met.
Clean transducer in accordance with 72-00-00, Cleaning/Painting, Cleaning Method No. 11.
Clean screws, washers, and shims in accordance with 72-00-00, Cleaning/Painting, Cleaning
Method 1 or 2.
4. Approved Repairs

Electrical insulating compound (Dow Corning 4) Commercially available
Silicone rubber self adhering electrical insulation Commercially available
tape (A-A-59163)
NOTE: The following repair applies waterproofing materials to the N2 monopole

connector. This may be accomplished if repeated intermittent fuel
computer trips, attributed to N2 faults, are encountered.
A. Apply Waterproofing to N2 Monopole Connector
(1) Disconnect N2 monopole wiring harness connector.
(2) Clean harness connector and N2 monopole contacts in accordance with 72-00-00,
Cleaning/Painting, Cleaning Method No. 11, and dry using low pressure compressed
air.
(3) Apply a small amount of electrical insulating compound (Dow Corning 4) to the pins
and sockets of the N2 monopole and N2 monopole harness connector.
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4. A. (4) Install the N2 monopole connector in accordance with Removal/Installation instructions.
(5) Wrap the N2 monopole connector back shell and about 1/4 inch of the braided wire
shielding with silicone rubber self adhering electrical insulation tape (A-A-59163) in
accordance with manufacture’s instructions. (See Figure 203.)
Silicone Self Adhering Electrical Insulation Tape Installation (Typical)

Figure 203
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TEMPERATURE − DESCRIPTION AND OPERATION
1. General
The turbine gas temperature is measured by Chromel-Alumel thermocouples mounted on bosses

in the turbine interstage transition duct and extending into the gas path between the high pressure
and low pressure turbines. Two thermocouple rakes of five probes each are wired in parallel to
form an averaging circuit. The ten probes in the assembly present an average sensed tempera-
ture. The harness is routed aft through the turbine interstage transition duct and provides connec-
tions for the digital electronic engine control and for cockpit indication.
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UP833486
77-20-00 Page 2
Apr 22/05


THERMOCOUPLE HARNESS INSTALLATION

Alignment Fixture
Stretching Fixture
(Refer to 72-ST-01,
Special Tool Pamphlet
for maintenance instruc-
tions.)

CARBON.
UP833486
77-20-01 Page 201

Nov 26/03


Thermocouple Harness Installation

Figure 201
UP833486
77-20-01 Page 202

July 31/95


1. A. Removal of Thermocouple Harness (See Figure 201)

NOTE: Approximate weight of duct-nozzle-low pressure turbine module as-

sembly is 150 pounds.
(2) Remove tie rod nut. Remove nuts and bolts securing assembled duct-nozzle-low
pressure turbine module assembly to plenum case. Remove assembled duct-nozzle-
low pressure turbine module assembly from engine.
(3) Install 291926-1 fixture to support tie rod.
(4) Remove nut and washer from harness at connector mounting pad on assembled duct-
nozzle-low pressure turbine module assembly.
KEY TO FIGURE 201
5. TIE ROD NUT 35. LEAD ASSEMBLY

10. NUT 40. NUT
15. BOLT 45. WASHER
30. KEY WASHER 55. SEAL
UP833486
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July 31/95


Thermocouple Harness Probe Removal/Installation Sequence

Figure 202
UP833486
77-20-01 Page 204

July 31/95


CAUTION: AVOID EXCESSIVE BENDING OR SHARP RADIUS BENDS IN
LEADS WHEN REMOVING THERMOCOUPLE HARNESS. RA-
DIUS OF LEAD BENDS SHALL NOT BE LESS THAN 0.5 INCH.
USE PARTICULAR CARE AT POINT WHERE LEADS EXIT PLE-
NUM.
ENSURE THAT THE PROBE SHIMS ARE REMOVED WITH THE

THERMOCOUPLE HARNESS AND NOT DROPPED INTO EN-
GINE.
1. A. (5) Remove bolts and key washers securing thermocouple probes to assembled duct-
nozzle-low pressure turbine module assembly. Discard key washers. Bolts may be
reused if inspection requirement of Paragraph 2.C is met.
(6) Remove thermocouple harness by removing the probes in the following sequence; 1
and 10, 2 and 9, 3 and 8, 4 and 7, 5 and 6. (See Figure 202.)
(7) Remove external pressure seals. Discard external pressure seals.

UP833486
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July 31/95


CAUTION: AVOID EXCESSIVE BENDING OR SHARP RADIUS BENDS IN LEADS
WHEN INSTALLING THERMOCOUPLE HARNESS. RADIUS OF
LEAD BENDS SHALL NOT BE LESS THAN 0.5 INCH.

values.
1. B. Installation of Thermocouple Harness
NOTE: Thermocouple harness clamps (furnished with thermocouple harness)

are not installed until thermocouple harness probes are installed into
the turbine interstage transition duct (ITT duct) bosses.
(1) Position thermocouple harness on assembled duct-nozzle-low pressure turbine module

assembly by feeding lead connector portion through hole in lower portion of transition
duct.
NOTE: External pressure seal is to be replaced anytime the thermocouple

harness is installed (bolts torqued) and then removed for any reason.
(2) Install an external pressure seal (55) on each probe of thermocouple harness. (See
Figure 203.)
(3) Position thermocouple harness on ITT duct, inserting probe on open end of each ther-
mocouple harness leg last. Sequence of probe insertion into ITT duct would be 5 and
6, 4 and 7, 3 and 8, 2 and 9, 1 and 10. (See Figure 202.)
NOTE: Thermocouple harness clamps are installed facing inward (flat side
outward) to provide the best fit of thermocouple harness to ITT duct.
(4) Position thermocouple harness clamps (furnished with thermocouple harness) facing
inward (flat side outward) on thermocouple harness. (See Figure 203.)
(5) Apply anti-seize compound to ITT duct boss and bolt threads. Secure thermocouple
harness and clamps to ITT duct using new key washers and serviceable bolts.
NOTE: A minimum of five and one-half threads through the harness clamp are
required to ensure proper seating of the external pressure seal.
(6) Position key washers with flat side locking tab facing away from probe. Tighten bolts to
60 inch-pounds torque. Ensure bolt has a minimum five and one-half threads through
the harness clamp. Secure key washer by bending locking tab over thermocouple
harness clamp and two pointed tabs against bolt head.
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Nov 26/03


Installation of Thermocouple Harness

Figure 203
UP833486
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July 31/95


1. B. (7) Install washer (45) and nut (40) over lead connector portion and turn onto threads of
block protruding from transition liner to secure. Tighten nut (40) to 200 to 250 inch-
pounds torque and lockwire to adjacent bolt securing thrust and exhaust nozzle.
(8) Inspect for sharp edge on step of interstage transition duct between probe circle of
harness and junction box of harness that attaches to duct. If sharp edge exists where
harness leads cross step, stone off sharp edge to prevent chafing of metal encasement
on harness leads.
(9) Ensure a clearance of 0.010 to 0.060 inch is maintained between metal encasement
for harness leads (between junction box attaching to duct and probe circle) and surface
of interstage transition duct. Total overall height of thermocouple harness from surface
of transition duct shall be no more than 0.280 inch. There shall be no metal-to-metal
contact. Recontour metal encasement, if required, to obtain clearance.
UP833486
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July 31/95


2. Inspection/Check

megohm)
Digital voltmeter Hickok Inc, 10514 DuPont Ave, Cleveland, OH
(Model 3200 with DP100 Module) 44108-1399
Megohmmeter General Radio, 300 Baker St, Concord, MA
(Model GR 1863-9700) 01742
Multimeter Triplett Corp, One Triplett Dr, Bluffton, OH
(Part No. 310C-5-3022) 45817-1097
(Alternate for digital multimeter)
Tape (Polyimide (Kapton) Tape) (EE6761 or Permacel, A Nitto Denko Co, P.O. Box 671, U S
P-222) Highway 1, New Brunswick, NJ 08903-0671

NOTE: There is no substitute for this tool.

ITT Harness GO/NO-GO Determines harness probe serviceability. 832812-1
Gage
NOTE: A repair is available for replacing damaged thermocouple probes and/or

connector leads. The extent of repair may be limited to economic consider-
ations. Due to critical process control requirements which must be main-
tained during the repair process, this repair is authorized to be performed at
the following.
Distribution Center
A. Inspection of Thermocouple Harness
(1) Inspect harness for evidence of damage from excessive heat. Inspect harness welded
and brazed areas for cracks which would allow entrance of moisture through metal
encasement.
(2) Inspect metal encasement of ITT harness leads for evidence of chafing at point be-
tween junction box attaching to interstage transition duct and probe circle. Chafing
resulting from action of metal encasement against duct is acceptable if notch or chafe
mark is no deeper than 0.018 inch into metal encasement.
UP833486
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Nov 30/06


Inspection of ITT Harness Probes

Figure 204
UP833486
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June 9/06


2. A. (3) Inspect probes of thermocouple harness for notching caused by erosion. Notching in
metal encasement on probes shall not exceed depth of 0.035 inch, and notch length
shall not extend more than 180 degrees around circumference of probe.
(4) Inspect harness probes for excessive bending.
NOTE: The 832812-1 ITT harness GO/NO-GO gage can be used to

inspect the probes while the harness is still installed on the tran-
sition duct or after the harness has been removed (uninstalled).
See Figure 204 for the correct usage and orientation of the GO/
NO-GO gage.
(a) Using the 832812-1 ITT harness GO/NO-GO gage, check each harness probe
for excessive bending. Be sure the gage is properly oriented to the probe bend-
ing. (See Figure 204.)
(b) If the tip of the probe contacts the GO/NO-GO gage before the base of the gage
contacts the root of the probe, replace the ITT harness. (See Figure 204.)
(5) Perform resistance check of harness using a multimeter. Resistance across Pins J1-A
and J1-D (indicator circuit) shall not exceed 8.0 ohms. Resistance across Pins J1-B
and J1-C (control circuit) shall not exceed 8.0 ohms.
CAUTION: DO NOT APPLY MORE THAN 100 VOLTS DC WHEN PERFORM-

ING THE FOLLOWING STEP.
(6) Check for insulation resistance of at least 50 kilohms between pins and case at room
temperature using a megohmmeter with 100 volts dc applied. Low insulation resis-
tance may be caused by contamination of electrical connector. If low, clean connector
in accordance with Cleaning/Painting, then repeat check.
(7) Check harness functionally.
(a) Connect digital voltmeter across harness electrical connector Pins J1-A and
J1-D (indicator circuit). Connect voltmeter positive lead to Chromel Pin J1-D and
negative lead to Alumel Pin J1-A.
(b) Using 260°C (500°F) temperature heat gun or propane torch, heat each harness
probe one at a time while observing digital voltmeter. Small change in voltmeter
indication shall be observed when each probe is heated, indicating probe is
operational. Replace harness if indication change is not noted for each probe.
(c) Using 260°C (500°F) temperature heat gun or propane torch, heat each harness
junction box and bulkhead connector (connecting harness leads at point where
leads exit transition duct when installed on engine) one at a time while observing
voltmeter. Any voltmeter indication change greater than 0.1 millivolt while a
junction box or the bulkhead connector is being heated requires replacement of
thermocouple harness.
UP833486
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June 9/06


2. A. (7) (d) Disconnect voltmeter from indicator circuit and connect across Pins J1-B and
J1-C (control circuit). Connect voltmeter positive lead to Chromel Pin J1-C and
negative lead to Alumel Pin J1-B.
(e) Repeat Steps (b) and (c).
(f) Remove voltmeter.
(8) Replace harness if it does not meet requirements of Steps (1) through (7).
UP833486
77-20-01 Page 210B

June 9/06


2. B. Inspection of Thermocouple Lead Assembly
(1) Check each thermocouple lead assembly female connector pin socket for pin retention.
(a) Hold connector with socket end facing downward and insert 0.039 inch diameter
pin, with one ounce weight attached, into pin socket.
(b) Any pin socket not retaining pin with one ounce weight attached is not accept-
able.
(2) Inspect braided metal shielding for frayed, unwoven, broken, or protruding wire braid-
ing.
(3) Inspect connectors for security, cracks, corrosion, loose, or twisted wiring, bent, broken,
burned, or receded pins, and damaged connector threads.
(4) Check lead assembly functionally.
(a) Perform resistance check of lead assembly using a megohmmeter. Resistance

shall be 8.0 ohms maximum between Pin A of P1 and Pin 1 of J3 (alumel).
Resistance shall be 8.0 ohms maximum between Pin D of P1 and Pin 2 of J3
(chromel).
(b) Perform resistance check of control circuit using multimeter. Resistance shall be
8.0 ohms maximum between Pin B of P1 and Pin 1 of J2 (alumel). Resistance
shall be 8.0 ohms maximum between Pin C of P1 and Pin 2 of J2 (chromel).
CAUTION: DO NOT APPLY MORE THAN 100 VOLTS DC WHEN PER-

(c) Check for insulation resistance of at least 50 kilohms from pin to pin and be-
tween pins and case at room temperature using a megohmmeter with 100 volts
dc applied. Low insulation resistance may be caused by contamination of elec-
trical connector. If low, clean connector in accordance with Cleaning/Painting,
then repeat check.
(5) Replace lead assembly if requirements of Steps (1) through (4) are not met.
(6) Torn or frayed outer shielding (clear covering over lead) may be wrapped with
Polyimide tape.
C. Inspection of Bolts Used to Secure Thermocouple Harness to Transition Duct
Perform fluorescent penetrant inspect in accordance with 70-00-00, Standard Practices on

bolts used to secure thermocouple harness to transition duct. Cracks not acceptable.
UP833486
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July 31/95


Cleaning Method 1 or 2.
(2) Clean tie rod nut in accordance with 72-00-00, Cleaning/Painting, Cleaning Method 1 or
2.
(3) Clean thermocouple harness in accordance with 72-00-00, Cleaning/Painting, Cleaning

Method 11.
(4) Clean thermocouple lead assembly in accordance with 72-00-00, Cleaning/Painting,

Cleaning Method 11.
UP833486
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July 31/95


CHAPTER 78 − EXHAUST
TABLE OF CONTENTS
CHAPTER/
SECTION/
GENERAL 78-00-00

NOZZLE 78-10-00

MIXER NOZZLE INSTALLATION 78-10-01
Repair of All Cracks or Broken Welds on Mixer
Nozzle Components 208
Repair of Broken or Missing Nutplates 209
Replacement of Broken Alignment Pin 209
UP833486
78-CONTENTS EXHAUST
Page 1
Apr 22/05


UP833486
78-CONTENTS EXHAUST
Page 2
Apr 22/05

CHAPTER/ CHAPTER/
EXHAUST − Tab
List of
Pages 2 Nov 30/06
Record of
78-00-00 1 Apr 22/05

2 Apr 22/05
78-10-00 1 Apr 22/05
2 Apr 22/05
78-10-01 201 Nov 26/03
202 July 31/95
203 July 31/95
204 Nov 26/03
204A Apr 22/05
204B Apr 22/05
205 Apr 28/00
206 July 31/95
207 July 31/95
208 Nov 26/03
209 Nov 30/06
210 Apr 22/05
UP833486
78-EFF Page 1
Nov 30/06



UP833486
78-EFF Page 2
Nov 30/06


CHAP/SEC/ INCORPO-
SUBJ RATED INTO
UP833486
78-T-R-REC Page 1
Apr 22/05


UP833486
78-T-R-REC Page 2
Apr 22/05

1. Exhaust
The exhaust section of this engine has been modified with the addition of a Mixer Nozzle Assem-
bly to provide additional thrust.
UP833486
78-00-00 Page 1
Apr 22/05



UP833486
78-00-00 Page 2
Apr 22/05


NOZZLE − DESCRIPTION AND OPERATION
1. Mixer Nozzle
The mixer nozzle combines fan by-pass air and low pressure turbine exhaust nozzle gases into a
single mixture which is then ducted into the atmosphere (exhaust). The result is additional thrust
with minimum effect on TSFC or spool speeds.
UP833486
78-10-00 Page 1
Apr 22/05



UP833486
78-10-00 Page 2
Apr 22/05


MIXER NOZZLE INSTALLATION

CARBON.
*Anti-seize thread compound (Never-Seez Pure Bostik Inc, 211 Boston St, Middleton, MA 01949
Nickel Special) (MIL-PRF-907)
UP833486
78-10-01 Page 201

Nov 26/03


Mixer Nozzle Installation

Figure 201
UP833486
78-10-01 Page 202

July 31/95


1. A. Removal of Mixer Nozzle Installation (See Figure 201)
(1) Remove screws securing aft core plug to forward core plug.
(2) Remove aft core plug.
(3) Loosen clamp on mixer nozzle, ensuring relative position of mixer nozzle with engine
and forward core plug is marked, slide mixer nozzle out from under clamp and over
forward core plug. Remove clamp.
(4) Remove bolts securing forward core plug and forward core plug cover.
(5) Remove forward core plug and cover.
KEY TO FIGURE 201
5. SCREW 35. BOLT

10. CORE PLUG - AFT *45. RIVET
15. CLAMP *50. NUTPLATE
17. NUT 55. CORE PLUG - FORWARD
*25. PIN 60. COVER (N1 TRANSDUCER
30. MIXER NOZZLE ACCESS COVER PLATE)
*REMOVED FOR REPAIR ONLY

UP833486
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July 31/95


CAUTION: AFTER INSTALLATION OF MIXER NOZZLE, CHECK FOR PROPER
OPERATION OF THRUST REVERSER IN ACCORDANCE WITH AIR-
CRAFT MAINTENANCE MANUAL.
1. B. Installation of Mixer Nozzle Installation (See Figure 201)
(1) Apply anti-seize compound to threads of bolts.
(2) Install two guide pins into holes of thrust and exhaust nozzle.
CAUTION: IMPROPER CLOCKING OF THE CORE PLUG TO THE THRUST
AND EXHAUST NOZZLE CAN AFFECT THE OPERATION OF
THE THRUST REVERSER; THEREFORE, IT IS ESSENTIAL
THAT THE CORE PLUG BE CLOCKED TO THE THRUST AND
EXHAUST NOZZLE AS INDICATED IN THE FOLLOWING STEPS.
(3) Slide core plug cover (60) over guide pins then slide forward core plug (55) over pins
and onto cover (60)
(a) [5BR-1C, 5BR-2C] Ensure that TDC marked on forward core plug is at 12
o’clock.
(b) [5BR-1H - LH Engine Installation] Ensure that LEFT HAND marked on forward
core plug is at 12 o’clock.
(c) [5BR-1H - RH Engine Installation] Ensure that RIGHT HAND marked on for-
ward core plug is at 12 o’clock.
(4) Secure plug and cover with bolts, but do not tighten bolts at this time.
(5) Remove guide pins and install remaining bolts, but do not tighten bolts at this time.
(6) Install clamp (15) loosely behind flange ridge of thrust and exhaust nozzle with nut (17)
located at the 3 o’clock position.
CAUTION: IMPROPER CLOCKING OF THE MIXER NOZZLE TO THE
THRUST AND EXHAUST NOZZLE CAN AFFECT THE OPERA-
TION OF THE THRUST REVERSER; THEREFORE, IT IS ESSEN-
TIAL THAT THE MIXER NOZZLE BE CLOCKED TO THE
THRUST AND EXHAUST NOZZLE AS INDICATED IN THE FOL-
LOWING STEPS.
(7) Install mixer nozzle (30) to engine aligning with slots in forward core plug.
(a) [5BR-1C, 5BR-2C] Ensure that TDC marked on mixer nozzle is at 12 o’clock
and alignment pin on mixer nozzle is engaged in slot on thrust and exhaust
nozzle.
(b) [5BR-1H - LH Engine Installation] Ensure that LEFT HAND marked on mixer
nozzle is at 12 o’clock and alignment pin on mixer nozzle is engaged in slot on
thrust and exhaust nozzle.
(c) [5BR-1H - RH Engine Installation] Ensure that RIGHT HAND marked on mixer
nozzle is at 12 o’clock and alignment pin on mixer nozzle is engaged in slot on
thrust and exhaust nozzle.
UP833486
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Nov 26/03


1. B. (8) Secure mixer nozzle (30) with clamp (15) positioning clamp nut (17) at 3 o’clock posi-
tion and tighten nut to 75 inch-pounds torque. Tap clamp around complete outer
diameter, to ensure clamp is properly seated, then re-check torque on nut. Repeat as
required until torque is unchanged when re-checked.
NOTE: When working in area of mixer nozzle where support feet protrude
through the forward core plug, care should be taken to prevent injury
while tightening bolts that secure forward core plug and cover.
(9) Tighten bolts (35) installed in Steps (4) and (5) to 60 inch-pounds torque.
(10) Apply anti-seize thread compound to threads of screws. Install aft core plug (10) onto
forward core plug (55) and secure with screws. Tighten screws (5) to 60 inch-pounds
torque.
UP833486
78-10-01 Page 204A

Apr 22/05



UP833486
78-10-01 Page 204B

Apr 22/05


2. Inspection/Check
A. (Mixer Nozzle Installed on Engine) Inspection of Mixer Nozzle Assembly (See Figure 202)
NOTE: The following criteria may be exceeded for up to 25 operating hours

except for the criteria specified in Step (e) which requires immediate
repair.
(1) Inspect mixer nozzle assembly for cracks, missing pieces of metal, and broken align-
ment pin.
NOTE: Areas A, B, and C are typical places of known through cracks

that could result in loss of flute radial retention.
(a) (Areas A and B) Cracks are acceptable that result in loss of flute radial reten-
tion at six flutes but no more than three adjacent flutes.
(b) (Area C) Cracks in spot welds are acceptable that result in loss of radial reten-
tion at six flutes, but no more than three adjacent flutes.
(c) (Areas D and E) Cracks are acceptable when confined to the aft 3.00 inches
(DIM. B) of the flute.
(d) (Area D) Missing pieces of metal are acceptable when confined to the aft 3.00
inches (DIM. B) of the flute and support foot saddle.
(e) (Area E) Missing pieces of metal are not acceptable in the 1.50 inches (DIM. A)
illustrated in Detail B. If pieces are missing, refer to Approved Repairs.
(f) (Area F) Cracks and separations between support feet halves are acceptable.
(g) If inspection criteria is exceeded in Steps (a), (b), and/or (c), repair mixer nozzle
assembly within 25 operating hours.
(h) If inspection requirements are not met refer to Approved Repairs for welding of
cracks.
(i) Inspect for broken alignment pin. If dowel pin is broken, refer to Approved Re-
pairs for replacement of pin.
UP833486
78-10-01 Page 205

Apr 28/00

See TR
2. B. (Mixer Nozzle Removed From Engine) Inspection of Mixer Nozzle Assembly
(1) Inspect mixer nozzle assembly for cracks, separations, fretting, missing pieces of met-
al, and broken dowel pin. (See Figure 202.)
(a) (Areas A, B, C, D, E, and G) Cracks or missing pieces of metal are not accept-
able.
(b) (Area F) (Part No. 3074953-1) Cracks or separations between support feet
halves are not acceptable.
(c) (Area F) (Part No. 3077040-1) Cracks or separations between support feet
halves are acceptable.
(d) (Area H) Fret damage or metal thinning is acceptable if minimum material thick-
ness is not less than 0.020 inch.
(e) Fretting between inner struts and center core nozzle slots is acceptable.
(f) Broken dowel pin is not acceptable.
(g) Perform fluorescent penetrant inspection in accordance with 70-00-00, Standard

(h) If inspection requirements are not met, refer to Approved Repairs.
(2) Visually inspect forward and aft core assemblies.
(a) Inspect sheet metal of both core assemblies for cracks or tears. If damage is
evident or suspected, perform fluorescent penetrant inspection in accordance
with 70-00-00, Standard Practices. Cracks or tears are not acceptable.
(b) Inspect for loose or missing nutplates and rivets. Missing or broken nutplates
acceptable if not more than three, and none consecutive, are affected.
(c) If inspection requirements are not met refer to Approved Repairs, for welding of
cracks and replacement of nutplates.
(3) Inspect mounting clamp “T” bolt threads for damage. Replace clamp if threads are
damaged.
(4) Deleted.
UP833486
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July 31/95



Reason: To clarify requirements for fluorescent penetrant inspection. 7.A.(1)
Steps 2.B.(1)(g) and (h) are changed and Step (i) is added as follows:
(g) [5BR-1C, 5BR-2C, Pre SB TFE731-78-3001] Perform fluorescent penetrant

inspection in accordance with 70-00-00, Standard Practices. Cracks are not
acceptable.
(h) [5BR-1C, 5BR-2C, Post SB TFE731-78-3001, and 5BR-1H] If accomplishing an

MPI, perform fluorescent penetrant inspection in accordance with 70-00-00,
Standard Practices. Cracks are not acceptable.
(i) If inspection requirements are not met, refer to Approved Repairs.

UP833486
Page 1 of 1
18 Jun 2008

LIMITS
DIM. A 1.50 inches
DIM. B 3.00 inches
Mixer Nozzle Inspection

Figure 202
UP833486
78-10-01 Page 207

July 31/95



201 10 Core Plug, Aft X X X

15 Clamp X X X
30 Mixer Nozzle X X X
55 Core Plug, Fwd X X X
60 Cover X X X
4. Approved Repairs

Filler rod (Hastelloy W) (AMS 5786) Bob Martin Co, 2209-T N Seaman Ave, South El
Monte, CA 91733-2630
A. Repair of All Cracks or Broken Welds on Mixer Nozzle Components
NOTE: All welding shall be accomplished by qualified personnel certified to

specification AWS D17.1 and familiar with industry techniques com-
monly used in fusion arc welding processes.
(1) Weld repair all cracks or broken welds by fusion arc welding in accordance with
tices on weld repair areas.
UP833486
78-10-01 Page 208

Nov 26/03


4. A. (3) If pieces of metal are missing on mixer nozzle assembly, a repair is available. Due to
critical process control requirements which must be maintained during the repair pro-
cess, this repair is authorized to be performed only by Honeywell. For repairs, send
mixer nozzle assembly to the following.

Distribution Center
B. Repair of Broken or Missing Nutplates
Replace nutplates and rivets in accordance with good shop practices.
C. Replacement of Broken Alignment Pin
(1) Remove broken pin using standard shop practices.
(2) Install new pin. New pin shall have an interference fit of 0.0005 to 0.0015 inch.
(3) If pin cannot be removed, grind the broken pin flush with the flange on the mixer
nozzle.
(4) Drill a hole 180 degrees from existing pin to a depth of 0.126 inch. Hole shall provide
an interference fit of 0.0005 to 0.0015 inch.
(5) Press new pin into hole ensuring that pin extends 0.062 inch beyond hole.
UP833486
78-10-01 Page 209

Nov 30/06



UP833486
78-10-01 Page 210

Apr 22/05


CHAPTER 79 − OIL
TABLE OF CONTENTS
CHAPTER/
SECTION/
GENERAL 79-00-00

STORAGE 79-10-00

OIL TANK INSTALLATION 79-10-01
Replacement of Damaged Decal 213
DISTRIBUTION 79-20-00

Oil Filter and Cover 1
Breather Pressurizing Valve 1
Lube and Scavenge Oil Pump 1
Rear Turbine Bearing Oil Lines 1
Fuel Heater Installation 1
Oil Temperature Regulator (Fuel/Oil Cooler) Installation 2
Oil (Air/Oil) Cooler Installation 2
UP833486
79-CONTENTS OIL
Page 1
July 31/95

CHAPTER 79 − OIL
CHAPTER/
SECTION/
DISTRIBUTION (CONT)
OIL FILTER AND COVER INSTALLATION 79-20-01

BREATHER PRESSURIZING VALVE INSTALLATION 79-20-02
OIL PUMP AND CHIP DETECTOR INSTALLATION 79-20-03
Repair of Oil Pump Pressure Regulator 218
Adjustment/Test 223
OIL LINES INSTALLATION 79-20-04
Repair of Bearing Lube Tube 207
REAR TURBINE BEARING OIL TUBES INSTALLATION 79-20-05
UP833486
79-CONTENTS OIL
Page 2
Aug 23/02

CHAPTER 79 − OIL
CHAPTER/
SECTION/
DISTRIBUTION (CONT)
FUEL HEATER OIL TUBES INSTALLATION 79-20-06

FUEL/OIL COOLER INSTALLATION 79-20-07
Repair of Oil Temperature Regulator 207
AIR/OIL COOLER INSTALLATION 79-20-09
Repair of Bottom Panels 221
Rework of Bottom Panel to Prevent Chafing of
Tower Shaft Housing 221
Side and Bottom Panel Crack Repair 222
Repair of Fretted Dowel Pin Holes in Bottom Panel 223
Removal and Replacement of Sleeves in Lower Left and
Right Air/Oil Coolers 223
Repair of Upper and Lower Air/Oil Coolers 227
UP833486
79-CONTENTS OIL
Page 3
Aug 23/02

CHAPTER 79 − OIL
CHAPTER/
SECTION/
DISTRIBUTION (CONT)
FAN OIL TRANSFER TUBES AND JET INSTALLATION 79-20-10

AIR AND OIL TRANSFER TUBES INSTALLATION 79-20-11
INDICATING 79-30-00

OIL FILTER BY-PASS VALVE INSTALLATION 79-30-01
UP833486
79-CONTENTS OIL
Page 4
Nov 30/05

CHAPTER/ CHAPTER/
OIL − Tab 202 July 31/95
203 Nov 26/03
Table of 1 July 31/95
Contents 2 Aug 23/02 204 Nov 26/03
3 Aug 23/02 205 July 31/95
4 Nov 30/05 206 Nov 26/03
207 Apr 22/05
List of 208 Apr 22/05
Effective 1 May 11/07 79-20-03 201 Nov 26/03
Pages 2 May 11/07
202 Nov 26/03
Record of 203 Nov 26/03
Temporary 1 June 9/06 204 July 31/95
Revisions 2 Apr 22/05 205 July 31/95
206 Nov 26/03
79-00-00 1 Apr 22/05 207 Nov 26/03
2 Apr 22/05 208 Apr 28/00
79-10-00 1 Apr 22/05 209 July 31/95
2 Apr 22/05 210 July 31/95
79-10-01 201 Nov 26/03 211 July 31/95
202 July 31/95 212 July 31/95
203 Nov 26/03 213 Apr 28/00
204 July 31/95 214 Apr 28/00
205 July 31/95 215 Apr 28/00
206 Nov 26/03 216 Aug 23/02
207 Nov 26/03 217 Apr 28/00
208 July 31/95 218 Nov 26/03
209 Nov 26/03 219 Apr 28/00
210 Aug 23/02 220 Apr 28/00
211 Nov 26/03 221 Nov 26/03
212 Nov 30/06 222 Nov 26/03
213 Nov 26/03 223 Apr 22/05
214 July 31/95 224 July 31/95
79-20-00 1 May 11/07 225 Apr 22/05
2 May 11/07 226 Apr 22/05
3 July 31/95 79-20-04 201 Nov 26/03
4 Nov 26/03 202 Aug 23/02
79-20-01 201 July 31/95 203 Nov 26/03
202 July 31/95 204 Nov 26/03
203 July 31/95 205 Nov 26/03
204 July 31/95 206 July 31/95
79-20-02 201 Nov 26/03 207 Apr 22/05
UP833486
79-EFF Page 1
May 11/07

CHAPTER/ CHAPTER/
208 Apr 22/05 218 July 31/95
79-20-05 201 Nov 26/03 219 July 31/95
202 Nov 26/03 220 Aug 23/02
203 Nov 26/03 221 Nov 26/03
204 Aug 23/02 222 Nov 30/05
79-20-06 201 Nov 26/03 223 Aug 23/02
202 Nov 26/03 224 July 31/95
203 Nov 26/03 225 July 31/95
204 Nov 26/03 226 July 31/95
205 Nov 26/03 227 July 31/95
206 Nov 26/03 228 July 31/95
207 Nov 26/03 79-20-10 201 July 31/95
208 Nov 26/03 202 July 31/95
209 Nov 26/03 203 July 31/95
210 Apr 28/00 204 July 31/95
211 Nov 26/03 79-20-11 201 Nov 26/03
212 Aug 23/02 202 July 31/95
79-20-07 201 July 31/95 203 Nov 26/03
202 July 31/95 204 July 31/95
203 Nov 26/03 205 Nov 26/03
204 July 31/95 206 Apr 28/00
205 July 31/95 207 Nov 26/03
206 July 31/95 208 Apr 28/00
207 Aug 23/02 209 Nov 30/05
208 July 31/95 210 Nov 30/05
79-20-09 201 Nov 26/03 211 Nov 30/05
202 July 31/95 212 Nov 30/05
203 July 31/95 79-30-00 1 May 11/07
204 July 31/95 2 Apr 22/05
205 Nov 26/03 79-30-01 201 June 9/06
206 Apr 28/00 202 July 31/95
207 Nov 26/03 202A June 9/06
208 Nov 26/03 202B June 9/06
209 Nov 26/03 203 July 31/95
210 July 31/95 204 July 31/95
211 July 31/95 205 Aug 23/02
212 July 31/95 206 Apr 28/00
213 July 31/95
214 July 31/95
215 July 31/95
216 June 9/06
217 July 31/95
UP833486
79-EFF Page 2
May 11/07

CHAP/SEC/ INCORPO-
SUBJ RATED INTO
79-30-01
79-1 201 Jan 13/06 9
79-2 Aug 2/07 Jun 11/12 H
79-3 Aug 2/07 Jun 11/12 H
79-4 Aug 2/07 Jun 11/12 H
79-5 Aug 2/07 Jun 11/12 H
79-6 Aug 2/07 Jun 11/12 H
79-7 Jul 16/07 Jun 11/12 H
79-8 8 Jun 2013 18 Apr 2014 H 23 Feb 2015 H Repl. by 79-9
79-9 16 Feb 2015 23 Feb 2015 H
79-10 18 Feb 2019 18 Feb 2019 H
79-11 2 Nov 2020 2 Nov 2020 H

UP833486
79-T-R-REC Page 1
June 9/06


UP833486
79-T-R-REC Page 2
Apr 22/05

1. Oil
The oil is drawn from an oil tank by the oil pressure pump and is passed through the pressure-
regulating valve, the oil filter, and through to the surface oil (air/oil) coolers.
The air/oil coolers comprise a three-segment finned cooler that forms the inner surface of the
engine fan duct. From the oil-to-air air/oil coolers, the oil flow is divided so that part of the flow is
directed to the accessory drive and transfer gearboxes and the engine bearings. The remaining
oil passes through the oil temperature regulator (fuel/oil cooler), exchanging heat from oil to fuel,
and is then delivered to the planet gear assembly. Both the air/oil coolers and the fuel/oil cooler
are equipped with thermostatic by-pass valves to maintain the oil at the desired minimum tempera-
ture during operation. The air/oil cooler system is equipped with a drain plug to drain the finned
air/oil coolers. The oil system schematic is illustrated in 72-00-00, Schematics and Diagrams.
UP833486
79-00-00 Page 1
Apr 22/05



UP833486
79-00-00 Page 2
Apr 22/05



Reason: To change paragraph 1 to show the oil tank information.
Paragraph 1. is changed as follows:
1. General
The oil tank is a 6.6 quart capacity. It is mounted on the right-hand side outside of the fan by-pass
housing. The tank is equipped with a course screen at the oil suction intake. The tank is also equipped
with a liquid level (sight glass) gage to check tank quantity and a filler plug.
A filler tube with a filler plug on the left side of the engine provides a means of filling the oil tank for
those engines mounted such that the oil tank filler plug is inaccessible.
Some tanks are provided with an additional mounting boss next to the filler plug for installation of an
electrical sensor to provide remote oil quantity readout.
The oil tank installation includes all of the connecting tubes and elbows, as well as the oil tank.
EFFECTIVITY Page 3 of 20
UP833486
ALL 79-10-00 18 Feb 2019


STORAGE − DESCRIPTION AND OPERATION
1. General
The oil tank is a 6.6 quart capacity. It is mounted on the right-hand outside of the fan by-pass
housing. The tank is equipped with a coarse screen at the oil suction intake. The tank is
equipped with a liquid level gage to check tank quantity and a filler cap.
A filler tube with an integral cap on the left side of the engine provides a means of filling the oil
tank for those engines mounted such that the liquid level gage is inaccessible. The oil tank instal-
lation includes all of the connecting tubes and elbows, as well as the oil tank.
Some tanks are provided with an additional mounting boss next to the filler plug, for installation of
an electrical sensor to provide remote oil quantity readout.
UP833486
79-10-00 Page 1
Apr 22/05



UP833486
79-10-00 Page 2
Apr 22/05



Reason: To change Paragraph 1.B. to show the latest vent and filler tube information.
Paragraph 1.B. is changed as follows:
1. B. Removal of Vent and Filler Tube Installation (See Figure 202)

(1) Remove bolts (5, 15) and retainers (10, 20) securing vent tube (35) and elbow (25),
then remove vent tube and elbow from engine.
(2) Remove plug (40) from vent tube (35). Remove packing (30) from elbow (25),
packings (50, 55) from vent tube and packing (45) from plug. Discard packings.
(3) Remove nut (60), bolt (65), washer (70), bolt (75) and retainer (80) securing filler tube
(130) to engine. Remove tube from engine. Remove packing (135) from tube. Discard
packing.
(4) Remove liquid level gage (110) or filler plug (115), as applicable, from filler tube (130)
in accordance with 72-00-00, Servicing. Remove packing from gage or plug (refer to
Approved Repairs for packing location).
UP833486
ALL 79-10-01 18 Feb 2019


OIL TANK INSTALLATION

Compound (Ultra Copper Silicone Gasket Permatex Industrial Div of Loctite Corp, 1001
81878) Trout Brook Crossing, Rocky Hill, CT 06067-3910
Masking tape (Commercial Item Description Commercially available
A-A-883) (SAE AMS-T-21595)
A. Removal of Oil Tank Plumbing Installation (See Figure 201)
(1) Remove nuts, bolt, clamp, and bracket securing cooler-to-lube jets tube assembly to aft
end of oil pump in accordance with 79-20-07.
(2) Remove nut (5), bolt (10), clamp (35), and spacer (15).
(3) Remove bolt (25) and bracket (30).
(4) Remove existing bolt and bracket (20).
(5) Remove nut (40), bolt (45), and clamps (50, 55) securing oil pressure sensing tube
assembly (60).
(6) Remove nuts (65, 75), washers (70, 80), bolts (85), retainer (90), and elbow (95).
Remove and discard packing (100).
(7) Remove nuts (135), washers (140), bolts (145), and retainer (150).
(8) [Pre SB TFE731-79-3066] Remove bolts (125), washers (130), and adapter (155).
Remove and discard packing (160).
(9) Remove bolt (105), retainer (110), oil transfer tube (115), and oil tube (165). Remove
and discard packings (120, 122, 170, 172).
B. Removal of Vent and Filler Tube Installation (See Figure 202)
(1) Remove bolts and retainers securing vent tube and elbow, then remove vent tube and
elbow.
(2) Remove plug and packings from vent tube and packing from elbow.
(3) Remove nuts, bolts, washers, and retainer securing filler tube, then remove filler tube
and packing.
(4) Remove plug from filler tube, then remove packing from plug.
UP833486
79-10-01 Page 201

Nov 26/03


Oil Tank Plumbing Installation

Figure 201
UP833486
79-10-01 Page 202

July 31/95


KEY TO FIGURE 201
5. NUT 95. ELBOW

15. SPACER 105. BOLT
20. BRACKET 110. RETAINER
25. BOLT 115. OIL TRANSFER TUBE
30. BRACKET 120. PACKING
35. CLAMP 122. PACKING
40. NUT *125. BOLT
45. BOLT *130. WASHER
50. CLAMP 135. NUT
55. CLAMP 140. WASHER
60. OIL PRESSURE SENSING TUBE 145. BOLT
ASSEMBLY 150. RETAINER
65. NUT *155. ADAPTER
70. WASHER *160. PACKING
75. NUT 165. OIL TUBE
90. RETAINER
*[PRE SB TFE731-79-3066]
UP833486
79-10-01 Page 203

Nov 26/03


Vent and Filler Tube Installation

Figure 202
UP833486
79-10-01 Page 204

July 31/95



Reason: To change Figure 202 to show the latest vent and filler tube information.
Figure 202 is changed as follows:
Vent and Filler Tube Installation

Figure 202
UP833486
ALL 79-10-01 18 Feb 2019



Reason: To change Key to Figure 202 to show the latest vent and filler tube information.
Key to Figure 202 is changed as follows:
KEY TO FIGURE 202

5. BOLT 60. NUT
10. RETAINER 65. BOLT
15. BOLT 70. WASHER
20. RETAINER 75. BOLT
25. ELBOW 80. RETAINER
30. PACKING *110. LIQUID LEVEL GAGE
35. VENT TUBE **115. FILLER PLUG
40. PLUG 130. FILLER TUBE
50. PACKING 140. INSTRUCTION PLATE
55. PACKING
NOTES:
* [5BR-1C, 5BR-2C, PRE SB TFE731-79-3077].
** [5BR-1H], [5BR-1C, 5BR-2C, POST SB TFE731-79-3077].
UP833486
ALL 79-10-01 18 Feb 2019


KEY TO FIGURE 202
5. BOLT 65. BOLT

10. RETAINER 70. WASHER
15. BOLT 75. BOLT
20. RETAINER 80. RETAINER
25. ELBOW ** 97. PLUG AND DIPSTICK
30. PACKING ** 95. PACKING
35. VENT TUBE ** 98. FILLER TUBE
40. PLUG %102. PACKING
45. PACKING %103. PLUG
50. PACKING %104. FILLER TUBE
60. NUT *110. DECAL

**USED ON [5BR-1C, 5BR-2C] ONLY
%USED ON [5BR-1H] ONLY
UP833486
79-10-01 Page 205

July 31/95


5. BOLT 50. PLUG 85. BALL

10. WASHER 55. PACKING * 90. GASKET
15. NUT 65. PACKING & 95. INSTRUCTION
20. WASHER 70. FILLER PLUG PLATE
25. BUSHING 75. SCREW 100. OIL TANK
30. BOLT ** 80. LIQUID LEVEL 105. BOLT
&37. RIVET GAGE 110. PLUG
&40. NUT PLATE ** 82. PACKING 115. PACKING
45. MOUNTING PLATE * 83. GAGE
&NOT REMOVED AT MAINTENANCE LEVEL

*[PRE SB TFE731-79-3057]
**[POST SB TFE731-79-3057]
Oil Tank Installation
Figure 203
UP833486
79-10-01 Page 206

Nov 26/03



INSERT PAGE 7 OF 20 AND PAGE 8 OF 20 FACING 79-10-01, PAGE 206.
Reason: To change Figure 203 and Key to Figure 203 to show the latest oil tank information.
Figure 203 and Key to Figure 203 are changed as follows:
Oil tank Installation

Figure 203
UP833486
ALL 79-10-01 18 Feb 2019



KEY TO FIGURE 203
5. BOLT *100. SCREW
10. WASHER **102. SCREW
15. NUT *105. LIQUID SIGHT INDICATOR
20. WASHER **107. LIQUID LEVEL GAGE
25. BUSHING 110. BALL
50. BOLT *115. GASKET
&60. RIVET **117. PACKING
&63. NUT PLATE &120. INSTRUCTION PLATE
65. MOUNTING PLATE 125. OIL TANK
70. PLUG 130. BOLT
75. PACKING 135. PLUG
***95. PLUG
NOTES:
& NOT REMOVED AT MAINTENANCE LEVEL.
* [PRE SB TFE731-79-3057].
** [POST SB TFE731-79-3057].
*** A FILLER PLUG CONSISTS OF ITEM 95 WITH ITEM 90.
UP833486
ALL 79-10-01 18 Feb 2019



Reason: To change Paragraphs 1.C. thru 1.D.(2) to show the latest oil tank information. Paragraphs
1.D.(2)(a) thru (d) are moved to Paragraph 4.D. and renumbered.
Paragraphs 1.C. thru 1.D.(2) are changed as follows:
1. C. Removal of Oil Tank (See Figure 203)

(1) Drain oil from oil tank (125) by removing drain plug (70) and packing (75) from oil
tank. Remove packing from plug. Discard packing.
(2) Remove nuts, bolts, washers, mounting plate, and bushings securing oil tank to
engine. Remove tank from engine.
(3) Remove filler plug (plug (95) with packing (90)) from oil tank (125) in accordance with
72-00-00, Servicing. Remove packing from plug. Discard packing.
(4) [Pre SB TFE731-79-3057] If removal of liquid sight indicator (105) is required, refer to
Approved Repairs.
(5) [Post SB TFE731-79-3057] If removal of liquid level gage (107) is required, refer to
Approved Repairs.
(6) If removal of plug (135) is required, remove bolts (130). Remove plug and packing
(140) from oil tank (125). Remove packing from plug. Discard packing.
NOTE: Refer to 70-00-00, Standard Practices for general torque values. Add frictional drag
D. Installation of Oil Tank (See Figure 203)
(1) Install drain plug (70) with new packing (75) on oil tank (125). Tighten plug to 120 to
130 in-lb torque.
(2) [Pre SB TFE731-79-3057] If liquid sight indicator (105) was removed, install it in
UP833486
ALL 79-10-01 18 Feb 2019


1. C. Removal of Oil Tank (See Figure 203)
(1) Remove nuts, bolts, washers, mounting plate, and bushings securing oil tank to engine.
Remove tank.
(2) Remove filler plug and packing from oil tank, then remove packing from plug.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP ENSURE TAPE

IS INSTALLED OVER LENS AND OIL TANK IS INVERTED OR
GLASS COULD GET INTO OIL TANK IF LENS SHOULD BREAK
DURING REMOVAL.
(3) If required to replace defective parts, remove screws securing liquid level gage. Install
masking tape over liquid level gage lens and invert oil tank (lens downward).
(4) [Pre SB TFE731-79-3057] Remove liquid level gage, gasket and ball from oil tank.
(5) [Post SB TFE731-79-3057] Remove liquid level gage with packing and ball from oil
tank; then remove packing from liquid level gage and discard packing.
(6) Remove drain plug and packing from oil tank, then remove packing from plug.
values.
D. Installation of Oil Tank (See Figure 203)
(1) Install drain plug with new packing on oil tank. Tighten drain plug (50) to 120 to 130
inch-pounds torque.
(2) [Post SB TFE731-79-3056, Pre SB TFE731-79-3057] If liquid level gage and gasket
were removed at disassembly, reinstall components.
(a) Install ball.
(b) Remove all residue of compound (from last assembly operation) from gasket
mating surfaces on oil tank, liquid level gage, and threads of screws using
methyl-ethyl-ketone (MEK).
CAUTION: IMPROPER INSTALLATION OF SCREWS (75) MAY RE-

SULT IN BREAKAGE OF LIQUID LEVEL GAGE.
(c) Install gasket (90) and liquid level gage (80) on oil tank with screws. Install
screws (75) until screw heads just bottom on liquid level gage.
(d) Tighten screws (75) in increments of 5 inch-pounds each, in sequence illus-

trated in Figure 204. Continue tightening screws in sequence specified in 5
inch-pound increments until 40 inch-pounds torque is obtained on all screws.
If applied, ensure compound is not visible on lens of liquid level gage after final
tightening sequence.
UP833486
79-10-01 Page 207

Nov 26/03


Sequence for Tightening Screws Securing Liquid Level Gage

Figure 204
UP833486
79-10-01 Page 208

July 31/95



Reason: Figure 204 is changed, relocated after Paragraph 4.E. and renumbered as Figure 207.
Page 214 is changed as follows:
UP833486
ALL 79-10-01 18 Feb 2019



Reason: To change Paragraphs 1.D.(3). and 1.D.(4) thru 1.D.(7) to show the latest oil tank information.
Paragraphs 1.D.(3)(a) thru (d) are moved to Paragraph 4.E. and renumbered.
Paragraphs 1.D.(3) and 1.D.(4) thru 1.D.(7) are changed as follows:
1. D. (3) [Post SB TFE731-79-3057] If liquid level gage (107) was removed, install gage in
CAUTION: WHEN PERFORMING THE FOLLOWING STEP ENSURE A NEW
PACKING IS INSTALLED ON PLUG PRIOR TO INSTALLATION ON OIL
TANK OR ENGINE DAMAGE MAY RESULT DUE TO LOSS OF
LUBRICATING OIL.
(4) Install new packing (90, Figure 203) on plug (95). Install filler plug on oil tank (125) in
accordance with 72-00-00, Servicing.
(5) Insert mounting plate (65) within mating bracket on oil tank (125).
(6) Position oil tank (125) on engine and attach with mounting plate (65), bolts (5, 50),
nuts (15), bushings (25) and washers (10). Tighten bolts (50) to 40 in-lb torque.
Tighten bolts (5) to 25 in-lb torque. Tighten nuts (15) to 20 in-lb torque.
(7) If removed, install plug (135) with new packing (140) on oil tank (125). Mount plug on
tank using bolts (130). Tighten bolts to 35 in-lb torque. Attach bolts using lock wire.
UP833486
ALL 79-10-01 18 Feb 2019


1. D. (3) [Post SB TFE731-79-3057] If liquid level gage and packing were removed at disas-
sembly, reinstall components.
(a) Install ball.
(b) Install packing (82) on liquid level gage (83).
CAUTION: IMPROPER INSTALLATION OF SCREWS (75) MAY RE-

SULT IN BREAKAGE OF LIQUID LEVEL GAGE LENSE.
(c) Install liquid level gage with packing on oil tank with screws. Install screws (75)
until screw heads just bottom on liquid level gage.
(d) Tighten screws (75) in increments of 5 inch-pounds each, in sequence illus-

trated in Figure 204. Continue tightening screws in sequence specified in 5
inch-pound increments until 30 inch-pounds torque is obtained on all screws.
(4) Seal oil tank ports and pressurize oil tank at 5 psig. Immerse oil tank in water and
observe that no air leakage occurs at retainer and lens. If leakage occurs, remove
retainer and lens components from oil tank and repeat Steps (a) through (f) until satis-
factory assembly is obtained which does not leak.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP ENSURE A SER-

VICEABLE PACKING, PART NO. S9412-117 IS INSTALLED ON
PLUG, PART NO. 572-533-9201 (VENDOR PART NO. B4129)
PRIOR TO INSTALLATION ON OIL TANK OR ENGINE DAMAGE
MAY RESULT DUE TO LOSS OF LUBRICATING OIL.
(5) Install filler plug with new packing on oil tank.
(6) Insert mounting plate within mating bracket on oil tank.
(7) Position oil tank on engine and secure with mounting plate, bolts, nuts, bushings and
washers. Tighten bolts (30, Figure 203) to 40 inch-pounds torque. Tighten bolts (5) to
25 inch-pounds torque. Tighten nuts (15) to 20 inch-pounds torque.
UP833486
79-10-01 Page 209

Nov 26/03


values.
1. E. Installation of Vent and Filler Tube Installation (See Figure 202)
CAUTION: WHEN PERFORMING THE FOLLOWING STEP ENSURE A SER-

VICEABLE PACKING, PART NO. S9412-117 IS INSTALLED ON
PLUG PART NO. 572-533-9201 (VENDOR PART NO. B4129) OR
SERVICEABLE PACKING, PART NO. S9413-117 IS INSTALLED
ON PLUG AND DIPSTICK, PART NO. 361-530-9103 (VENDOR
PART NO. 2A454) PRIOR TO INSTALLATION ON FILLER TUBE
OR ENGINE DAMAGE MAY RESULT DUE TO LOSS OF LUBRI-
CATING OIL.
(1) Install new packing on plug or plug and dipstick, as applicable, and install plug on filler
tube. Install new packing on end of filler tube which mates with oil tank. Position filler
tube on engine.
(2) Secure filler tube to fan inlet housing and oil tank with nuts, washers, retainer, and
bolts. Tighten nuts (60) to 40 inch-pounds torque. Tighten bolt (75) to 70 inch-
pounds torque.
(3) Assemble vent tube and elbow with new packings and secure to engine with bolts and
retainers. Tighten bolts (5 and 15) to 25 inch-pounds torque.
(4) Install plug with new packing in vent tube. Tighten plug (40) to 35 inch-pounds torque,
then lockwire plug.
UP833486
79-10-01 Page 210

Aug 23/02



Reason: To change Paragraph 1.E. to show the latest vent and filler tube information.
Paragraphs 1.E. is changed as follows:
NOTE: Refer to 70-00-00, Standard Practices for general torque values. Add frictional drag
1. E. Installation of Vent and Filler Tube Installation (See Figure 202)
CAUTION: WHEN PERFORMING THE FOLLOWING STEPS ENSURE A NEW
PACKING IS INSTALLED ON LIQUID LEVEL GAGE OR FILLER PLUG, AS
APPLICABLE, PRIOR TO INSTALLATION ON FILLER TUBE OR ENGINE
DAMAGE MAY RESULT DUE TO LOSS OF LUBRICATING OIL.
(1) [5BR-1C, 5BR-2C, Pre SB TFE731-79-3077] Install new packing on liquid level gage
(110) or filler plug (115), as applicable (refer to Approved Repairs for packing
location). Install gage or plug on filler tube (130) in accordance with 72-00-00,
Servicing.
(2) Install new packing (135) on end of filler tube (130) which mates with oil tank (125).
Insert tube into tank and position tube on engine. Attach tube to fan inlet housing and
tank with nut (60), washer (70), retainer (80), and bolts (65, 75). Tighten nut (60) to
40 in-lb torque. Tighten bolt (75) to 70 in-lb torque.
(3) Assemble vent tube (35) and elbow (25) with new packings and attach to engine with
bolts (5, 15) and retainers (10, 20). Tighten bolts (5 and 15) to 25 in-lb torque.
(4) Install plug (40) with new packing (45) on vent tube (35). Tighten plug to 35 in-lb
torque then attach plug with lock wire.
UP833486
ALL 79-10-01 18 Feb 2019


values.
1. F. Installation of Oil Tank Plumbing Installation
(1) Install clamps on tubes.
(2) Install new packings (120, 122) on oil transfer tube (115).
(3) Install new packings (170, 172) on oil tube (165).
(4) Install oil transfer tube (115) and oil tube (165) into oil tank and secure with retainer
(110) and bolt (105). Finger tighten bolt.
(5) Install elbow (95) with packing (100) on oil pump and secure with nuts (65) and wash-
ers (70). Install retainer (90), bolts (85), washers (80), and nuts (75). Tighten nuts (65,
75) to 20 inch-pounds torque and bolts (85) to 25 inch-pounds torque.
(6) [Pre SB TFE731-79-3066] Install adapter (155) with packing (160) and secure to oil
pump with bolts (125) and washers (130). Tighten bolts (125) to 25 inch-pounds
torque.
(7) Install retainer (150), bolts (145), washers (140), and nut (135). Tighten bolts (145) to
(8) Tighten bolt (105) to 70 inch-pounds torque.
(9) Install bracket (20) and secure with existing bolt.
(10) Install bracket (30) and secure with bolt (25).
(11) Secure clamp (35) on oil tube to bracket (30) and bracket (20) with spacer (15), nut (5),
and bolt (10). Tighten bolt (10) to 25 inch-pounds torque.
(12) Secure scavenge tube (115) to oil pressure sensing tube assembly (60) with clamps
(50, 55), nut (40), and bolt (45). Tighten bolt (45) to 25 inch-pounds torque.
(13) Install bracket at aft end of oil pump with nuts, bolt and clamp to secure cooler to lube
jets tube assembly in accordance with 79-20-07.
UP833486
79-10-01 Page 211

Nov 26/03


2. Inspection/Check
A. Inspection of Oil Tank
(1) Visually inspect for cracks, cracked welds, damaged sealing surface on filler neck, and
cracked support brackets.
(2) Inspect bosses for stripped threads or broken welds.
(3) Inspect oil tank for evidence of leakage.
(4) A repair is available for damaged oil tank. Due to critical process control requirements
which must be maintained during the repair process, this repair is authorized to be
performed only by Honeywell. Return part to be repaired to the following address.

Distribution Center
(5) Visually inspect instruction plate for security or legibility. Refer to Approved Repairs.
203 25 Mount Bushing X X X

45 Mounting Plate X X X X
UP833486
79-10-01 Page 212

Nov 30/06



INSERT PAGE 13 OF 20 AND PAGE 14 OF 20 FACING 79-10-01, PAGE 212.
Reason: To change Paragraph 2 and Figure 204 to show the latest inspection information.
Paragraph 2 is changed and Figure 204 is added as follows:
2. Inspection/Check
A. Inspection of Filler Tube Instruction Plate
Visually inspect filler tube instruction plate (140, Figure 202) for damage, security and
legibility. Damaged, loose and/or unreadable instruction plate not allowed. Refer to Approved
Repairs.
B. Inspection of Oil Tank
(1) Visually inspect for cracks, cracked welds, damaged sealing surface on filler neck and
cracked support brackets. Cracks, cracked welds, damaged sealing surfaces and
cracked support brackets not allowed.
(2) Inspect bosses for stripped threads and broken welds. Stripped boss threads and
broken welds not allowed.
(3) Inspect tank for evidence of leakage. Leakage not allowed. Repair leakage around
liquid sight indicator (105, Figure 203) or liquid level gage (107) in accordance with
Approved Repairs.
(4) A repair may be available for damaged oil tank. Due to critical process control
requirements which must be maintained during the repair process, this repair is
authorized to be performed only by Honeywell. Return part to be repaired to the
following address.
Distribution Center
(5) Visually inspect oil tank instruction plate (120, Figure 203) for damage, security, and
legibility. Damaged, loose and/or unreadable instruction plate not allowed. Refer to
Approved Repairs.
C. [5BR-1C, 5BR-2C, Pre SB TFE731-79-3077] Inspection of Liquid Level Gage
(1) Visually inspect liquid level gage (110, Figure 202) dipstick (30, Figure 204) for bends,
kinks, breakage and unreadable markings.
(a) Carefully straighten dipstick bends.
(b) Replace liquid level gage if dipstick is kinked, broken or markings are not
readable.
(2) Visually inspect liquid level gage (110, Figure 202) for missing, chipped or worn yellow
paint stripe. Replace liquid level gage if paint stripe is missing, chipped or worn.
D. Inspection of Filler Plug
(1) [5BR-1C, 5BR-2C, Pre SB TFE731-79-3077] Visually inspect filler plug (95, Figure
203) for missing, chipped or worn yellow paint stripe. Replace filler plug if paint stripe
is missing, chipped or worn.
UP833486
ALL 79-10-01 18 Feb 2019



2. D. (2) [5BR-1H], [5BR-1C, 5BR-2C, Post SB TFE731-79-3077] Visually inspect filler plug
(115, Figure 202, and 95, Figure 203) for missing, chipped or worn yellow paint stripe.
Replace filler plug if paint stripe is missing, chipped or worn.
+*10. PLUG *25. SNAP RING

+*15. PACKING *30. DIPSTICK
*20. SPRING
* LIQUID LEVEL GAGE COMPONENTS

+ FILLER PLUG COMPONENTS
Liquid Level Gage/Filler Plug

Figure 204
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Reason: To change Table 203 and Paragraph 4.A. to show the latest repair information.
Table 203 and Paragraph 4.A. are changed as follows:
4. Approved Repairs

Compound (Nycote 7-11) Nycote Laboratories Corp, 12750 Raymer St,
North Hollywood, CA 91605-4225
A. Replacement of Damaged, Loose or Unreadable Instruction Plate

(1) Remove instruction plate from oil tank or engine main support frame, as applicable.
Clean area where instruction plate was removed using methyl-ethyl-ketone or solvent.
(2) Remove paper backing from new instruction plate.
(3) [Instruction Plate, PN S9002E40T S9002E42T] Activate instruction plate adhesive
by applying solvent or degreaser for 10 to 12 seconds.
(4) [5BR-1H, Pre SB TFE731-79-3070], [5BR-1C, 5BR-2C, Pre SB TFE731-79-3077]
Position oil tank instruction plate next to sight gage as shown in Figure 205 and press
down firmly with fingers or roller.
(5) [5BR-1H, Post SB TFE731-79-3070], [5BR-1C, 5BR-2C, Post SB TFE731-79-3077]
Position oil tank instruction plate next to sight gage as shown in Figure 206 and press
down firmly with fingers or roller.
(6) Position oil filler tube instruction plate over application area on engine main support
frame and press down firmly with fingers or roller.
(7) [Instruction Plate, PN S9002E40T and S9002E42T] Apply a coat of compound to
instruction plate surface and approximately 1/8 inch beyond plate edge.
(8) [Instruction Plate, PN S9002E40T and S9002E42T] Allow compound to cure in
accordance with Step (a) or (b).
(a) 72 hours at room temperature.
(b) 1 hour at room temperature and 12 hours at 120°F (49°C), or 8 hours at
150°F (65°C), or 4 hours at 180°F (82°C), or 2 hours at 220°F (104°C), or 1/2
hour at 300°F (149°C).
UP833486
ALL 79-10-01 18 Feb 2019


4. Approved Repairs

Compound (Nycote 7-11) Nycote Laboratories Corp, 12750 Raymer St,
North Hollywood, CA 91605-4225
A. Replacement of Damaged Decal
(1) Remove damaged decal. Clean area, where decal was removed, using solvent or
degreaser.
(2) Remove paper backing from new decal and activate adhesive by applying solvent or
degreaser for 10 to 12 seconds.
(3) Position decal next to sight glass as shown in Figure 205 and press down firmly with
fingers or roller.
(4) Apply a coat of compound to decal and approximately 1/8 inch beyond edge of decal.
(5) Allow compound to cure in accordance with Step (a) or (b).
(a) 72 hours at room temperature.
(b) 1 hour at room temperature and 12 hours at 120°F (49°C), or 8 hours at 150°F
(65°C), or 4 hours at 180°F (82°C), or 2 hours at 220°F (104°C), or 1/2 hour at
300°F (149°C).
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Decal Installation (Typical)

Figure 205
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Reason: To change Figure 205 and add Figure 206, Paragraphs 4.B. thru 4.E. and Figure 207.
Figure 205 is changed and Figure 206, Paragraphs 4.B. thru 4.E. and Figure 207 are added as follows:
[5BR-1H, Pre SB TFE731-79-3070], [5BR-1C, 5BR-2C, Pre SB TFE731-79-3077]

Oil Tank Instruction Plate Installation
Figure 205
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ALL 79-10-01 18 Feb 2019


[5BR-1H, Post SB TFE731-79-3070], [5BR-1C, 5BR-2C, Post SB TFE731-79-3077]

Oil Tank Instruction Plate Installation
Figure 206
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ALL 79-10-01 18 Feb 2019



NOTE: [5BR-1C, 5BR-2C, Pre SB TFE731-79-3077] Refer to Figure 202 or 204, as
applicable, for component location in the following procedures.
4. B. [5BR-1C, 5BR-2C, Pre SB TFE731-79-3077] Repair liquid level gage (110, Figure 202) as
follows.
Replace packing (15, Figure 204) that is worn, cut or cracked.
NOTE: Refer to Figure 202, 203 or 204, as applicable, for component location in the following
procedures.
C. Repair filler plug (115, Figure 202 or 90/95, Figure 203) as follows.
Replace packing (15, Figure 204) that is worn, cut or cracked.
NOTE: Refer to Figure 203 for component location in the following procedures.
D. [Pre SB TFE731-79-3057] Repair leakage around liquid sight indicator (105) as follows.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP ENSURE TAPE IS
INSTALLED OVER LENS OF LIQUID SIGHT INDICATOR AND OIL TANK IS
INVERTED OR GLASS COULD GET INTO OIL TANK IF LENS SHOULD
BREAK DURING REMOVAL.
(1) Remove screws (100) securing liquid sight indicator (105), gasket (115) and ball (110)
to oil tank (125). Remove liquid sight indicator, gasket and ball from tank.
(2) Remove all residue of compound (from last assembly operation) from gasket mating
surfaces on oil tank, liquid sight indicator, and threads of screws using methyl-ethyl-
ketone (MEK).
(3) Install ball (110) on oil tank (125).
NOTE: [Post SB TFE731-79-3056] Application of compound (sealant) on gasket
(115) not required.
(4) [Pre SB TFE731-79-3056] Apply a thin coat of compound (sealant) to each side of
gasket (115).
CAUTION: IMPROPER INSTALLATION OF SCREWS (100) MAY RESULT IN
BREAKAGE OF LIQUID SIGHT INDICATOR (105) LENS.
(5) Install gasket (115) and liquid sight indicator (105) on oil tank (125) and secure with
screws (100). Install screws until screw heads just bottom on liquid sight indicator.
(6) Tighten screws (100) in sequence shown in Figure 207 to 5 in-lbf torque. After each
tightening sequence, increase torque 5 in-lbf until 40 in-lbf torque is attained on each
screw.
(7) [Pre SB TFE731-79-3056] Ensure the compound (sealant) is not visible on the lens of
liquid sight indicator after final torquing sequence.
(8) Seal oil tank ports and pressurize oil tank at 4.5 to 4.8 psig. Immerse oil tank in water
and observe that no air leakage occurs at liquid sight indicator. If leakage occurs,
remove liquid sight indicator components from oil tank and repeat the installation
procedure until no air leaks occur.
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NOTE: Refer to Figure 203 for component location in the following procedures.
4. E. [Post SB TFE731-79-3057] Repair leakage around liquid level gage (107) as follows.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP ENSURE TAPE IS
INSTALLED OVER LENS OF LIQUID LEVEL GAGE AND OIL TANK IS
INVERTED OR GLASS COULD GET INTO OIL TANK IF LENS SHOULD
BREAK DURING REMOVAL.
(1) Remove screws (102) securing liquid level gage (107) to oil tank. Remove gage and
assembled packing (117) and ball (110) from tank (125). Discard packing.
NOTE: Packing mating surface must be clean (no sealant or compound) and free of
defects.
(2) Install ball (110) on oil tank (125).
(3) Install new packing (117) onto liquid level gage (107).
CAUTION: IMPROPER INSTALLATION OF SCREWS (102) MAY RESULT IN
BREAKAGE OF LIQUID LEVEL GAGE (107) LENS.
(4) Install liquid level gage (107) with packing (117) on oil tank (125) and secure with
screws (102). Install screws until screw heads just bottom on liquid level gage.
(5) Tighten screws (102) in sequence shown in Figure 207 to 5 in-lbf torque. After each
tightening sequence, increase torque 5 in-lbf until 30 in-lbf torque is attained on each
screw.
(6) Seal oil tank ports and pressurize oil tank at 4.5 to 4.8 psig. Immerse oil tank in water
and observe that no air leakage occurs at liquid level gage. If leakage occurs, remove
liquid level gage components from oil tank and repeat the installation procedure until
no air leaks occur.
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ALL 79-10-01 18 Feb 2019


Screw Tightening Sequence

Figure 207
UP833486
ALL 79-10-01 18 Feb 2019


DISTRIBUTION − DESCRIPTION AND OPERATION
1. Oil Filter and Cover
The oil filter and its metal housing are mounted on the right hand side on the aft face of the acces-
sory drive gearbox. The oil filter element is a disposable 15 micron nominal (25 micron absolute)
filter element enclosed in a cover and functions to filter all oil entering the engine. A cap which
threads onto the oil filter cover allows for removal of the filter element without removal of the entire
filter cover.
2. Breather Pressurizing Valve
The valve is mounted on the aft face of the accessory gearbox between the oil pump and the fuel
pump. It is an evacuated bellows operated device whose function is to control the accessory drive
gearbox absolute pressure by restricting airflow. The gearbox pressure is maintained at ambient
to approximately 30,000 feet altitude and is above ambient from 30,000 to 50,000 feet altitude.
3. Lube and Scavenge Oil Pump
The lube and scavenge oil pump is mounted on the accessory drive gearbox and contains the oil
pressure pump and four scavenge pumps. These pumps scavenge oil from the following: (1) the
planet gear assembly and forward-engine bearings, (2) the aft-engine bearing, (3) the transfer
gearbox and the mid-engine bearings (through the tower shaft housing), and (4) the accessory
drive gearbox. The discharge side of all scavenge pumps connects to a common line that is
routed to the oil tank. The oil pump provides mounting for the chip detector and the fan gearbox
scavenge oil temperature probe. An adjustable pressure regulator is contained in the oil pump to
maintain oil pressure within desired operating limits. Regulation is with respect to pressure of the
oil delivered to the planet gear assembly.
The capacity of the scavenge pumps is greater than that of the pressure pump to assure good
scavenge performance.
4. Rear Turbine Bearing Oil Lines
The rear turbine bearing oil tubes are externally mounted tubes which connect the oil supply to the
rear turbine bearing and return scavenge oil from the bearing to the scavenge pump.
5. Fuel Heater Installation
The fuel heater is externally mounted on the left side of the engine. Hot oil from the oil filter
mounted on the accessory drive gearbox is routed through the fuel heater before entering the air
oil coolers. Fuel is routed through the fuel heater when required by the fuel pump for the fuel filter
anti-icing. A by-pass valve is provided to by-pass oil around the heat exchanger within the fuel
heater in the event of clogging or congealed oil in the heat exchanger.
UP833486
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May 11/07


6. Oil Temperature Regulator (Fuel/Oil Cooler) Installation
The fuel/oil cooler is externally mounted on the right side of the engine. Oil that has passed
through the air oil coolers is further cooled by fuel routed directly to the fuel/oil cooler from the fuel
control. A thermostatic and pressure by-pass valve is provided in the oil side to regulate oil tem-
perature and by-pass oil around the heat exchanger of the fuel/oil cooler in the event of clogging
or congealed oil in the heat exchanger.
7. Oil (Air/Oil) Cooler Installation
The surface oil (air/oil) cooler installation is a three-segment, finned cooler that forms the inner
surface of the engine fan duct. The coolers are inter-connected by oil transfer tubes, fittings and a
temperature control valve. Oil flow through the air/oil coolers is controlled by the temperature
control valve to aid maintaining proper oil temperature.
forming maintenance on the engine.
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Chapter/
Section/
1 Oil tubes and associated components 79-20-06
2 Disconnect engine wiring harness from components mounted on ac- 72-00-02
cessory drive gearbox
3 Fuel tubes and check valve from fuel heater 73-10-04
4 Fuel tube from oil temperature regulator (fuel/oil cooler) to flow divid- 73-10-02
er valve
5 Oil tube from oil tank to oil pump and accessory drive gearbox 79-10-01
9 Accessory drive gearbox 72-60-01
10 Left side transfer tube connected to left side fairing 79-20-06
11 Ignition unit, lockplate and grommet securing ignition leads to left 74-00-01
side fairing
12 Tubes to solenoid controller valve and manifold connected at right 76-10-01
side duct
13 Oil-out tube elbow assembly connected to right side duct 79-20-07
14 Disconnect engine wiring harness from fuel control and N2 transduc- 72-00-02
er
15 Oil transfer fitting from accessory drive gearbox to fluid transfer tube 79-20-06
16 Oil tubes from oil temperature regulator (fuel/oil cooler) to accessory 79-20-07
drive gearbox, transfer gearbox, and bottom duct rib
17 Tubes from oil tank assembly to oil pump and accessory drive gear- 79-10-01
box
22 Fluid transfer tubes 79-20-06
23 Disconnect engine wiring harness 72-00-02
25 Ignition unit, lockplate and grommet securing igniter leads 74-00-01
26 Solenoid controller and attached tubes 76-10-01
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July 31/95


performing maintenance on the engine.

Chapter/
Section/
4 Oil tubes from oil tank to oil pump and accessory drive gearbox and 79-10-01
oil pump
5 Fuel tube from oil temperature regulator (fuel/oil cooler) to flow divid- 73-10-02
er valve
6 Fuel tubes and check valve from fuel heater 73-10-04
7 Connect engine wiring harness 72-00-02
8 Remaining oil tubes and associated components 79-20-06
9 Oil-out elbow assembly on engine 79-20-07
10 Tubes to solenoid controller valve and manifold 76-10-01
11 Lockplate and grommet to secure ignition leads and ignition unit 74-00-01
12 Left side transfer tube on left side fairing 79-20-06
13 Fluid transfer tubes 79-20-06
18 Tubes from oil tank assembly to oil pump and accessory drive gear- 79-10-01
box
19 Oil tubes from oil temperature regulator (fuel/oil cooler) to accessory 79-20-07
drive gearbox, transfer gearbox, and bottom duct rib housing
20 Oil transfer fitting from accessory drive gearbox to fluid transfer tube 79-20-06
21 Connect engine harness assembly to fuel control and N2 transducer 72-00-02
24 Lockplate and grommet to secure ignitor leads and install ignition unit 74-00-01
26 Connect engine wiring harness 72-00-02
UP833486
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Nov 26/03


OIL FILTER AND COVER INSTALLATION
A. Removal and Installation of Oil Filter
(1) Remove oil filter. (See Figure 201.)
(a) Remove oil filter cap and packing from oil filter cover.
(b) Remove filter from accessory drive gearbox. If same filter is to be re-installed,
inspect packing (in place) in forward end of filter. Do not remove packing from
forward end of filter unless damage is evident.
(2) Install oil filter. (See Figure 201.)
NOTE: Small diameter packing at forward end of oil filter is included as

part of new filter.
(a) If filter previously removed is to be reinstalled, apply a light coat of engine oil and
install new packing in end of filter. If installing filter with packing at forward end of
filter in place, apply a light coat of engine oil to internal diameter of packing
without removing packing.
(b) Install filter, seating it firmly on tube in accessory drive gearbox.
(c) Apply a light coat of engine oil to new packing, then install packing in packing
groove of cover.
(d) Apply a light coat of engine lubricating oil to threads of cap and thread cap onto
oil filter cover. Hand tighten cap to shoulder of cover. Do not tighten cap with
wrench. Secure cap with lockwire.
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July 31/95


Oil Filter and Cover Installation

Figure 201
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July 31/95


1. B. Removal and Installation of Oil Filter Cover
NOTE: The cap on the oil filter cover permits removal of oil filter without re-
moval of entire cover.
(1) Remove oil filter cover. (See Figure 201.)
(a) Remove nuts and washers. Remove cover and packing.
(b) Remove packing from cover.
mended values.
(2) Install oil filter cover. (See Figure 201.)
(a) Install new packing in groove in cover. Install cover with holes in flange over
studs on accessory drive gearbox.
(b) Install washers and nuts on studs. Tighten nuts (60) to 40 inch-pounds torque.
KEY TO FIGURE 201
40. CAP 60. NUT

42. INSTRUCTION PLATE 65. WASHER
45. PACKING 70. COVER
50. FILTER 75. PACKING
55. PACKING
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2. Inspection/Check
A. Inspection of Oil Filter
(1) Visually inspect oil filter for contamination. If any metal chips are visible through oil
filter mesh, check condition of oil system in accordance with 72-00-00, Trouble Shoot-
ing.
(2) Visually inspect for cracks or breaks in outer shell.
(3) Replace damaged or contaminated filter.
201 40 Cap X X X X
70 Adapter X X X X
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July 31/95


BREATHER PRESSURIZING VALVE INSTALLATION
NOTE: Do not remove seal from valve unless damage is indicated at inspection.
A. Breather Pressurizing Valve Assembly Removal (See Figure 201)
(1) Remove nuts, washers, and valve from accessory drive gearbox.
(2) Remove packing from valve.
CAUTION: USE CARE TO PREVENT DAMAGE TO THE LIP OF SEAL DURING

ASSEMBLY.
values.
B. Breather Pressurizing Valve Assembly Installation (See Figure 201)
(1) Install new packing in groove on valve.
NOTE: Retain prestretch tool for future maintenance actions. Purpose of

prestretch tool is to stretch sealing element prior to installation. This
prevents buckling or damage to the seal lip during installation.
(2) [Post SB TFE731-79-3055] Prestretch breather pressurizing valve assembly seal as

follows.
(a) Remove, if installed, prestretch tool and shipping sleeve from seal and discard
shipping sleeve. (See Figure 202.)
NOTE: Prestretch tool shipped with seal is required to perform the fol-
lowing step.
(b) Install prestretch tool into seal as shown in Figure 203 for 15 minutes to pres-
tretch the sealing element.
(c) Remove prestretch tool from seal and immediately proceed to Step (3).
(3) Position valve on accessory drive gearbox with flange holes over studs, then secure
with washers and nuts. Tighten nuts (80) to 30 inch-pounds torque.
UP833486
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80. NUT 95. SEAL

90. VALVE
Breather Pressurizing Valve

Figure 201
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July 31/95


[Post SB TFE731-79-3055]
Breather Pressurizing Valve Assembly Installation
Figure 202
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Nov 26/03


[Post SB TFE731-79-3055]
Seal Element Prestretch
Figure 203
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Nov 26/03


2. Inspection/Check
A. Breather Pressurizing Valve Assembly Inspection
(1) Inspect valve assembly.
(a) Visually inspect valve for obvious damage.
(b) Check valve to ensure open position and condition of bellows by holding valve in
light source and looking into end of valve.
1 Defective bellows will cause valve to be in closed position.
2 Opening for a functional valve, at sea level, is approximately of 0.070 inch.
(c) Replace valve assembly if inspection requirements of Steps (a) and (b) are not
met.
(d) Inspect seal for obvious leakage or damage.
(e) Replace seal in accordance with Approved Repairs if inspection requirements in

Step (d) are not met.
Clean nuts and washers in accordance with 72-00-00, Cleaning/Painting, Cleaning Method
No. 1 or 2.
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4. Approved Repairs

Seal Installation Driver Installs seal. 289801-1
Seal Removal Puller Set Removes seal. 289808-1
Breather Valve Holder Supports breather valve. 298118-1

Fluoroelastomer coating (Chemcoat) and Advanced Polymer Coatings, Inc, 6023 Ward
Activator (Chemcure B) Lane, Levittown, PA 19057
NOTE: See Figure 202 or 203 for location of components during the following
procedures.
A. [Post SB TFE731-79-3055] Breather Pressurizing Valve Assembly Repair
(1) Replace damaged or leaking seal.
(a) Remove seal using 289808-1 puller set.
(b) Clean inner diameter of valve to remove sealant.
1 Soak area with methyl-ethyl-ketone until sealant swells (approximately 15

minutes).
2 Remove sealant using a fiber bristle brush or scouring pad.
3 Wipe dry using a lint free cloth to remove sealant and solvent residue.
(c) Secure valve in 298118-1 breather valve holder.

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NOTE: New seal is shipped with a prestretch tool and shipping sleeve.
Do not discard prestretch tool and shipping sleeve.
4. A. (1) (d) Remove seal from prestretch tool and shipping sleeve.
NOTE: Fluoroelastomer coating is a two part liquid; mix as indicated on

manufacturers instructions. Ensure sealing surfaces are clean
prior to applying fluoroelastomer coating.
(e) Apply thin coat of fluoroelastomer coating to valve inner diameter and seal hous-
ing outer diameter.
(f) Make sure open side of seal faces outward from valve, install seal using
289801-1 seal installation driver.
(g) Remove valve from 298118-1 holder, then clean off excessive fluoroelastomer
coating.
(h) Allow fluoroelastomer coating to cure at 121 to 132°C (250 to 270°F) for 2 hours
or at room temperature for 24 hours.
NOTE: Seal prestretch tool and shipping sleeve are reinstalled for use at
final installation.
(i) Reinstall prestretch tool with shipping sleeve into seal. (See Figure 202.)
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Apr 22/05



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Apr 22/05


OIL PUMP AND CHIP DETECTOR INSTALLATION

Oil Tube Mechanical Removes scavenge tube from oil pump. 289770-2
Puller
Oil Tube Extractor Removes transfer tubes from oil pump. 293301-1
A. Removal of Lube and Scavenge Oil Pump (See Figure 201)
NOTE: When only inspecting for presence of magnetic particles on magnetic

plug of chip detector, remove only magnetic plug. Refer to Step (14)
and Figure 202.
When complying with Service Bulletin TFE731-79-3050 or MPI, lube

and oil scavenge pump does not need to be removed.
(1) Disconnect electrical connector from magnetic plug (chip detector).
(2) Remove oil tubes to oil pump from oil tank in accordance with 79-10-01.
(3) Remove oil pressure sense tube assembly in accordance with 79-20-07.
(4) Remove nut, bolt, and retainers securing scavenge tube at aft end of oil pump and
remove scavenge tube. Remove packings from scavenge tube.
(5) Remove bolt (95), washer (100), and retainer (105) securing scavenge tube (155) on
side of oil pump (120 or 121). Using 289770-2 puller, push scavenge tube (155) into
bottom duct rib to disengage oil pump.
(6) Remove nut and retainer securing scavenge tube from transfer gearbox to oil pump.
Slide scavenge tube into transfer gearbox to disengage oil pump, then remove scav-
enge tube. Remove packings from scavenge tube.
(7) Remove nuts (110) and washers (115) securing oil pump to gearbox and remove oil
pump (120 or 121).
(8) [Post SB TFE731-79-3050] Remove screen (162) from boss on side of oil pump.
(9) Remove packings (125, 130) from shaft and flange of oil pump.
(10) Remove scavenge tube from bottom duct rib with 289770-2 puller. Remove packings
from scavenge tube.
(11) Remove bolts (190, 200), nut (187), and retainers (195) securing vent tube (205) to
transfer gearbox cover and vent tube (90 or 92). Remove tube, then remove packings
(210) from tube.
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Nov 26/03


Oil Pump and Chip Detector Installation

Figure 201
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Nov 26/03


1. A. (12) Remove nut and retainer securing vent tube at aft face of accessory drive gearbox.
Remove bolts and retainers securing tube to bottom duct rib. Remove tube, then re-
move packings from tube.
(13) Remove transfer tubes from base of oil pump using 293301-1 extractor. Remove
packings from transfer tubes.
(14) When removing assembled chip detector (magnetic plug installed in plug housing),
remove by wrenching on wrench flats of plug housing, then remove magnetic plug and
packings. To remove only magnetic plug of chip detector, use second wrench to hold
plug housing stationary and remove magnetic plug and packing on magnetic plug.
KEY TO FIGURE 201
5. NUT 115. WASHER
10. TUBE RETAINER &120. OIL PUMP
* 15. SCAVENGE TUBE +121. OIL PUMP
30. BOLT 135. TRANSFER TUBE
35. TUBE RETAINER 140. PACKING
40. NUT 145. TRANSFER TUBE
45. TUBE RETAINER 150. PACKING
* 50. SCAVENGE TUBE 155. SCAVENGE TUBE
60. PACKING *162. SCREEN
65. NUT 170. MAGNETIC PLUG OF CHIP
70. TUBE RETAINER DETECTOR
80. TUBE RETAINER 180. PLUG HOUSING OF CHIP
DETECTOR
85. PACKING
187. NUT
** 90. VENT TUBE
188. PACKING
# 92. VENT TUBE
190. BOLT
# 93. CAP
195. TUBE RETAINER
95. BOLT
200. BOLT
100. WASHER
205. VENT TUBE
105. TUBE RETAINER
210. PACKING
110. NUT
*[POST SB TFE731-79-3050]
**[PRE SB TFE731-72-3597 OR PRE SB TFE731-72-3613]
#[POST SB TFE731-72-3597 OR POST SB TFE731-72-3613]
&[PRE SB TFE731-79-3066]
+[POST SB TFE731-79-3066]
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Nov 26/03


Identification of Electrical Chip Detector Components

Figure 202
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July 31/95


CAUTION: IF PROPER CARE IS NOT TAKEN DURING INSTALLATION OF OIL
PUMP AND ASSOCIATED PARTS, OIL LEAKAGE MAY RESULT.
CLEAN ALL SURFACES (THREE PLACES) WITHIN ACCESSORY
DRIVE GEARBOX WHICH MATE WITH PACKINGS INSTALLED WITH
OIL PUMP TO ENSURE SEALING SURFACES ARE FREE OF OIL
PACKING MATERIAL. USE ALL NEW PACKINGS (FIGURE 201) AT
INSTALLATION. INSPECT NEW PACKINGS TO ENSURE THERE IS
NO EXCESSIVE MOLD LINE FLASH. IF EXCESSIVE MOLD LINE
FLASH EXISTS, CAREFULLY DRESS OFF PACKING. LUBRICATE
PACKINGS BEFORE INSTALLATION TO AID ASSEMBLY. WHEN
INSTALLING OIL PUMP ON ACCESSORY DRIVE GEARBOX, USE
CARE IN POSITIONING OIL PUMP AND TRANSFER TUBES TO
AVOID CUTTING PACKINGS. VERIFY THAT WHEN OIL PUMP IS
INSTALLED, OIL PUMP FLANGE IS FULLY SEATED AGAINST AC-
CESSORY DRIVE GEARBOX MOUNTING PAD SURFACE. EXER-
CISE CARE WHEN TAPPING ON OIL PUMP HOUSING TO AVOID
DAMAGING HOUSING. AFTER COMPLETION OF ENGINE AS-
SEMBLY AND OPERATING ENGINE TO CHECK FOR OIL LEAKS,
VERIFY TORQUE ON NUTS SECURING OIL PUMP TO ACCESSORY
DRIVE GEARBOX IS 60 INCH-POUNDS.
DO NOT EXCEED SPECIFIED TORQUE VALUES ON CHIP DETEC-

TOR COMPONENTS. EXCESSIVE TORQUE WILL DAMAGE CHIP
DETECTOR AND/OR OIL PUMP HOUSING.
values.
When only magnetic plug of chip detector has been removed and plug
housing of chip detector has remained installed in oil pump, install magnetic
plug with new packing as specified in Step 1.B.(10). (See Figure 202.)
1. B. Installation of Lube and Scavenge Oil Pump (See Figure 201)
(1) Install new packings on transfer tubes. Install transfer tubes in gearbox.
(2) Install new packings on oil pump shaft and flange.
(3) Install new packings on scavenge tubes. Insert short scavenge tube into bottom duct
rib.
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July 31/95


NOTE: [Post SB TFE731-72-3597 or Post SB TFE731-72-3613] Cap (93) is
installed and lockwired when test port is not in use.
1. B. (4) Install new packings (85) on vent tube (90 or 92). Install vent tube. Secure tube to aft
face of accessory drive gearbox with retainer and nut. Secure to bottom duct rib with
retainers and bolts. Tighten nut (65) to 27 inch-pounds torque and bolts (75) to 25
inch-pounds torque.
NOTE: Cap (93) is installed and lockwired when test port is not in use.
(5) Install new packings on vent tube (205). Install vent tube to transfer gearbox and vent
tube (90 or 92). Secure tube with retainers, bolts, and nut. Tighten bolt (190 and 200)
to 30 inch-pounds torque or nut (187) to 25 inch-pounds torque.
(6) [Post SB TFE731-79-3050] Install screen (162) into boss on side of oil pump (120 or
121).
(7) Position oil pump (120 or 121) on accessory drive gearbox studs, then secure with
washers and nuts. Tighten nuts (115) to 60 inch-pounds torque.
(8) Pull short scavenge tube into oil pump (120 or 121) using 289770-2 puller. Secure with
retainer, washer and bolt. Tighten bolt (95) to 25 inch-pounds torque.
(9) Install scavenge tubes, then secure to oil pump with retainers, nuts, washers, and bolts.
Tighten bolts (30) to 25 inch-pounds torque. Tighten nut (40) to 25 inch-pounds
torque. Tighten bolt (5) to 20 inch-pounds torque.
CAUTION: DO NOT EXCEED SPECIFIED TORQUE VALUES ON CHIP DE-

TECTOR COMPONENTS. EXCESSIVE TORQUE WILL DAMAGE
CHIP DETECTOR AND/OR OIL PUMP HOUSING.
(10) When installing only magnetic plug of chip detector (plug housing not removed from oil
pump), assemble magnetic plug with new packing in plug housing, using a second
wrench to hold plug housing stationary; tighten magnetic plug (170) to 20 inch-pounds
torque. Do not exceed torque specified.
(11) When installing both magnetic plug and plug housing of chip detector, assemble mag-
netic plug of chip detector in plug housing with new packing; tighten magnetic plug
(170) to 20 inch-pounds torque; install assembled parts in oil pump with new packing
installed on plug housing; tighten plug housing (180) to 95 to 100 inch-pounds torque.
Do not exceed torques specified.
(12) Connect electrical connector to magnetic plug (chip detector) in accordance with Air-
(13) Install oil tubes from oil tank to oil pump in accordance with 79-10-01.
UP833486
79-20-03 Page 206

Nov 26/03


1. B. (14) Install oil pressure sensing tube assembly in accordance with 79-20-07.

AREAS ARE EXTREMELY HAZARDOUS TO PERSONNEL WHEN
ENGINE IS OPERATING. PERSONNEL SHALL CLEAR THESE
AREAS DURING ENGINE START AND OPERATION TO AVOID
INJURY.
(15) Operate engine in accordance with Aircraft Flight Manual and/or appropriate aircraft
document to ensure no oil leakage. After shutting down engine, recheck that torque on
nuts securing oil pump to accessory drive gearbox is 60 inch-pounds torque.
2. Inspection/Check

NOTE: Equivalent substitutes may be used for listed items with an asterisk (*) only.
*Abrasive paper (600 grit, wet or dry) 3M Abrasive Systems Div, 3M Center, Building
223-6N-01, St Paul, MN 55144-1000
Hanover, NJ 07936
(Royco HF-825))
Dry-ice Commercially available

Lube and Scavenge Oil Removes shaft with assembled parts. 296516-1
Pump Shaft Puller
Lube Pump Assembly Kit [Post SB TFE731-79-3059] Used to install 831495-1
gerotor assembly.
UP833486
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Nov 26/03


2. A. Inspection of Lube and Scavenge Oil Pump
(1) Inspect shaft for wear or distortion.
(2) Inspect transfer tubes for cracks or distortion.
(3) Inspect scavenge and vent tubes for cracks or distortion.
(4) Inspect oil pump pressure regulator for leakage. If leaks are evident replace packings
and defective components. Refer to Approved Repairs.
NOTE: If pump is replaced, ensure magnetic plug (chip detector), plug hous-
ing, and associated packings are removed.
(5) Replace pump or tubes if inspection requirements in Steps (1) through (4) are not met.
(6) Inspect chip detector.
(a) Check magnetic plug and plug housing for cracks and stripped threads.
(b) Check for proper operation of valve within plug housing.
1 Stroke valve fully open using eraser-end of pencil (or other suitable device),
then allow valve to fully close. Valve shall stroke fully open and return to
fully closed position with no binding or sticking evident. Valve shall fully seat
to prevent any oil leakage when closed. If any metal chips are visible within
plug housing, flush housing with solvent to completely remove chips.
2 Repeat Step 1 nine additional times.
(c) Ensure probe end of magnetic plug is clean. Measure resistance from electrical
connection of magnetic plug to metal case of magnetic plug with multimeter
using RX10K ohmmeter scale. Resistance shall be greater than 250K ohms.
(Low resistance may be caused by contamination of electrical connector on
magnetic plug.) If resistance is low, thoroughly flush electrical connector with
solvent and repeat resistance check.
(d) Connect electrical short across metal case of magnetic plug and center electrode
at probe-end of magnetic plug. There shall be continuity from electrical connec-
tor on magnetic plug to metal case of magnetic plug.
(e) Replace chip detector (magnetic plug and plug housing) if inspection require-
ments are not met.
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Apr 28/00



Reason: To revise NOTE and the lube and scavenge oil pump contamination inspection title. 1.A.
Use the following revised NOTE prior to Paragraph 2.B. and Paragraph 2.B. title in lieu of the existing
NOTE and Paragraph 2.B. title.
NOTE: If desired, the following optional procedure may be performed as an

aid in determining cause of oil system contamination.
For Post SB TFE731-79-3066 configuration, refer to CMM 79-20-70

instructions.
2. B. [Pre SB TFE731-79-3066] Lube and Scavenge Oil Pump Contamination Inspection

UP833486
Page 1 of 1
Aug 2/07
See TR
NOTE: If desired, the following optional procedure may be performed as an aid in
determining cause of oil system contamination.
2. B. Lube and Scavenge Oil Pump Contamination Inspection
CAUTION: DURING DISASSEMBLY, REMOVED PARTS SHALL BE KEPT IN

SEQUENCE OF REMOVAL.
NOTE: When performing the following steps, disassemble pump only to the
extent required to determine source or cause of oil system contamina-
tion.
All outer and inner gerotors form matched assemblies. When perform-
ing Steps (d), (f), (h), (j), (k), (n) and (p), keep inner and outer gerotors
together as a matched set.
(1) Disassemble lube and scavenge oil pump. (See Figure 203.)
(a) Remove screws and washers securing head assembly.
(b) Remove shaft with assembled parts. Shaft with assembled components may be
removed using 296516-1 lube and scavenge pump shaft assembly puller.
(c) Remove retaining ring from shaft.
(d) Remove outer gerotor (20), inner gerotor (25) and drive key (30).
(e) Remove No. 1 port plate assembly (35) and concentric ring (45).
(f) Remove outer gerotor (55), inner gerotor (60) and key (65).
(g) Remove No. 2 port plate assembly and concentric ring (80).
(h) Remove outer gerotor (90), inner gerotor (95), and drive key (100).
(i) Remove No. 3 port plate assembly and concentric ring (115).
(j) Remove applicable outer gerotor (125), inner gerotor (130), drive key (135) and
No. 4 port plate assembly.
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79-20-03 Page 209

July 31/95


Lube and Scavenge Oil Pump Assembly

Figure 203
UP833486
79-20-03 Page 210

July 31/95


2. B. (1) (k) Remove outer gerotor (145), inner gerotor (150) and drive key (155).
(l) Remove No. 5 port plate assembly and remove packing from annular recess.
Discard packing.
(m) Remove belleville spring, No. 6 port plate assembly and concentric ring (180).
(n) Remove outer gerotor (185), inner gerotor (190) and drive key (195).
(o) Remove No. 7 port plate assembly and concentric ring (205).
(p) Remove outer gerotor (210), inner gerotor (215), drive key (220) and head as-
sembly.
KEY TO FIGURE 203
5. SCREW 140. NO. 4 PORT PLATE ASSEMBLY

10. WASHER 145. OUTER GEROTOR
15. RETAINING RING 150. INNER GEROTOR
20. OUTER GEROTOR 155. DRIVE KEY
25. INNER GEROTOR 160. NO. 5 PORT PLATE ASSEMBLY
30. DRIVE KEY 165. PACKING
35. NO. 1 PORT PLATE ASSEMBLY 170. BELLEVILLE SPRING
45. CONCENTRIC RING 175. NO. 6 PORT PLATE ASSEMBLY
55. OUTER GEROTOR 180. CONCENTRIC RING
60. INNER GEROTOR 185. OUTER GEROTOR
65. DRIVE KEY 190. INNER GEROTOR
70. NO. 2 PORT PLATE ASSEMBLY 195. DRIVE KEY
80. CONCENTRIC RING 200. NO. 7 PORT PLATE ASSEMBLY
90. OUTER GEROTOR 205. CONCENTRIC RING
95. INNER GEROTOR 210. OUTER GEROTOR
100. DRIVE KEY 215. INNER GEROTOR
105. NO. 3 PORT PLATE ASSEMBLY 220. DRIVE KEY
115. CONCENTRIC RING 225. HEAD ASSEMBLY
125. OUTER GEROTOR 230. SHAFT
130. INNER GEROTOR 235. BODY ASSEMBLY
135. DRIVE KEY
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July 31/95


2. B. (2) Inspect removed components for indication of source of oil system contamination.
(a) Check for nicks and scratches. Raised metal at minor nicks and scratches may
be removed using abrasive paper (600 wet or dry).
(b) Check forward and aft sides of each port plate for damage. If damage is evident,
determine area (source) of engine causing contamination.
1 Damage to aft side of No. 1 port plate would indicate source could be the
No. 6 bearing.
2 Damage to forward side of No. 1 port plate (35), forward or aft side of No. 2
port plate (70) or aft side of No. 3 port plate (105) would indicate source
could be the fan section.
3 Damage to forward side of No. 3 port plate (105) or aft side of No. 4 port
plate (140) would indicate source could be the transfer gearbox.
4 Damage to forward side of No. 4 port plate (140), forward or aft side of No.
5 port plate (160) would indicate source could be the accessory gearbox.
5 Damage to forward or aft side of No. 6 or No. 7 port plates (175, 200) or
damage to head assembly would indicate engine oil lubricating system has
been contaminated.
NOTE: All outer and inner gerotors (Steps (c), (f), (k), (n), (q), (t) and (w)) form
matched sets.
(3) Reassemble lube and scavenge oil pump. (See Figure 203.)
(a) Secure shaft in a holding fixture (vise with padded jaws) with splined end down.
(b) Install head assembly on shaft and install drive key (220) in shaft keyway nearest
head assembly.
(c) Install inner gerotor (215) on drive key (220), then mesh outer gerotor (210) with
inner gerotor (215).
(d) Install concentric ring (205) over outer gerotor (210) and install No. 7 port plate
assembly on shaft. Observe how stepped key fits housing groove to insure
proper assembly of port plate.
(e) Install drive key (195) in shaft keyway adjacent to No. 7 port plate assembly.
UP833486
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July 31/95


2. B. (3) (f) Install inner gerotor (190) on drive key (195), then mesh outer gerotor (185) with
(g) Install concentric ring (180) over outer gerotor (185) and install No. 6 port plate
assembly (recessed side down) on shaft. Visually align No. 6 and No. 7 port
plate keys (anti-rotation pins).
(h) Place belleville spring on No. 6 port plate assembly so it rests on center portion.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP, ANY SUB-

STITUTE FOR ASSEMBLY FLUID MAY NOT BE COMPAT-
IBLE WITH ENGINE OIL AND IF USED COULD CAUSE
BLOCKAGE OF OIL PASSAGES, OIL SCREENS, ETC. IN
THE LUBRICATING SYSTEM RESULTING IN ENGINE
DAMAGE DUE TO LACK OF LUBRICATION.
(i) Coat new packing with assembly fluid and install in recess of No. 5 port plate
assembly. Install No. 5 port plate assembly on shaft with packing contacting No.
6 port plate assembly. Visually align No. 5, No. 6 and No. 7 port plate keys
(anti-rotation pins) and determine that belleville spring is in proper position.
(j) Install drive key (155) in shaft keyway inside cavity of No. 5 port plate assembly.
(k) Install inner gerotor (150) on drive key (155), then mesh outer gerotor (145) with
(l) Install No. 4 port plate assembly (recessed side up) on shaft. Visually align No.
4, No. 5, No. 6 and No. 7 port plate keys (anti-rotation pins).
(m) Install drive key (135) in shaft keyway adjacent to No. 4 port plate assembly.
(n) Install inner gerotor (130) on drive key (135), then mesh outer gerotor (125) with
(o) Install concentric ring (115) over outer gerotor (125) and install No. 3 port plate
assembly (shallow recess down) on shaft. Visually align No. 3, No. 4, No. 5, No.
6 and No. 7 port plate keys (anti-rotation pins).
(p) Install drive key (100) in shaft keyway adjacent to No. 3 port plate assembly.
(q) Install inner gerotor (95) on drive key (100), then mesh outer gerotor (90) with
inner gerotor (95).
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Apr 28/00


2. B. (3) (r) Install concentric ring (80), over outer gerotor (90) and install No. 2 port plate
assembly on shaft. Visually align No. 2, No. 3, No. 4, No. 5, No. 6 and No. 7 port
plate keys (anti-rotation pins).
(s) Install drive key (65) in shaft keyway adjacent to No. 2 port plate assembly.
(t) Install inner gerotor (60) on drive key (65), then mesh outer gerotor (55) with
inner gerotor (60).
(u) Install No. 1 port plate assembly on shaft. Visually align No. 1, No. 2, No. 3, No.
4, No. 5, No. 6 and No. 7 port plate keys (anti-rotation pins).
(v) Install drive key (30) in shaft keyway.
CAUTION: WHEN PERFORMING THE FOLLOWING STEP, ANY SUB-

STITUTE FOR ASSEMBLY FLUID MAY NOT BE COMPAT-
IBLE WITH ENGINE OIL AND IF USED COULD CAUSE
BLOCKAGE OF OIL PASSAGES, OIL SCREENS, ETC. IN
THE LUBRICATING SYSTEM RESULTING IN ENGINE
DAMAGE DUE TO LACK OF LUBRICATION.
(w) Install inner gerotor (25) on drive key (30). Install retaining ring in shaft groove.
Coat outer gerotor (20) with assembly fluid and install over inner gerotor (25).
CAUTION: WHEN HANDLING HEATED OR COOLED PARTS, WEAR

PROTECTIVE GEAR TO PREVENT PERSONAL INJURY.
(x) Cool shaft (gerotor stack) in dry ice (not liquid nitrogen) for fifteen (15) minutes
with 831495-11 plate installed.
(y) Heat the body assembly in a pre-heated temperature controlled oven to 121 to
138°C (250 to 280°F) for fifteen (15) minutes.
(z) Align keys (anti-rotation pins) using a straightedge.
CAUTION: WHEN HANDLING HEATED OR COOLED PARTS WEAR

PROTECTIVE GEAR TO PREVENT PERSONAL INJURY.
NOTE: In the following step, do not rotate body assembly to avoid misal-
igning the port plate anti-rotation pins.
(aa) Remove the body assembly from the oven and slide down on the gerotor stack.
(ab) While retaining assembled components in relationship established in Step (w),

remove shaft with assembled components from holding fixture.
(ac) Secure head assembly to body assembly with washers and screws. Tighten
screws to 60 inch-pounds torque.
(ad) Perform functional check in accordance with Adjustment/Test.

UP833486
79-20-03 Page 214

Apr 28/00


NOTE: When performing a Routine Periodic Inspection, accomplish the following
procedure.
2. C. Routine Periodic Inspection of Chip Detector
(1) Inspect chip detector for metal contamination and serviceability.
(a) Remove aircraft electrical connections from magnetic plug of chip detector.
(b) Thoroughly clean electrical connector on magnetic plug with solvent.
(c) With magnetic plug of chip detector still installed, measure resistance from pin/
stud of electrical connector or magnetic plug to check valve housing of chip
detector. If resistance is 250K ohms or less, perform the following.
1 Hold check valve housing with wrench, use second wrench to remove mag-
netic plug. Discard packing.
2 Check magnetic plug for metal particles.
3 If metal particles are visible, perform oil system contamination checks in

accordance with 72-00-00, Trouble Shooting, to determine maintenance
actions required.
(d) Install magnetic plug.
1 Install new packing on magnetic plug.
2 Install magnetic plug in check valve housing. Hold check valve housing with
wrench, and using a second wrench, tighten magnetic plug to 20 inch-
pounds torque and lockwire.
(e) Connect electrical connector to magnetic plug in accordance with Aircraft Mainte-
nance Manual.
UP833486
79-20-03 Page 215

Apr 28/00



(1) Clean parts as specified in Table 205 in accordance with 72-00-00, Cleaning/Painting,
Cleaning Method 1 and 2.
(2) Clean plumbing and fittings in accordance with 72-00-00, Cleaning/Painting, Cleaning
Method 12.
(3) Thoroughly clean electrical connector on magnetic plug of chip detector using solvent.
Thoroughly clean body of magnetic plug and plug housing of chip detector using sol-
vent.
(4) Clean oil pump housing (aluminum) in accordance with 72-00-00, Cleaning/Painting,
Cleaning Method 5 or 6.
UP833486
79-20-03 Page 216

Aug 23/02



No. No. Nomenclature 1 2
201 162 Scavenge Screen X X

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LIGHT MAINTENANCE MANUAL

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